Thermal management system and vehicle

Abstract

The invention discloses a heat management system and a vehicle, relates to the technical field of vehicles, and aims to solve the problems of low response speed and high heat loss of cooling of a driving assembly. The heat management system comprises a compressor, a heat exchange assembly and an integrated valve assembly, the compressor and the heat exchange assembly communicate with the integrated valve assembly to form a refrigerant circulation loop, and a refrigerant is suitable for flowing in the refrigerant circulation loop; the integrated valve assembly is suitable for throttling and pressure reducing and / or flow direction control of refrigerants in the refrigerant circulation loop, and the heat exchange assembly is suitable for at least partial heat exchange with the driving assembly.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a thermal management system and a vehicle. Background Technology

[0002] The drivetrain of new energy vehicles (including drive motors, motor controllers, etc.) is sensitive to temperature, which directly affects the overall vehicle performance. Under high load conditions, the motor and chips generate heat rapidly. If the heat is difficult to dissipate, it can easily trigger power reduction protection and accelerate component aging. Current drivetrains are usually cooled by coolant, which has a slow cooling response and high heat loss. Summary of the Invention

[0003] The purpose of this application is to provide a thermal management system and vehicle that aims to solve the problems of slow response speed and high heat loss in drivetrain cooling.

[0004] In a first aspect, a thermal management system is provided, comprising: a compressor, a heat exchange assembly, and an integrated valve assembly, wherein the compressor and the heat exchange assembly are connected to the integrated valve assembly and constitute a refrigerant circulation loop, wherein refrigerant is adapted to flow within the refrigerant circulation loop; the integrated valve assembly is adapted to throttle and reduce the pressure of the refrigerant and / or control its flow direction, and the heat exchange assembly is adapted to exchange heat with at least a portion of the drive assembly.

[0005] In this way, the heat exchange components used for heat exchange with the drive assembly are directly connected to the refrigerant circulation loop of the compressor. This eliminates the need for indirect heat transfer between the refrigerant, intermediate medium (such as coolant), and drive assembly; the refrigerant can directly exchange heat with the drive assembly within the heat exchange components. When the drive assembly heats up, the refrigerant absorbs heat directly within the heat exchange component's flow channels through phase change (e.g., liquid to gas), avoiding thermal resistance losses from intermediate mediums (e.g., two heat transfer losses between coolant and refrigerant, and between coolant and drive assembly). The heat transfer path is shorter, and the thermal resistance is lower. Furthermore, in low-temperature preheating scenarios, the high-temperature refrigerant discharged from the compressor can directly release heat in the heat exchange components, quickly transferring it to the drive assembly without relying on the heat buffer of intermediate mediums, resulting in higher heat utilization. When the drive assembly is under high load, compared to indirect heat exchange (e.g., refrigerant-coolant-drive assembly), direct connection avoids heat loss, allows for faster heat dissipation, and prevents localized overheating.

[0006] This application embodiment directly connects the heat exchange components that exchange heat with the drive assembly into the refrigerant circulation loop of the compressor, eliminating the intermediate medium loop required for indirect heat exchange. This reduces the number of components in the thermal management system and makes the refrigerant circulation loop more compact, making it particularly suitable for scenarios with limited installation space. Furthermore, with the widespread adoption of ultra-fast charging in vehicles, the demand for cooling capacity from the drive assembly is increasing. Related technologies using indirect cooling with coolant have long cooling paths and slow cooling efficiency. This application, by directly connecting the heat exchange components that exchange heat with the drive assembly into the refrigerant circulation loop of the compressor, can more quickly dissipate heat from the drive assembly, meeting its high cooling requirements.

[0007] Furthermore, in traditional thermal management systems, throttling functions (such as expansion valves and throttle valves) and flow control functions (such as multi-way valves) are often implemented by multiple independent valves, requiring complex piping connections. This not only increases the number of system components but also raises the risk of assembly errors. Integrated valve assemblies, on the other hand, integrate these two core functions into a single module, directly reducing the number of valves, piping interfaces, and fixed structures. This reduces piping welding and interface sealing processes, lowers assembly complexity, shortens production cycles, and significantly reduces the risk of refrigerant leakage by reducing the number of interfaces, thus improving the sealing performance and reliability of the thermal management system.

[0008] In one possible structural design, the drive assembly includes an electric drive component, and the heat exchange component includes a first heat exchanger adapted to exchange heat with at least a portion of the electric drive component.

[0009] In one possible structural design, the first heat exchanger is an electrically driven cold plate.

[0010] In one possible structural design, the drive assembly includes an electronic control component, and the heat exchange component includes a second heat exchanger adapted to exchange heat with at least a portion of the electronic control component.

[0011] In one possible structural design, the second heat exchanger is an electrically controlled cold plate.

[0012] In one possible structural design, the thermal management system further includes: a first heat exchanger connected between the output end of the compressor and the integrated valve assembly, the heat exchange assembly being connected between the integrated valve assembly and the input end of the compressor; the integrated valve assembly includes: a throttle valve assembly and an expansion valve assembly, the expansion valve assembly being connected between the first heat exchanger and the heat exchange assembly, and the throttle valve assembly being connected between the heat exchange assembly and the input end of the compressor.

[0013] In one possible structural design, the integrated valve assembly also includes a throttle valve assembly connected between the heat exchange assembly and the compressor input.

[0014] In one possible structural design, the integrated valve assembly includes a valve body in which a refrigerant flow channel is formed; the refrigerant flow channel constitutes at least a portion of the refrigerant circulation loop.

[0015] In one possible structural design, the drive assembly includes an electric drive assembly and an electronic control assembly; the heat exchange assembly includes a first heat exchanger and a second heat exchanger, the first heat exchanger being adapted to exchange heat with at least a portion of the electric drive assembly; the second heat exchanger being adapted to exchange heat with at least a portion of the electronic control assembly; both the first heat exchanger and the second heat exchanger are connected between the throttle valve assembly and the expansion valve assembly.

[0016] In one possible structural design, the first heat exchanger and the second heat exchanger are connected in parallel between the throttle valve assembly and the expansion valve assembly.

[0017] In one possible structural design, the expansion valve assembly includes: a first expansion valve, which is connected between the first heat exchanger and the first heat exchanger and is arranged in parallel with the second heat exchanger; the integrated valve assembly also includes: a valve body, on which a first mounting hole is formed, and the first expansion valve is disposed in the first mounting hole.

[0018] In one possible structural design, the first expansion valve is a double needle expansion valve.

[0019] In one possible structural design, the throttle valve assembly includes: a first throttle valve, which is connected between the first heat exchanger and the input end of the compressor, and is arranged in parallel with the second heat exchanger; a second mounting hole is formed on the valve body, and the first throttle valve is disposed in the second mounting hole.

[0020] In one possible structural design, the valve body is provided with connection ports, including a first port and a second port. The first heat exchanger is connected to the first expansion valve through the first port, and the input end of the compressor is connected to the first throttle valve through the second port. The connection ports also include a third port and a fourth port. One end of the first heat exchanger is connected to the first throttle valve through the third port, and the other end of the first heat exchanger is connected to the first expansion valve through the fourth port.

[0021] In one possible structural design, the expansion valve assembly further includes: a second expansion valve, which is connected between the second heat exchanger and the first heat exchanger and is arranged in parallel with the first heat exchanger; the second expansion valve is a double needle valve. The valve body has a third mounting hole and a fourth mounting hole, and the second expansion valve is located in the third mounting hole.

[0022] In one possible structural design, the throttle valve assembly further includes: a second throttle valve, which is connected between the second heat exchanger and the second port and is arranged in parallel with the first heat exchanger; a fourth mounting hole is formed on the valve body, and the second throttle valve is disposed in the fourth mounting hole.

[0023] In one possible structural design, the connection ports also include: a fifth port and a sixth port, with one end of the second heat exchanger connected to the second throttle valve through the fifth port; and the other end of the second heat exchanger connected to the second expansion valve through the sixth port.

[0024] In one possible structural design, the thermal management system further includes: a battery heat exchanger, which can be selectively connected between the output end of the compressor and the heat exchange assembly, or between the first heat exchanger and the input end of the compressor; the connection ports further include: a seventh port and an eighth port, one end of the battery heat exchanger being connected to the first port through the seventh port; the other end of the battery heat exchanger being selectively connected to the output end of the compressor or the input end of the compressor through the eighth port.

[0025] In one possible structural design, the integrated valve assembly further includes: a sixth expansion valve connected between the first port and the seventh port; a fifth mounting hole is formed on the valve body, and the sixth expansion valve is disposed in the fifth mounting hole.

[0026] In one possible structural design, the integrated valve assembly further includes a switching device adapted to selectively connect two of the compressor output, the compressor input, and the battery heat exchanger.

[0027] In one possible structural design, the switching device is a multi-way valve, which includes a first valve port, a second valve port, and a third valve port. The first valve port is connected to the output end of the compressor, the second valve port is connected to the battery heat exchanger, and the third valve port is connected to the input end of the compressor. Any one of the three valve ports can be selectively connected to the other two.

[0028] In one possible structural design, the connection ports also include: a ninth port, through which the output end of the compressor is connected to the first valve port; the input end of the compressor is connected to the third valve port through the second port; the battery heat exchanger is connected to the second valve port through the eighth port; a sixth mounting hole is also formed on the valve body, and a multi-way valve is located in the sixth mounting hole; the multi-way valve is a variable flow three-way valve.

[0029] In one possible structural design, the thermal management system further includes an indoor condenser connected between the compressor output and the expansion valve assembly, and arranged in parallel with the first heat exchanger.

[0030] In one possible structural design, the integrated valve assembly further includes: a third expansion valve and a valve body, the third expansion valve being connected between the indoor condenser and the heat exchange assembly; a seventh mounting hole is formed on the valve body, and the third expansion valve is located in the seventh mounting hole.

[0031] In one possible structural design, the valve body is provided with a connection port; the connection port also includes a tenth port, which is connected between the indoor condenser and the third expansion valve.

[0032] In one possible structural design, the third expansion valve is a double needle expansion valve.

[0033] In one possible structural design, the thermal management system further includes: a first evaporator, which is connected in parallel with the heat exchange components and is connected between the first heat exchanger and the input end of the compressor.

[0034] In one possible structural design, the integrated valve assembly further includes a fourth expansion valve, which is connected between the first evaporator and the first heat exchanger.

[0035] In one possible structural design, the integrated valve assembly further includes: a valve body having an eighth mounting hole, wherein a fourth expansion valve is disposed in the eighth mounting hole; the valve body is provided with a connection port, the connection port further including: an eleventh port, the eleventh port being connected between the first evaporator and the fourth expansion valve.

[0036] In one possible structural design, the thermal management system further includes a refrigerator evaporator, which is connected between the first heat exchanger and the input end of the compressor, and is arranged in parallel with the heat exchange components.

[0037] In one possible structural design, the thermal management system also includes a second heat exchanger, which is capable of exchanging heat between the refrigerant flowing into the refrigerator evaporator and the refrigerant flowing out of the refrigerator evaporator.

[0038] In one possible structural design, the second heat exchanger includes: a first heat exchange channel and a second heat exchange channel, wherein the first heat exchange channel is connected between the first heat exchanger and the inlet end of the refrigerator evaporator; the second heat exchange channel is connected between the refrigerator evaporator and the input end of the compressor; and the refrigerant flowing in the first heat exchange channel can exchange heat with the refrigerant flowing in the second heat exchange channel.

[0039] In one possible structural design, the thermal management system further includes a fourth throttle valve, which is connected between the output end of the compressor and the first heat exchanger.

[0040] In one possible structural design, the thermal management system further includes a fifth expansion valve, which is connected between the first heat exchange channel and the inlet end of the refrigerator evaporator.

[0041] In one possible structural design, the thermal management system further includes a refrigerant storage device connected between the first heat exchanger and the heat exchange components, suitable for storing liquid refrigerant.

[0042] In one possible structural design, the thermal management system further includes a gas-liquid separator connected between the compressor input and the heat exchange assembly.

[0043] In one possible structural design, the thermal management system further includes a silencer connected between the compressor input and the first heat exchanger.

[0044] Secondly, a vehicle is provided that includes the thermal management system described in the first aspect.

[0045] It should be noted that the technical effects brought about by the second aspect can be referred to the technical effects brought about by the corresponding implementation method in the first aspect, and will not be repeated here. Attached Figure Description

[0046] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0047] Figure 1 This application provides structural schematic diagrams of vehicles for some embodiments; Figure 2 This is one of the connection diagrams of a thermal management system provided in an embodiment of this application; Figure 3 This is a second connection diagram of a thermal management system provided in an embodiment of this application; Figure 4 This is the third connection diagram of a thermal management system provided in an embodiment of this application; Figure 5 This is one of the structural schematic diagrams of an integrated valve assembly provided in an embodiment of this application; Figure 6 This is a second schematic diagram of an integrated valve assembly provided in an embodiment of this application; Figure 7 An exploded view of an integrated valve assembly provided in an embodiment of this application; Figure 8 A top view of an integrated valve assembly provided in an embodiment of this application; Figure 9 A side view of an integrated valve assembly provided in an embodiment of this application; Figure 10 A bottom view of an integrated valve assembly provided in an embodiment of this application; Figure 11 Provided for the embodiments of this application Figure 10 Cross-sectional view along the AA direction; Figure 12 Provided for the embodiments of this application Figure 10 Cross-sectional view along the BB direction; Figure 13 Provided for the embodiments of this application Figure 10 Cross-sectional view along the CC direction; Figure 14 Provided for the embodiments of this application Figure 10 Cross-sectional view along the DD direction; Figure 15 A schematic diagram of the refrigerant flow path in the battery heating + electric drive component cooling mode of the thermal management system provided in the embodiments of this application; Figure 16 A schematic diagram of the refrigerant flow path in the battery cooling + electric drive component cooling mode of the thermal management system provided in the embodiments of this application; Figure 17 A schematic diagram of the refrigerant flow path of the thermal management system provided in the embodiment of this application in the crew cabin dehumidification + electric drive component cooling mode; Figure 18 A schematic diagram of the refrigerant flow path in the cooling mode of the electric drive component + electronic control component provided in the embodiments of this application; Figure 19 A schematic diagram of the refrigerant flow path in the air conditioning heating + electric drive component and electric control component cooling mode of the thermal management system provided in the embodiments of this application.

[0048] Figure label: 1000 - Vehicle; 100 - Thermal management system; 200 - Body; 300 - Wheels; 10-Compressor; 11-Heat exchange assembly; 111-First heat exchanger; 112-Second heat exchanger; 12-First heat exchanger; 13-First expansion valve; 14-First throttle valve; 15-Second expansion valve; 16-Second throttle valve; 17-Battery heat exchanger; 18-Switching device; 181-First valve port; 182-Second valve port; 183-Third valve port; 19-Indoor condenser; 20-Third expansion valve; 21-First evaporator; 22-Fourth expansion valve; 23-Third throttle valve 24-Refrigerator evaporator; 25-Second heat exchanger; 26-Fifth expansion valve; 27-Refrigerant storage device; 28-Gas-liquid separator; 29-Silencer; 30-Fourth throttle valve; 31-Sixth expansion valve; 32-Filter screen; 321-First filter screen; 322-Second filter screen; 323-Third filter screen; 324-Fourth filter screen; 325-Fifth filter screen; 326-Sixth filter screen; 33-First check valve; 34-Screw; 35-Wire harness; 36-Electrical control interface; 40 - Valve body; 401 - Refrigerant flow channel; 4011 - First main flow channel; 4012 - Second main flow channel; 4013 - Third main flow channel; 4014 - Fourth main flow channel; 4015 - First branch flow channel; 4016 - Second branch flow channel; 4017 - Third branch flow channel; 4018 - Fourth branch flow channel; 4019 - Fifth branch flow channel; 41-First mounting hole; 42-Second mounting hole; 43-Third mounting hole; 44-Fourth mounting hole; 45-Fifth mounting hole; 46-Sixth mounting hole; 47-Seventh mounting hole; 50 - Integrated valve assembly; 51 - First port; 52 - Second port; 53 - Third port; 54 - Fourth port; 55 - Fifth port; 56 - Sixth port; 57 - Seventh port; 58 - Eighth port; 59 - Ninth port; 60 - Tenth port; 61 - Eleventh port; 70 - First plug; 71 - Second plug. Detailed Implementation

[0049] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0050] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0051] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0052] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "connected" and "linked" should be interpreted broadly, for example, as a fixed connection, a detachable connection, or an integral connection. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. Furthermore, when describing pipelines, the terms "connected" and "linked" as used in this application have the meaning of establishing electrical connection. The specific meaning needs to be understood in conjunction with the context.

[0053] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0054] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0055] This application provides a vehicle 1000. The vehicle 1000 can be a pure electric vehicle 1000, a hybrid electric vehicle 1000, a plug-in hybrid electric vehicle 1000, a range-extended electric vehicle 1000, a gasoline vehicle, etc. The vehicle 1000 can also be a sedan, a truck, a bus, a lorry, a trailer, etc.

[0056] Please see Figure 1 , Figure 1 The diagram below illustrates the structure of a vehicle 1000 according to some embodiments of this application. The vehicle 1000 includes a body 200 and wheels 300. The body 200 may contain a passenger space for occupants. The wheels 300 are mounted below the body 200 to support the body 200 and are capable of rolling on the road surface to enable the vehicle 1000 to move.

[0057] The vehicle 1000 may further include a battery pack and a drive assembly, both of which are mounted on the vehicle body 200. The battery pack is electrically connected to the drive assembly to provide electrical energy to it. The drive assembly includes an electric drive component and an electronic control component. The electric drive component converts electrical energy into mechanical energy and transmits this mechanical energy to the wheels 300 to drive the wheels 300 of the vehicle 1000, enabling the vehicle 1000 to move. The electronic control component is electrically connected to the electric drive component and controls its operating state. The electric drive component includes a drive motor, a reducer, or a differential, etc. The electronic control component includes a motor controller (MCU), a vehicle control unit (VCU), etc., which are not limited in this embodiment.

[0058] For example, the electrical control component is a motor controller, the electric drive component is a drive motor, the motor controller is electrically connected to the drive motor, and the motor controller is used to adjust the current, voltage and frequency of the motor to realize the motor's start, stop, speed adjustment and torque control.

[0059] The drive assembly can be located in the front compartment of the vehicle 1000 to drive the front wheels of the vehicle 1000 to rotate, or it can be located in the rear compartment of the vehicle 1000 to drive the rear wheels of the vehicle 1000 to rotate. Alternatively, the drive assembly can be located in both the front and rear compartments of the vehicle 1000 to drive the front and rear wheels simultaneously or selectively.

[0060] The vehicle 1000 may also include a thermal management system 100, which is thermally connected to the battery pack to cool or heat the battery pack, thereby improving the lifespan of the battery components. Additionally, the thermal management system 100 can control the temperature of the passenger compartment to enhance the driving comfort of the vehicle 1000.

[0061] In addition, in some embodiments, the thermal management system 100 can also cool lubricating oil, pressurized air, fuel, electronic devices, and exhaust gas recirculation to ensure that all components of the vehicle 1000 operate within the optimal operating temperature range, thereby optimizing overall vehicle performance and extending component life.

[0062] Please see Figure 2 , Figure 3 and Figure 4 , Figure 2 , Figure 3 and Figure 4 These are connection diagrams of a thermal management system 100 provided in the embodiments of this application, wherein, Figure 2 , Figure 3 and Figure 4 The diagram shows the connection of different thermal management systems 100. In some embodiments, the thermal management system 100 may include a compressor 10, a heat exchange assembly 11 and an integrated valve assembly 50. The compressor 10 and the heat exchange assembly 11 are connected to the integrated valve assembly 50 and form a refrigerant circulation loop.

[0063] The compressor 10 may include an input end and an output end. The input end may be an air intake port and the output end may be an exhaust port. The compressor 10 compresses the low-temperature, low-pressure gaseous refrigerant drawn in from the input end (air intake port) into a high-temperature, high-pressure gaseous refrigerant, which can be discharged from the output end (exhaust port).

[0064] Optionally, the compressor 10 can be an electric compressor 10. Electric compressors 10 offer advantages such as high efficiency, energy saving, and low noise, thus meeting the automotive industry's requirements for high efficiency, energy saving, and low noise. Optionally, the compressor 10 can also be a scroll compressor 10, ensuring stable operation and low noise for the thermal management system 100. Optionally, the compressor 10 can also be a reciprocating compressor 10; this application does not limit the choice.

[0065] In addition, the refrigerant circulation loop is suitable for the flow of refrigerant. Optionally, the refrigerant can be an inorganic compound refrigerant, such as ammonia (NH3) or water (H2O). Optionally, the refrigerant can also be a Freon (halogenated hydrocarbon) refrigerant, such as chlorofluorocarbons, hydrofluorocarbons, hydrochlorofluorocarbons, or hydrofluoroolefins, etc., which are not limited in this application embodiment.

[0066] Furthermore, the integrated valve assembly 50 is adapted to throttle and reduce the pressure of the refrigerant in the refrigerant circulation loop and / or control its flow direction; the heat exchange assembly 11 is adapted to exchange heat with at least a portion of the drive assembly. This heat exchange may include heat conduction and heat convection. Heat conduction is the transfer of heat from a hotter part of an object to a cooler part along the object's path; heat conduction may include direct contact heat conduction and indirect contact heat conduction. Heat convection refers to the transfer of heat between the heat exchange assembly 11 and the drive assembly via the flow of liquid or gas.

[0067] Thus, the heat exchange component 11, used for heat exchange with the drive assembly, is directly connected to the refrigerant circulation loop of the compressor 10. This eliminates the need for indirect heat exchange between the refrigerant, intermediate medium (such as coolant), and drive assembly; the refrigerant can directly exchange heat with the drive assembly within the heat exchange component 11. When the drive assembly heats up, the refrigerant absorbs heat directly within the flow channel of the heat exchange component 11 through phase change (e.g., liquid to gas), avoiding thermal resistance losses from intermediate mediums (e.g., two heat transfer losses between coolant and refrigerant, and between coolant and drive assembly). The heat transfer path is shorter, and the thermal resistance is lower. Furthermore, in low-temperature preheating scenarios, the high-temperature refrigerant discharged from the compressor 10 can directly release heat in the heat exchange component 11, quickly transferring it to the drive assembly without relying on the heat buffer of intermediate mediums, resulting in higher heat utilization. When the drive assembly is under high load, compared to indirect heat exchange (e.g., refrigerant-coolant-drive assembly), direct connection avoids heat loss, allows for faster heat dissipation, and prevents localized overheating.

[0068] This embodiment of the application directly connects the heat exchange component 11, which exchanges heat with the drive assembly, into the refrigerant circulation loop of the compressor 10, eliminating the intermediate medium loop required for indirect heat exchange. This reduces the number of components in the thermal management system 100, making the refrigerant circulation loop more compact, especially suitable for scenarios with limited installation space. Furthermore, with the widespread adoption of ultra-fast charging for vehicles, the demand for cooling capacity from the drive assembly is increasing. Related technologies using indirect cooling with coolant have long cooling paths and slow cooling efficiency. This application, by directly connecting the heat exchange component 11, which exchanges heat with the drive assembly, into the refrigerant circulation loop of the compressor 10, can more quickly dissipate heat from the drive assembly, meeting the high cooling requirements of the drive assembly.

[0069] Furthermore, in traditional thermal management systems, throttling functions (such as expansion valves and throttle valves) and flow control functions (such as multi-way valves) are often implemented by multiple independent valves, requiring complex piping connections. This not only increases the number of system components but also raises the risk of assembly errors. In contrast, the integrated valve assembly 50 of this application integrates both core functions into a single module, directly reducing the number of valves, piping interfaces, and fixing structures. This reduces piping welding and interface sealing processes, lowers assembly complexity, shortens the production cycle, and significantly reduces the risk of refrigerant leakage by reducing the number of interfaces, thus improving the sealing performance and reliability of the thermal management system 100.

[0070] Please refer to some embodiments of this application. Figure 2 , Figure 3 and Figure 4 The drive assembly includes an electric drive component, and the heat exchange component 11 includes a first heat exchange element 111, which is adapted to exchange heat with at least a portion of the electric drive component. The first heat exchange element 111 can be directly attached to the electric drive component; for example, it can be attached to a heat-generating component of the electric drive component (e.g., motor windings, IGBT modules, inductors, etc.). Please also refer to... Figure 3 The first heat exchanger 111 can also be connected to an oil pump, so as to serve as a backup when the air conditioner fails or is inefficient.

[0071] Thus, when the electric drive assembly generates heat during operation, the refrigerant in the first heat exchanger 111 can directly absorb localized heat, preventing heat accumulation around the heat-generating components of the electric drive assembly and preventing localized temperatures from exceeding the safety threshold. Furthermore, during low-temperature startup, the first heat exchanger 111 can directly preheat critical components of the electric drive assembly using the high-temperature refrigerant discharged from the compressor 10, thereby preventing poor lubrication and circuit response delays caused by excessively low localized temperatures.

[0072] In one possible structural design, the first heat exchanger 111 can be an electric drive cooling plate. The electric drive cooling plate can adopt a flat plate structure design, with the flow channels for the refrigerant embedded inside the plate and completely in close contact with the heat-generating components of the electric drive assembly. In this way, the electric drive cooling plate can make surface contact with the electric drive assembly, ensuring a large contact area with the heat-generating parts and avoiding localized heat conduction blind spots caused by point or line contact. This allows the refrigerant to absorb heat within the cooling plate channels and quickly transfer it through the metal plate to the core of the heat source, efficiently removing heat from the electric drive assembly and preventing localized temperatures from exceeding safe thresholds. Furthermore, in low-temperature start-up scenarios, the electric drive cooling plate can rapidly heat the surface of the plate with high-temperature refrigerant, and then conduct heat to the components of the electric drive assembly through surface conduction (uniform preheating, avoiding poor lubrication or circuit response delays caused by uneven local preheating).

[0073] In some embodiments of this application, the drive assembly includes an electronic control component, and the heat exchange component 11 includes a second heat exchange element 112, which is adapted to exchange heat with at least a portion of the electronic control component. The heat-generating core of the electronic control component is concentrated in power semiconductor elements (e.g., IGBTs, SiC chips) and energy storage elements (e.g., electrolytic capacitors). These elements are small in size, have high heat density, and are prone to breakdown, aging, or parameter drift due to prolonged exposure to high temperatures. In the embodiments of this application, the second heat exchange element 112 is configured to conform to the heat dissipation interface (e.g., IGBT substrate, capacitor casing, chip heat sink) of these heat-generating core elements.

[0074] Thus, the second heat exchanger 112 can directly act on the source of the heat (such as the IGBT substrate, capacitor casing, or chip heat sink), quickly absorbing the heat generated during chip operation through its internal refrigerant. This prevents heat buildup between the chip and the substrate, thus preventing the temperature from exceeding the component's safe operating limit. Furthermore, in low-temperature environments, the second heat exchanger 112 can uniformly preheat capacitors, chips, and other components using a high-temperature refrigerant, preventing capacitance reduction and chip startup response delays caused by low temperatures, and ensuring the reliability of the control system during low-temperature startup.

[0075] In one possible structural design, the second heat exchanger 112 is an electrically controlled cold plate. The electrically controlled cold plate can also adopt a flat, embedded flow channel design, which is fitted to the core heat-generating element of the electrical control assembly.

[0076] In this way, the electronically controlled cold plate can make direct contact with the core heat-generating components of the electronic control assembly, thereby maximizing the heat conduction area. This allows the cooling energy of the refrigerant to be directly transferred to the surface of the heat-generating components through the metal substrate of the cold plate, quickly removing localized heat from the core heat-generating components and preventing heat buildup inside the components that could exceed safety thresholds. Furthermore, for multiple components arranged within the electronic control assembly, the electronically controlled cold plate can utilize a zoned flow channel design (e.g., setting independent flow channels for different components) to specifically allocate refrigerant flow, ensuring uniform heat dissipation for each component and preventing temperature differences where some components overheat while others remain too cold.

[0077] In some embodiments of this application, the thermal management system 100 further includes a first heat exchanger 12, which is connected between the output end of the compressor 10 and the integrated valve assembly 50. A heat exchange assembly 11 is connected between the integrated valve assembly 50 and the input end of the compressor 10. The first heat exchanger 12 can be an external heat exchanger. The integrated valve assembly includes a throttle valve assembly and an expansion valve assembly. The expansion valve assembly is connected between the first heat exchanger 12 and the heat exchange assembly 11, and the throttle valve assembly is connected between the heat exchange assembly 11 and the input end of the compressor 10.

[0078] In this way, the expansion valve assembly can adjust the throttling degree and flow rate of the refrigerant in real time, so that the evaporation / condensation temperature of the refrigerant is precisely matched with the target temperature of the drive assembly. The throttling valve assembly is connected between the heat exchange assembly and the input end of the compressor 10. It receives the low-pressure refrigerant flowing out of the heat exchange assembly and further optimizes the dryness and pressure of the refrigerant through secondary throttling or flow regulation, ensuring that the refrigerant entering the compressor 10 is in a dry gaseous state, avoiding liquid refrigerant entering the compressor 10 and causing liquid slugging damage. At the same time, it stabilizes the suction pressure of the compressor 10 and reduces the instability of the compressor 10 operation caused by suction pressure fluctuations.

[0079] In one possible structural design, when the refrigerant is a gas-liquid interconversion refrigerant, the first heat exchanger 12 can be a condenser. The condenser is used to condense the high-temperature, high-pressure gaseous refrigerant discharged from the compressor 10 into a medium-temperature, high-pressure liquid refrigerant. The working principle of the condenser is based on thermodynamic principles, that is, when a gas or vapor passes through the condenser, it releases heat and transforms into a liquid state. Specifically, the gas passes through a long tube (usually coiled into a solenoid), allowing heat to dissipate into the surrounding air. To improve condensation efficiency, heat sinks with excellent thermal conductivity are often added to the tube to increase the heat dissipation area and accelerate heat dissipation. At the same time, a blower (or fan) accelerates air convection to carry away the heat.

[0080] In another possible structural design, when the refrigerant is a gaseous refrigerant, for example, it could be a CO2-type gaseous refrigerant, such as R744 refrigerant. The first heat exchanger 12 can be a gas cooler, also known as a gas-to-gas cooler, a device used to lower the temperature of a gas. It works by bringing high-temperature gas into contact with a cooling medium through thermodynamic principles, allowing the gas to transfer heat and thus achieving cooling. The working principle of the gas cooler is based on fundamental thermodynamic laws. Inside the gas cooler, high-temperature gas exchanges heat with the cooling medium (such as water, liquid nitrogen, or other cryogenic liquids or gases). During this process, the gas releases heat to the cooling medium, thereby lowering its own temperature. The cooling medium then carries away the absorbed heat, completing the entire cooling cycle.

[0081] In this way, the high-temperature, high-pressure gaseous refrigerant output by the compressor 10 can first enter the external heat exchanger, release heat through heat exchange with the outside air (or airflow), and condense into a medium-temperature, high-pressure liquid refrigerant. After being cooled and depressurized, the refrigerant is then transported to the heat exchange components 11 (such as the electric drive cold plate and the electric control cold plate). At this time, the refrigerant has a stronger heat absorption capacity, thus absorbing the heat of the drive components and the electric control components more efficiently, avoiding the reduction of the heat absorption efficiency of the cold plate due to excessively high refrigerant temperature. In addition, in high-temperature environments (such as summer), the first heat exchanger 12 can act as a condenser for efficient heat dissipation, that is, the heat of the refrigerant is transferred to the outside of the vehicle through the airflow generated by the movement of the vehicle 1000, avoiding the reduction of the cooling capacity of the thermal management system 100 due to poor heat dissipation.

[0082] Figure 5 and Figure 6 All of these are schematic diagrams of an integrated valve assembly provided in the embodiments of this application, wherein... Figure 5 and Figure 6 These are structural schematic diagrams of the integrated valve assembly 50 from different perspectives. Figure 7 An exploded view of an integrated valve assembly provided in an embodiment of this application; Figure 8 A top view of an integrated valve assembly provided in an embodiment of this application; Figure 9 A side view of an integrated valve assembly provided in an embodiment of this application; Figure 10 A bottom view of an integrated valve assembly provided for an embodiment of this application. For some embodiments of this application, please refer to... Figure 2 , Figure 5 , Figure 6 , Figure 7 , Figure 8 , Figure 9 and Figure 10 The integrated valve assembly 50 includes a valve body 40. For example, the valve body 40 can be a shell structure, a plate structure, or a block structure, etc., and the embodiments of this application do not limit it in this way.

[0083] The valve body 40 has a connection port and a refrigerant flow channel 401 formed inside it. That is, the refrigerant flow channel 401 is formed inside the valve body 40, constituting at least part of the refrigerant circulation loop. Specifically, the refrigerant flow channel 401 connects the connection port to the throttle valve assembly; and / or, the refrigerant flow channel 401 connects the connection port to the expansion valve assembly; and / or, the refrigerant flow channel 401 connects two different valves (e.g., the third expansion valve 20 and the sixth expansion valve 31, or the third expansion valve 20 and the first expansion valve 13, as described later).

[0084] Thus, the refrigerant flow channel 401, directly formed inside the valve body 40, replaces the traditional connection method of independent valve components + external pipeline connection. The refrigerant flow channel 401 can be integrally formed within the valve body according to the installation position and connection port layout of the throttle valve assembly and expansion valve assembly, achieving connection without additional pipeline bends. This significantly shortens the refrigerant transmission distance, reduces flow resistance losses caused by excessively long or bent pipelines, and lowers the drive load on the compressor 10. Furthermore, the integrally formed refrigerant flow channel 401 can be optimized through simulation design (e.g., through smoothly transitioned bends and pipe diameters adapted to refrigerant flow rates) to avoid flow field disturbances (such as turbulence and eddies) at traditional pipeline interfaces. This allows the refrigerant to flow smoothly into the throttle valve assembly / expansion valve assembly, reducing the decrease in valve adjustment accuracy caused by flow field fluctuations and ensuring consistent refrigerant state control.

[0085] In some embodiments of this application, the drive assembly includes an electric drive assembly and an electronic control assembly; the heat exchange assembly 11 includes a first heat exchange element 111 and a second heat exchange element 112, the first heat exchange element 111 being adapted to exchange heat with at least a portion of the electric drive assembly; the second heat exchange element 112 being adapted to exchange heat with at least a portion of the electronic control assembly; both the first heat exchange element 111 and the second heat exchange element 112 are connected between the throttle valve assembly and the expansion valve assembly.

[0086] In one possible structural design, the first heat exchanger 111 and the second heat exchanger 112 can be connected in parallel between the throttle valve assembly and the expansion valve assembly. That is, one end of the first heat exchanger 111 and the second heat exchanger 112 is connected to the input end of the compressor through the throttle valve assembly, and the other end is connected to the first heat exchanger 12 through the expansion valve assembly.

[0087] Thus, after the first heat exchanger 12 condenses the high-temperature, high-pressure refrigerant output from the compressor 10 into a medium-temperature, high-pressure liquid refrigerant, the refrigerant simultaneously enters the two heat exchange elements (i.e., the first heat exchange element 111 and the second heat exchange element 112). One stream of refrigerant absorbs heat from the electric drive assembly in the electric drive cold plate, while the other stream absorbs heat from the electronic control assembly in the electronic control cold plate. Afterward, both streams of refrigerant undergo a phase change due to heat absorption, becoming low-temperature, low-pressure gaseous refrigerant, and ultimately flow back to the input end of the compressor 10. During this cycle, the heat dissipation of the electric drive assembly and the electronic control assembly is completed through the same refrigerant circulation loop, eliminating the need for separate refrigerant loops and avoiding the problems of redundant piping and asynchronous temperature control associated with separate loops. In another possible structural design, the first heat exchange element 111 and the second heat exchange element can be connected in series between the first heat exchanger 12 and the input end of the compressor 10; this embodiment does not limit this design.

[0088] In some embodiments of this application, the expansion valve assembly includes a first expansion valve 13, which is connected between the first heat exchanger 111 and the first heat exchanger 12, and is arranged in parallel with the second heat exchanger 112.

[0089] Optionally, the first expansion valve 13 is a dual-needle expansion valve. This dual-needle expansion valve uses two independent valve needles of different diameters (e.g., a main valve needle + an auxiliary valve needle), driven by a stepper motor, to precisely adjust the flow rate of the refrigerant as it transitions from a high-pressure liquid state to a low-pressure gas-liquid mixture, based on the real-time load of the refrigeration system. This achieves both wide load coverage and high-precision flow control. For example, the controller can drive the stepper motor to adjust the opening of the dual valve needles according to the load. When the thermal management system 100 is under low load (e.g., when a car's air conditioning is running at low speed and the cabin temperature is close to the set value), only the main valve needle is open, and the opening is small. Fine-tuning of the flow rate is achieved through the small-diameter valve needle, avoiding sudden temperature fluctuations caused by flow fluctuations. Under medium load conditions (e.g., when the cabin temperature needs to be slowly reduced): the main valve needle opening increases, and the auxiliary valve needle opens slightly; the combined flow rates meet the increased load requirements. Under high-load conditions (such as starting the air conditioner after being exposed to the sun in summer, or high-speed driving with high heat dissipation requirements): the main valve needle is fully open, the auxiliary valve needle is fully open, and both valve needles output maximum flow, quickly reducing the evaporator temperature and improving cooling efficiency. Thus, the dual-valve needle expansion valve, through the independent structure of the main and auxiliary valve needles, can achieve tiered flow control for the wide range of heat fluctuations in the electric drive components from low speed and low load to high speed and high load. This avoids excessive cooling of the electric drive due to excessive refrigerant and also avoids the response lag when the single valve needle is fully open.

[0090] Optionally, the first expansion valve 13 can be an electronic expansion valve, which mainly consists of a stepper motor, a driver, and a valve body. It achieves rapid adjustment of the refrigerant flow through precise control of the valve body. This adjustment method, based on an electronic control system, can quickly respond to system demands and adjust the refrigerant flow to achieve optimal cooling performance.

[0091] Optionally, the first expansion valve 13 can also be a thermal expansion valve, a capillary expansion valve, etc., and this application does not limit it.

[0092] Additionally, a first mounting hole 41 is formed on the valve body 40, and the first expansion valve 13 is disposed in the first mounting hole 41. Exemplarily, the first expansion valve 13 can be fixedly connected to the first mounting hole 41 of the valve body 40 by screws 34 of the integrated valve assembly 50. Exemplarily, the first expansion valve 13 can also be fixedly connected to the first mounting hole 41 of the valve body 40 by snap-fit, hinge, riveting, etc., and this embodiment of the application does not limit this method.

[0093] Thus, by integrating the first expansion valve 13 into the valve body 40 through embedded mounting, the integrated valve assembly 50 achieves a unified structure. Furthermore, the valve port of the first expansion valve 13 is directly aligned with the refrigerant flow channel 401 within the valve body 40, ensuring that the refrigerant can enter the first expansion valve 13 for throttling without requiring an additional transition structure, reducing dead zones and transmission delays in the flow channel. Additionally, the extremely short transmission distance of the refrigerant from the flow channel to the first expansion valve 13 helps ensure more precise adjustment response of the first expansion valve 13.

[0094] Thus, the first expansion valve 13 can precisely control the flow and state of the refrigerant entering the electric drive cold plate by adjusting its own opening. For example, when the load is high, the valve is opened wider to allow more low-temperature refrigerant that has been throttled and depressurized to enter the electric drive cold plate, thereby enhancing heat absorption. When the load is low, the valve is closed to reduce refrigerant waste and avoid excessive cooling of the electric drive components.

[0095] In some embodiments of this application, the throttle valve assembly further includes a first throttle valve 14, which is connected between the first heat exchanger 111 and the input end of the compressor 10, and is arranged in parallel with the second heat exchanger 112.

[0096] Optionally, the first throttle valve 14 can be a variable-diameter throttle valve. A variable-diameter throttle valve is a flow control device that automatically adjusts the flow area according to changes in fluid flow rate, thereby achieving precise control of the fluid flow rate. The variable-diameter throttle valve achieves automatic adjustment of the throttle orifice diameter through a high-precision differential pressure sensor and advanced programmable control technology. Its working principle is based on real-time monitoring and feedback control of differential pressure and flow rate using differential pressure and displacement sensors, combined with electronic control technology to achieve automatic flow regulation. Simply put, it continuously detects flow rate changes through electronic sensors connected to the external environment and automatically controls the size of the throttle orifice to achieve automatic adjustment of the fluid flow rate.

[0097] In addition, a second mounting hole 42 is formed on the valve body 40, and the first throttling valve 14 is disposed in the second mounting hole 42. In this way, the refrigerant after being throttled by the first expansion valve 13 on the high-pressure side can flow directly to the first heat exchanger 111 through the refrigerant flow channel 401 in the valve body 40. The low-pressure refrigerant after heat exchange then quickly enters the adjacent first throttling valve 14 for fine adjustment, avoiding the refrigerant state transmission delay caused by the excessively long pipeline in traditional external dual valves, thereby ensuring that the dual valve adjustment signal matches the actual refrigerant state in real time.

[0098] Thus, in cooling mode, the refrigerant in the first heat exchanger 111 absorbs heat from the electric drive assembly and becomes a medium-temperature, low-pressure gaseous state. If it flows directly into the compressor 10, the high pressure may increase the compression load on the compressor 10. In this embodiment, the refrigerant pressure is reduced by the throttling orifice in the first throttling valve 14, adjusting it to the suction pressure range suitable for the compressor 10, while stabilizing the refrigerant flow rate to avoid high-pressure impacts that could increase the operating noise or shorten the lifespan of the compressor 10. In heating mode, the heat released by the refrigerant in the first heat exchanger 111 preheats the electric drive assembly, turning the refrigerant into a low-temperature, low-pressure liquid state. In this way, the first throttling valve 14 can regulate the subcooling of the refrigerant by throttling, thereby preventing the low-temperature liquid refrigerant from directly entering the compressor 10 and causing liquid slugging and damage to the compressor 10. This ensures that the refrigerant entering the compressor 10 is mainly in a gaseous state, guaranteeing a safe and stable compression process.

[0099] In some embodiments of this application, the valve body 40 is provided with connection ports, including: a first port 51 and a second port 52. The first heat exchanger 12 is connected to the first expansion valve 13 through the first port 51; the input end of the compressor 10 is connected to the first throttle valve 14 through the second port 52.

[0100] Thus, the first port 51 can guide the refrigerant flowing out of the first heat exchanger 12 into the first expansion valve 13, ensuring that the refrigerant state received by the first expansion valve 13 is the true outlet state of the first heat exchanger 12 without any additional pipeline interference. Meanwhile, the second port 52 can export the refrigerant throttled by the first throttling valve 14 to the input end of the compressor 10, ensuring that the suction state of the compressor 10 is completely consistent with the adjustment target of the throttling valve, which is beneficial to the precise control of the refrigerant circulation loop of the thermal management system.

[0101] In some other embodiments of this application, the connection ports further include a third port 53 and a fourth port 54. One end of the first heat exchanger 12 is connected to the first throttle valve 14 via the third port 53; the other end of the first heat exchanger 12 is connected to the first expansion valve 13 via the fourth port 54. Thus, the two ends of the first heat exchanger 111 do not need to be connected to the first throttle valve 14 and the first expansion valve 13 via external pipelines. Instead, they can be directly connected to the first expansion valve 13 and the first throttle valve 14 via the refrigerant flow channel 401 connected through the connection port of the valve body 40. This helps reduce the number of external pipelines and the cabin volume occupied by the thermal management system 100.

[0102] In some embodiments of this application, the expansion valve assembly further includes: a second expansion valve 15, which is connected between the second heat exchanger 112 and the first port 51 and is arranged in parallel with the first heat exchanger 111; the second expansion valve 15 is a double needle valve expansion valve.

[0103] The second expansion valve 15 can be referred to in the description of the first expansion valve 13 above, and will not be described in detail in this embodiment.

[0104] Furthermore, a third mounting hole 43 is formed on the valve body 40, and the second expansion valve 15 is disposed in the third mounting hole 43. Thus, by embedding the second expansion valve 15 into the valve body 40, the integrated valve assembly 50 is ensured to have a unified structure, and the valve port of the second expansion valve 15 is directly aligned with the refrigerant flow channel 401 within the valve body. This ensures that the refrigerant can enter the second expansion valve 15 for throttling without needing an additional transition structure, reducing dead zones and transmission delays in the flow channel. Additionally, because the transmission distance of the refrigerant from the refrigerant flow channel 401 to the second expansion valve 15 is shorter, it helps to ensure more precise adjustment response of the second expansion valve 15.

[0105] Thus, the second expansion valve 15 can precisely control the flow and state of the refrigerant entering the electronically controlled cold plate by adjusting its own opening. For example, when the load is high, the valve can be opened wider to allow more low-temperature refrigerant that has been throttled and depressurized to enter the electronically controlled cold plate, thereby enhancing heat absorption. When the load is low, the valve can be closed to reduce refrigerant waste and avoid excessive cooling of the electronically controlled components.

[0106] In some embodiments of this application, the throttle valve assembly further includes a second throttle valve 16, which is connected between the second heat exchanger 112 and the second port 52 and is arranged in parallel with the first heat exchanger 111.

[0107] The second throttle valve 16 can be referred to in the description of the first throttle valve 14 above, and will not be described in detail in this embodiment.

[0108] In addition, a fourth mounting hole 44 is formed on the valve body 40, and the second throttle valve 16 is disposed in the fourth mounting hole 44. In this way, the refrigerant after being throttled by the second expansion valve 15 on the high-pressure side can flow directly to the second heat exchanger 112 through the refrigerant flow channel 401 in the valve body 40. The low-pressure refrigerant after heat exchange then quickly enters the adjacent second throttle valve 16 for fine adjustment, avoiding the refrigerant state transmission delay caused by the excessively long pipeline in traditional external dual valves, thereby ensuring that the dual valve adjustment signal matches the actual refrigerant state in real time.

[0109] Thus, in cooling mode, this embodiment reduces the refrigerant pressure through the throttling orifice in the second throttling valve 16, adjusting it to the suction pressure range suitable for the compressor 10, while stabilizing the refrigerant flow rate and preventing high-pressure impacts that could increase operating noise or shorten the lifespan of the compressor 10. In heating mode, the heat released by the refrigerant in the first heat exchanger 111 preheats the electric drive components, turning the refrigerant into a low-temperature, low-pressure liquid. Therefore, the second throttling valve 16 can regulate the subcooling of the refrigerant through throttling, preventing the low-temperature liquid refrigerant from directly entering the compressor 10 and causing liquid slugging and damage. This ensures that the refrigerant entering the compressor 10 is predominantly gaseous, guaranteeing a safe and stable compression process.

[0110] In some embodiments of this application, the connection ports further include a fifth port 55 and a sixth port 56. One end of the second heat exchanger 112 is connected to the second throttle valve 16 via the fifth port 55; the other end of the second heat exchanger 112 is connected to the second expansion valve 15 via the sixth port 56. Thus, the two ends of the second heat exchanger 112 do not need to be connected to the second throttle valve 16 and the second expansion valve 15 via external pipelines. Instead, they can be directly connected to the second expansion valve 15 and the second throttle valve 16 through the refrigerant flow channel 401 connected to the valve body port. This helps reduce the number of external pipelines and the cabin volume occupied by the thermal management system 100.

[0111] Please refer to some embodiments of this application. Figure 2 , Figure 3 and Figure 4 The thermal management system 100 also includes a battery heat exchanger 17, which can be selectively connected between the output end of the compressor 10 and the heat exchange assembly 11, or between the first heat exchanger 12 and the input end of the compressor 10.

[0112] The battery heat exchanger 17 is adapted to exchange heat with the battery pack. Specifically, the battery heat exchanger 17 can be fitted into the battery pack to achieve heat exchange between the two. For example, the battery pack heat exchanger can be a battery cooling plate. A battery cooling plate is a thermal management element designed to effectively dissipate the heat generated by the battery pack through heat conduction and / or heat convection, maintaining a suitable operating temperature for the battery pack.

[0113] For example, the battery heat exchanger 17 can be a liquid-cooled plate, which uses the refrigerant in the refrigerant circulation loop as the cooling medium to absorb the heat generated by the battery pack. For example, the battery heat exchanger 17 can also be an air-cooled plate, and this application does not limit it to this.

[0114] In one possible structural design, a single battery heat exchanger 17 is provided; in another possible structural design, multiple battery heat exchangers 17 may be provided. For examples, please refer to [link to relevant documentation]. Figure 4There can be two battery heat exchangers 17. Both battery heat exchangers 17 are connected in parallel with the first heat exchanger 12. Both battery heat exchangers 17 are also connected in parallel and are connected between the output end of the compressor 10 and the heat exchange assembly 11. Both battery heat exchangers 17 can exchange heat with the battery pack. In this way, one or more battery heat exchangers 17 can be selected to participate in the heat exchange of the battery pack according to the operating mode of the vehicle 1000.

[0115] In addition, the connection ports include a seventh port 57 and an eighth port 58. One end of the battery heat exchanger 17 is connected to the first port 51 via the seventh port 57; the other end of the battery heat exchanger 17 can be selectively connected to the output or input end of the compressor 10 via the eighth port 58. Thus, when the battery is at a low temperature, the high-pressure refrigerant can be preheated in the battery heat exchanger 17 by switching the refrigerant flow channel 401 within the valve body 40. When the battery is at a high temperature (e.g., during fast charging or high-rate discharging), sufficient high-pressure refrigerant is introduced through the eighth port 58 to quickly remove heat from the battery. When the battery temperature is suitable, the branch containing the battery heat exchanger 17 can be closed or its flow rate reduced to avoid energy waste.

[0116] Since the battery heat exchanger 17 is arranged in parallel with the first heat exchanger 12 and connected between the output end of the compressor 10 and the heat exchange assembly 11, the battery heat exchanger 17 is connected to the refrigerant circulation loop. This ensures that the battery pack can effectively dissipate heat or heat through the battery heat exchanger 17 and the refrigerant in the refrigerant circulation loop, thereby significantly improving the working efficiency of the battery pack, reducing energy loss caused by high temperature, and extending the service life of the battery pack.

[0117] In some embodiments of this application, the integrated valve assembly 50 further includes: a sixth expansion valve 31, which is connected between the first port 51 and the seventh port 57; a fifth mounting hole 45 is formed on the valve body 40, and the sixth expansion valve 31 is disposed in the fifth mounting hole 45.

[0118] Thus, when the battery demand is high (such as fast charging cooling or rapid heating), the sixth expansion valve 31 increases its opening, allowing more refrigerant to flow through the battery heat exchanger 17; when the battery demand is low (such as when the temperature is suitable), the sixth expansion valve 31 decreases its opening or closes, thereby reducing the refrigerant flow in the branch where the battery heat exchanger 17 is located, ensuring that the main circuit can obtain a stable refrigerant supply, and avoiding insufficient heat exchange in the main circuit due to branch diversion.

[0119] Please refer to some embodiments of this application. Figure 2 , Figure 3 and Figure 4The thermal management system 100 further includes a switching device 18, which is adapted to selectively connect two of the three components: the output terminal of the compressor 10, the input terminal of the compressor 10, and the battery heat exchanger 17. For example, the switching device 18 can connect the output terminal of the compressor 10 to the input terminal of the compressor 10, connect the output terminal of the compressor 10 to the battery heat exchanger 17, and connect the battery heat exchanger 17 to the input terminal of the compressor 10.

[0120] In this way, when the battery temperature deviates from the optimal range (such as heat generation during fast charging or the need for preheating at low temperatures), the switching device 18 connects this path, and the high-temperature, high-pressure refrigerant flows through the battery heat exchanger 17 to dissipate heat or preheat the battery, meeting its temperature control requirements. At the same time, it works with the first heat exchanger 12 to ensure the refrigerant supply to the electric drive cold plate and the electric control cold plate. When the compressor 10 starts, it needs to quickly establish a stable pressure. If the battery heat exchanger 17 is directly connected to the first heat exchanger 12, it may result in slow pressure establishment and startup delay. The switching device 18 can temporarily cut off the bypass path (that is, connect to the input end of the compressor 10), and the refrigerant only circulates briefly inside the compressor 10, thereby quickly reaching the rated pressure. After the system stabilizes, it switches back to the battery heat exchanger 17 path, shortening the overall startup time.

[0121] In one possible structural design, please refer to [link / reference needed]. Figure 2 , Figure 3 and Figure 4 The switching device 18 is a multi-way valve, which includes a first valve port 181, a second valve port 182, and a third valve port 183. The first valve port 181 is connected to the output end of the compressor 10, the second valve port 182 is connected to the battery heat exchanger 17, and the third valve port 183 is connected to the input end of the compressor 10. Any one of the three valve ports 181, 182, and 183 can be selectively connected to the other two. For example, the first valve port 181 can be connected to the second valve port 182, the first valve port 181 can be connected to the third valve port 183, and the third valve port 183 can be connected to the second valve port 182.

[0122] For example, the multi-way valve can be a three-way valve, a four-way valve, or a five-way valve, etc., and this application embodiment does not limit this. In this way, by setting a multi-way valve instead of setting multiple valves, the multi-way valve can be controlled by PWM or Lin communication, and the wiring harness and domain control PIN corner position can be eliminated, which can make the thermal management system 100 integrated and lightweight, achieve the purpose of cost reduction, and save the space occupied by the thermal management system 100 in the vehicle body 200.

[0123] Optionally, the multi-way valve is a variable flow three-way valve, which includes at least one of the following: adjustable flow rate in the channel connecting the first valve port 181 and the second valve port 182; adjustable flow rate in the channel connecting the first valve port 181 and the third valve port 183; and adjustable flow rate in the channel connecting the second valve port 182 and the third valve port 183. This addresses the pain point of varying battery requirements at different temperature stages. For example, during fast charging in winter, as the battery temperature rises from -5℃ to 25℃, the variable flow valve can dynamically adjust the flow rate (from high to medium to low), ensuring rapid preheating at the beginning of fast charging while avoiding energy waste during the later heat preservation stage, and reducing the impact of temperature fluctuations on battery cycle life.

[0124] In another possible structural design, the switching device 18 includes a first valve, a second valve, and a third valve. One end of the first valve is connected to the output end of the compressor 10, one end of the second valve is connected to the battery heat exchanger 17, and one end of the third valve is connected to the input end of the compressor 10. The other end of the first valve is connected to the other ends of the second and third valves, and the other end of the second valve is connected to the other end of the third valve, thereby enabling the output end of the compressor 10 to selectively communicate with the input end of the compressor 10 and the battery heat exchanger 17.

[0125] In some embodiments of this application, the connection ports further include: a ninth port 59, through which the output end of the compressor 10 is connected to the first valve port 181; the input end of the compressor 10 is connected to the third valve port 183 through a second port 52; the battery heat exchanger 17 is connected to the second valve port 182 through an eighth port 58; a sixth mounting hole 46 is also formed on the valve body 40, and a multi-way valve is disposed in the sixth mounting hole 46.

[0126] Thus, by controlling the connection between the first valve port 181, the second valve port 182, and the third valve port 183, the flow direction of the refrigerant in the refrigerant circulation loop can be controlled, thereby enabling the thermal management system 100 to achieve different operating conditions. This facilitates the realization of diverse operating modes of the thermal management system 100 and meets the needs of users in different scenarios.

[0127] Please refer to some embodiments of this application. Figure 2 , Figure 3 and Figure 4 The thermal management system 100 also includes an indoor condenser 19, which is connected between the output end of the compressor 10 and the heat exchange assembly 11, and is arranged in parallel with the first heat exchanger 12. The indoor condenser 19 can be a vehicle interior condenser 19, which is capable of heating the vehicle's passenger space.

[0128] In this way, when the refrigerant condenser 19 in the vehicle interior is condensing in a low-temperature environment, it will release a large amount of heat. This heat can be directed into the driving and riding space of the vehicle without consuming additional electrical energy, directly reducing the electric heating load and indirectly extending the winter driving range.

[0129] Please refer to some embodiments of this application. Figure 2 , Figure 3 and Figure 4 The integrated valve assembly 50 also includes a third expansion valve 20, which is connected between the indoor condenser 19 and the heat exchange assembly 11. A seventh mounting hole 47 is formed on the valve body 40, and the third expansion valve 20 is disposed in the seventh mounting hole 47.

[0130] Since the refrigerant output by the indoor condenser 19 is a medium-temperature, high-pressure liquid, if it directly enters the heat exchange component 11 (e.g., electric drive cold plate, electric control cold plate), its heat exchange efficiency is extremely low due to the lack of phase change driving force. In this embodiment, the third expansion valve 20 reduces the pressure of the medium-temperature, high-pressure liquid refrigerant to a low-temperature, low-pressure gas-liquid two-phase state through the local resistance of the throttling orifice. The refrigerant in this state has a strong phase change heat absorption capacity. Therefore, after entering the electric drive cold plate, it can quickly absorb the heat of the electric drive component and improve the heat exchange efficiency.

[0131] In some embodiments of this application, the third expansion valve 20 is a dual-needle expansion valve. The description of the third expansion valve 20 can be referenced to the description of the first expansion valve 13 above, and will not be repeated in the embodiments of this application.

[0132] Thus, the third expansion valve 20 can precisely control the flow rate and state of the refrigerant flowing out of the indoor condenser 19 by adjusting its own opening. For example, when under high load, the valve can be opened wider to allow more low-temperature refrigerant that has been throttled and depressurized to flow out of the indoor condenser 19, thereby enhancing heat absorption.

[0133] In some embodiments of this application, the connection port further includes a tenth port 60, which is connected between the indoor condenser 19 and the third expansion valve 20. Thus, the refrigerant flowing out of the indoor condenser 19 can flow into the integrated valve assembly 50 through the tenth port 60, which helps to reduce the number of external pipes and achieve miniaturization of the thermal management system 100.

[0134] Please refer to some embodiments of this application. Figure 2 , Figure 3 and Figure 4 The thermal management system 100 also includes a first evaporator 21, which is connected in parallel with the heat exchange assembly 11 and is connected between the first heat exchanger 12 and the input end of the compressor 10. The first evaporator 21 can communicate with the passenger space inside the vehicle.

[0135] Thus, when the passenger space inside the vehicle 1000 needs cooling, the refrigerant flowing out of the compressor 10 can flow through the first heat exchanger 12 and the first evaporator 21 in sequence and return to the input end of the compressor 10. The first evaporator 21 can provide cooling energy for the passenger space of the vehicle 1000, thereby realizing the air conditioning cooling mode of the vehicle 1000.

[0136] In addition, when the vehicle 1000 is only using air conditioning for heating, the first evaporator 21 can vaporize the liquid refrigerant flowing out of the third expansion valve 20 into a gaseous state, preventing the refrigerant from flowing back to the compressor 10 in a liquid state (causing liquid slugging), while providing the compressor 10 with compressible gaseous refrigerant, ensuring that the compressor 10 can continuously deliver high-temperature refrigerant to the indoor condenser 19.

[0137] Please refer to some embodiments of this application. Figure 2 , Figure 3 and Figure 4 The thermal management system 100 further includes a fourth expansion valve 22 and a third throttle valve 23, wherein both the fourth expansion valve 22 and the third throttle valve 23 are connected in parallel with the heat exchange assembly 11. The fourth expansion valve 22 is connected between the first evaporator 21 and the first heat exchanger 12; the third throttle valve 23 is connected between the first evaporator 21 and the input terminal of the compressor 10. The fourth expansion valve 22 can be referred to in the description of the first expansion valve 13 above, and the third throttle valve 23 can be referred to in the description of the first throttle valve 14 above. Further details are omitted in this embodiment.

[0138] In addition, an eighth mounting hole 48 is formed on the valve body 40, and the fourth expansion valve 22 is disposed in the eighth mounting hole 48. The connection port also includes an eleventh port 61, which is connected between the first evaporator 21 and the fourth expansion valve 22.

[0139] It is understandable that if the refrigerant flowing from the indoor condenser 19 and initially depressurized by the third expansion valve 20 were to directly enter the first evaporator 21, the heat absorption efficiency might be affected by pressure fluctuations. In this embodiment, the fourth expansion valve 22 can perform secondary throttling, precisely reducing the refrigerant to a low-temperature, low-pressure liquid state. This avoids both excessively high pressure causing slow refrigerant vaporization and excessively low pressure causing premature refrigerant vaporization in the evaporator. The refrigerant flowing out of the fourth expansion valve 22 flows through the refrigerant flow channel 401 and the eleventh port 61 in the integrated valve assembly before exiting the integrated valve assembly and flowing into the third throttling valve 23, further throttling the refrigerant. This ensures that the superheat of the refrigerant flowing out of the branch where the first heat exchanger 21 is located is consistent with that of the refrigerant flowing out of other evaporators (such as the refrigerator evaporator 24 in the thermal management system 100 described later), ensuring that the compressor 10 can operate stably and efficiently.

[0140] Please refer to some embodiments of this application. Figure 2 , Figure 3and Figure 4 The thermal management system 100 also includes a refrigerator evaporator 24, which is connected between the first heat exchanger 12 and the input end of the compressor 10, and is arranged in parallel with the heat exchange assembly 11. Thus, a portion of the refrigerant flowing from the first heat exchanger 12 flows to the refrigerator evaporator 24 after branching. In the refrigerator evaporator 24, the refrigerant absorbs heat from the refrigerator compartment, undergoing a phase change from liquid to gas, and then merges with the refrigerant flowing from the heat exchange assembly 11 before returning to the compressor 10. In this way, without adding an additional independent compressor 10, the refrigerator can be cooled using the refrigerant circulation loop, reducing overall vehicle energy consumption and improving in-vehicle comfort.

[0141] In some embodiments of this application, the thermal management system 100 further includes a second heat exchanger 25, which is capable of exchanging heat between the refrigerant flowing into the refrigerator evaporator 24 and the refrigerant flowing out of the refrigerator evaporator 24.

[0142] In this way, the second heat exchanger 25 exchanges heat in a reverse manner between the liquid refrigerant flowing into the refrigerator evaporator 24 and the gaseous refrigerant flowing out. It utilizes the remaining cooling energy in the gaseous refrigerant to further reduce the temperature of the liquid refrigerant flowing in, thus slowing down its vaporization process within the evaporator. This allows the liquid refrigerant to flow more fully within the evaporator, preventing premature vaporization and ensuring that no cooling energy is available at the end of the evaporator. This allows the entire evaporator to effectively absorb heat from the refrigerator, improving overall cooling efficiency.

[0143] In one possible structural design, the second heat exchanger 25 includes: a first heat exchange channel and a second heat exchange channel. The first heat exchange channel is connected between the first heat exchanger 12 and the inlet end of the refrigerator evaporator 24; the second heat exchange channel is connected between the refrigerator evaporator 24 and the input end of the compressor 10; the refrigerant flowing in the first heat exchange channel can exchange heat with the refrigerant flowing in the second heat exchange channel. Optionally, the first heat exchange channel and the second heat exchange channel can be formed of a thermally conductive material. For example, the thermally conductive material can be two coaxially arranged metal tubes, with the outer tube sleeved radially outside the inner tube. The first heat exchange channel is formed inside the outer tube, and the second heat exchange channel is formed between the outer tube and the inner tube. In this way, the first heat exchange channel and the second heat exchange channel can directly exchange heat through the inner tube.

[0144] In this way, the first and second heat exchange channels are set up independently, and they only exchange heat through the wall without direct contact between the refrigerant and the refrigerant. This structurally eliminates cross-contamination between the inflowing and outflowing refrigerant, while ensuring 100% safe circulation of the thermal management system.

[0145] In some embodiments of this application, the thermal management system 100 further includes a fifth expansion valve 26, which is connected between the first heat exchange channel and the inlet end of the refrigerator evaporator 24. If the low-temperature, low-pressure liquid refrigerant flowing out of the first heat exchange channel directly enters the evaporator, it may result in a slow phase change due to insufficient subcooling. In this embodiment, the fifth expansion valve 26 throttles the refrigerant to a high-subcooling gas-liquid two-phase state, enhancing the phase change driving force and allowing the refrigerant to quickly absorb heat and vaporize after entering the evaporator. This avoids liquid accumulation at the front end of the evaporator and insufficient cooling at the rear end, ensuring efficient heat absorption throughout the entire evaporator section.

[0146] In some embodiments of this application, the thermal management system 100 further includes a refrigerant storage device 27, which is connected between the first heat exchanger 12 and the heat exchange component 11 and is suitable for storing liquid refrigerant. The refrigerant storage device can be a tank-like structure, a jug-like structure, etc., and this application does not limit the specific type of device.

[0147] Thus, under high-load conditions of the thermal management system 100 (such as fast charging in summer or rapid acceleration of electric drive), the heat exchange component 11 requires a large amount of liquid refrigerant for phase change heat absorption. If the condensation efficiency of the first heat exchanger 12 cannot keep up temporarily, the refrigerant storage device 27 can quickly release the pre-stored liquid refrigerant to replenish the heat exchange component 11, avoiding a decrease in the heat absorption efficiency of the heat exchange component 11 due to insufficient refrigerant. Under low-load conditions (such as idling or winter heat pump mode), the refrigerant demand of the heat exchange component 11 decreases, and the liquid refrigerant produced by the first heat exchanger 12 is prone to accumulate in the pipeline. The refrigerant storage device 27 can recover excess liquid refrigerant, preventing refrigerant from stagnating in the pipeline and reducing the liquid supply burden on the first heat exchanger 12.

[0148] In some embodiments of this application, the thermal management system 100 further includes a gas-liquid separator 28, which is connected between the input end of the compressor 10 and the heat exchange assembly 11. The refrigerant flowing out of the heat exchange assembly 11 may not be completely vaporized due to fluctuations in operating conditions, forming a gas-liquid mixture. If this state of refrigerant directly enters the compressor 10, the liquid refrigerant will become incompressible, causing liquid slugging, which will impact the compressor 10 cylinder and damage the seals. In this embodiment, by setting up the gas-liquid separator 28, the mixed refrigerant, after entering the gas-liquid separator 28, utilizes the principles of "gravity settling" or "centrifugal separation" to allow the denser liquid refrigerant to settle to the bottom of the separator, while only the less dense gaseous refrigerant flows from the top outlet to the input end of the compressor 10, thus preventing the liquid refrigerant from directly impacting the compressor 10.

[0149] In some embodiments of this application, the thermal management system 100 further includes a muffler 29, which is connected between the input end of the compressor 10 and the first heat exchanger 12. The refrigerant flowing out of the first heat exchanger 12 easily forms turbulence when flowing through bends and valves in the pipeline, generating high-frequency noise. The muffler 29 reduces the noise by allowing the noise to reflect back and forth within its internal expansion chamber, causing sound waves of different phases to superimpose and weaken each other, ultimately significantly reducing the output noise intensity and thus lowering the noise level of the vehicle 1000.

[0150] In some embodiments of this application, the thermal management system 100 further includes a fourth throttle valve 30, which is connected between the output end of the compressor 10 and the first heat exchanger 12. Thus, the thermal management system 100 can operate under multiple conditions by controlling the opening and closing of the fourth throttle valve 30. For example, when the vehicle's thermal management system 100 is used for passenger compartment heating or battery heating + drive assembly cooling, if the heating demand is less than the cooling demand of the drive assembly, some heat can be dissipated through the fourth throttle valve 30 in the first heat exchanger 12, ensuring stable operation of the thermal management system 100.

[0151] In some embodiments of this application, the integrated valve assembly 50 further includes a filter screen 32, wherein the filter screen 32 is suitable for filtering metal debris, dust, scale and other impurities in the refrigerant to prevent them from entering the compressor 10, valves, heat exchangers and other precision components, and to avoid valve core jamming, pipeline blockage or internal wear of components.

[0152] For example, such as Figure 2 As shown, the filter 32 may include: a first filter 321, a second filter 322, a third filter 323, a fourth filter 324, a fifth filter 325, and a sixth filter 326. The first filter 321, the second filter 322, the third filter 323, the fourth filter 324, the fifth filter 325, and the sixth filter 326 are all disposed within the refrigerant flow channel 401 and are suitable for filtering the refrigerant flowing through the refrigerant flow channel 401.

[0153] Specifically, the first filter 321 is disposed in the refrigerant flow channel 401 between the second valve port 182 and the eighth port 58 of the multi-way valve; the second filter 322 is disposed in the refrigerant flow channel 401 between the seventh port 57 and the sixth expansion valve 31; the third filter 323 is disposed in the refrigerant flow channel 401 between the first throttle valve 14 and the third port 53; the fourth filter 324 is disposed in the refrigerant flow channel 401 between the first expansion valve 13 and the fourth port 54; the fifth filter 325 is disposed in the refrigerant flow channel 401 between the second throttle valve 16 and the fifth port 55; and the sixth filter 326 is disposed in the refrigerant flow channel 401 between the second expansion valve 16 and the sixth port 56.

[0154] In some embodiments of this application, the integrated valve assembly 50 further includes a wiring harness 35 and an electrical control interface 36. The wiring harness 35 is connected between the electrical control interface 36 and the valve (such as the first expansion valve 13, the first throttle valve 14, the second expansion valve 15, the second throttle valve 16, and the multi-way valve described above), thereby facilitating the connection of the integrated valve assembly with the electrical control and improving assembly efficiency.

[0155] Figure 11 Provided for the embodiments of this application Figure 10 Cross-sectional view along the AA direction. Figure 12 Provided for the embodiments of this application Figure 10 Cross-sectional view along the BB direction. Figure 13 Provided for the embodiments of this application Figure 10 Cross-sectional view along the CC direction. Figure 14 Provided for the embodiments of this application Figure 10 Please refer to the cross-sectional view along the DD direction. Figure 2 , Figure 11 , Figure 12 , Figure 13 and Figure 14 The refrigerant flow channel 401 includes: a first main flow channel 4011, a second main flow channel 4012, a third main flow channel 4013, a fourth main flow channel 4014, a first branch flow channel 4015, a second branch flow channel 4016, a third branch flow channel 4017, a fourth branch flow channel 4018, and a fifth branch flow channel 4019.

[0156] The first main flow channel 4011 connects the ninth port 59 and the eighth port 58, and the refrigerant flows through the first valve port 181, the second valve port 182, and the first filter screen 321 on the first main flow channel 4011. The second main flow channel 4012 connects the seventh port 57 and the first port 51. One end of the third main flow channel 4013 is connected to the second main flow channel 4012, and the connection point is located between the sixth expansion valve 31 and the first port 51 (including the valve port of the sixth expansion valve 31 and the first port 51), and the other end is connected to the tenth port 60. The fourth main flow channel 4014 connects the third valve port 183 and the second port 52.

[0157] One end of the first branch channel 4015 is connected to the fourth main channel 4014, and the connection point is located between the third valve port 183 and the second port 52 (including the location of the third valve port 183 and the second port 52), while the other end is connected to the third port 53. One end of the second branch channel 4016 is connected to the fourth main channel 4014, and the connection point is located between the third valve port 183 and the second port 52 (including the location of the third valve port 183 and the second port 52), while the other end is connected to the fifth port 55.

[0158] One end of the third branch channel 4017 is connected to the second main channel 4012, and the connection point is located between the sixth expansion valve 31 and the first port 51 (including the valve port of the sixth expansion valve 31 and the first port 51), while the other end is connected to the fourth port 54. One end of the fourth branch channel 4018 is connected to the second main channel 4012, and the connection point is located between the sixth expansion valve 31 and the first port 51 (including the valve port of the sixth expansion valve 31 and the first port 51), while the other end is connected to the sixth port 56. One end of the fifth branch channel 4019 is connected to the second main channel 4012, and the connection point is located between the sixth expansion valve 31 and the first port 51 (including the valve port of the sixth expansion valve 31 and the first port 51), while the other end is connected to the eleventh port 61. Thus, by forming a refrigerant flow channel within the valve body 40, it is beneficial to reduce the number of external pipes, thereby reducing the cabin volume occupied by the thermal management system 100.

[0159] In some embodiments, the integrated valve assembly 50 further includes a plug for sealing process holes on the valve body. These process holes are auxiliary hole structures specifically designed to meet production process requirements. They do not directly serve the final function of the product (such as refrigerant flow in this embodiment), but play an irreplaceable role in improving processing accuracy, reducing manufacturing costs, and ensuring production efficiency. An exemplary plug includes a first plug 70 and a second plug 71. A first process hole is formed on the fifth flow channel 4019, and the first plug 70 is disposed at the first process hole to seal it. A second process hole is formed on the third flow channel 4013, and the second plug 71 is disposed at the second process hole to seal it. Additionally, process holes can also be formed on other flow channels within the valve body, and plugs can also be disposed at these process holes; this will not be elaborated further in this embodiment. This facilitates the processing of the refrigerant flow channel 401 within the valve body, improves production efficiency, and reduces design complexity.

[0160] Based on the above description, the thermal management system 100 of this application embodiment can realize seven single-operation modes: air conditioning cooling (i.e., the flow path from the external heat exchanger to the first evaporator 21), battery cooling, air conditioning heating, battery heating, simultaneous cooling and heating (dehumidification mode), refrigerator cooling, and drive assembly cooling. These seven single-operation modes can be combined to achieve 17 dual-operation modes, such as air conditioning cooling + battery cooling, air conditioning cooling + refrigerator cooling, and battery cooling + refrigerator cooling. It can also achieve air conditioning cooling + battery cooling + refrigerator cooling, air conditioning heating + battery heating + refrigerator cooling. It has 17 three-way modes, including air conditioning cooling + battery heating + electric drive cooling, and can also realize five four-way modes, including air conditioning heating + battery heating + refrigerator cooling + electric drive cooling, air conditioning heating + battery cooling + refrigerator cooling + electric drive cooling, cooling and heating + battery cooling + refrigerator cooling + electric drive cooling, cooling and heating + battery heating + refrigerator cooling + electric drive cooling, and air conditioning cooling + battery cooling + refrigerator cooling + electric drive cooling. There are a total of 46 possible operating conditions. Among them, air conditioning cooling or heating is independent of electric drive, battery and refrigerator, and there is no interaction or influence between them.

[0161] Figure 15 This is a schematic diagram of the refrigerant flow path of the thermal management system 100 provided in the embodiments of this application in the battery heating + electric drive component cooling mode. Figure 16 This is a schematic diagram of the refrigerant flow path of the thermal management system 100 provided in the embodiments of this application in the battery cooling + electric drive component cooling mode. Figure 17 This is a schematic diagram of the refrigerant flow path of the thermal management system 100 provided in the embodiments of this application in the crew cabin dehumidification + electric drive component cooling mode. Figure 18 This is a schematic diagram of the refrigerant flow path in the cooling mode of the thermal management system 100 provided in this application embodiment, in the form of electric drive component + electronic control component cooling mode. Figure 19 This is a schematic diagram of the refrigerant flow path of the thermal management system 100 provided in the embodiments of this application in the air conditioning heating + electric drive component and electronic control component cooling mode. For ease of understanding, please refer to [link / reference needed]. Figure 15 , Figure 16 , Figure 17 , Figure 18 and Figure 19 The main operating modes are described in detail below.

[0162] 1. Battery heating + electric drive component cooling mode (e.g.) Figure 15 ); Among them, the sixth expansion valve 31, the second expansion valve 15, and the second throttle valve 16 are open, the remaining valves are closed, the first valve port 181 and the second valve port 182 of the three-way valve are connected, and the third valve port 183 is closed.

[0163] The compressor 10 compresses and discharges high-temperature, high-pressure gas, which flows into a three-way valve. The gas then flows sequentially through the first valve port 181 and the second valve port 182 of the three-way valve, passing through the first filter screen 321 and the battery heat exchanger 17. The low-temperature battery experiences heat exchange through the battery heat exchanger 17, raising its temperature. The refrigerant is cooled into a medium-temperature, high-pressure liquid refrigerant by the battery heat exchanger 17. It then flows into the sixth expansion valve 31, where it is throttled and cooled, becoming a low-temperature, low-pressure vapor-liquid two-phase mixture. Finally, it passes through the second expansion valve 15 (fully open, serving as a flow channel). After flowing through, it connects to the first heat exchanger 111, which acts as an evaporator. The refrigerant is heated by the waste heat of the electric drive assembly, completing the heat absorption and evaporation process from the environment. The outlet of the first heat exchanger 111 is a low-temperature, low-pressure gas. The outlet of the first heat exchanger 111 then connects to the gas-liquid separator 28 through the second throttle valve 16. The gas-liquid separator 28 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage tank for the refrigerant gas, ensuring stable intake of the compressor 10. Finally, the refrigerant returns to the electric compressor 10, thus forming a cycle.

[0164] 2. Battery cooling + electric drive component cooling mode (e.g.) Figure 16 ); The fourth throttle valve 30, the sixth expansion valve 31, the second expansion valve 15, and the second throttle valve 16 are open, while the remaining valves are closed; the second valve port 182 and the third valve port 183 of the three-way valve are connected, while the first valve port 181 is closed.

[0165] The compressor 10 discharges high-temperature, high-pressure gas after compression. The gas is connected to the first heat exchanger 12 through the fourth throttle valve 30. The refrigerant exchanges heat with the environment through the first heat exchanger 12 and releases heat. The outlet of the first heat exchanger 12 is a medium-temperature, high-pressure liquid. The medium-temperature, high-pressure liquid enters the refrigerant storage device 27 and flows through the first one-way valve 33. The first path flows into the sixth expansion valve 31, where it expands into a low-temperature, low-pressure gas-liquid mixture. It then enters the battery heat exchanger 17, where the refrigerant evaporates into a low-temperature, low-pressure gas. The gas then flows into the three-way valve and then into the gas-liquid separator 28, finally returning to the input end of the compressor 10. Another path flows into the second expansion valve 15. After the refrigerant is throttled and expanded by the second expansion valve 15 into a low-temperature, low-pressure gas-liquid mixture, it flows into the first heat exchanger 111. After evaporating and absorbing heat in the battery heat exchanger 17, it forms a low-temperature, low-pressure gaseous refrigerant. After passing through the second throttle valve 16, it merges with the first refrigerant and flows into the gas-liquid separator 28. The gas-liquid separator 28 separates the refrigerant from the refrigeration oil and acts as an intermediate storage tank for the refrigerant gas, ensuring stable intake of the compressor 10. Finally, the refrigerant returns to the electric compressor 10, thus forming a cycle.

[0166] 3. Passenger cabin dehumidification + electric drive component cooling mode (e.g.) Figure 17 ); The first expansion valve 13, the second expansion valve 15, the fourth expansion valve 22, the second throttle valve 16, and the third throttle valve 23 are open, while the remaining valves are closed; the first valve port 181 to the third valve port 183 of the three-way valve are connected.

[0167] The compressor 10 discharges high-temperature, high-pressure gas after compression. At this point, the gas splits into two paths. The first main branch flows into the indoor condenser 19, where the refrigerant condenses and absorbs heat to become a medium-temperature, high-pressure liquid. It then passes through the third expansion valve 20, which is now fully open. Here, the gas splits into two paths again. The first branch flows into the fourth expansion valve 22, where it expands under throttling pressure to become a low-temperature, low-pressure gas-liquid mixture. This mixture then flows into the first evaporator 21, where it evaporates and absorbs heat to become a low-temperature, low-pressure gas before flowing through the third throttling valve 23. The second branch flows into the second expansion valve 15 (where the flow rate is finely adjusted at a low opening). After being throttled and expanded by the second expansion valve 15, the mixture becomes a low-temperature, low-pressure gas-liquid mixture and flows into the first heat exchanger 111. In the battery heat exchanger 17, the mixture evaporates and absorbs heat to form a low-temperature, low-pressure gaseous refrigerant. This gas then flows into the second throttling valve 16 and then into the gas-liquid separator 28. The gas-liquid separator 28 separates the refrigerant from the refrigeration oil and acts as an intermediate gaseous storage tank for the refrigerant, ensuring stable gas intake for the compressor 10. Finally, the refrigerant returns to the electric compressor 10, thus forming a cycle.

[0168] 4. Cooling mode for electric drive components + electronic control components (e.g.) Figure 18 ); The fourth throttle valve 30, the first expansion valve 13, the second expansion valve 15, the second throttle valve 16, and the first throttle valve 14 are open, while the remaining valves are closed.

[0169] The electric compressor 10 compresses and discharges high-temperature and high-pressure gas, which flows through the fourth throttle valve 30 and then into the vehicle's exterior interior condenser 19 to release heat and condense into a medium-temperature and high-pressure liquid. After passing through the first one-way valve 33, the refrigerant is divided into two paths. The first path flows into the first expansion valve 13 (at this time, the flow rate is finely adjusted at a low opening). After being throttled and expanded by the first expansion valve 13, it becomes a low-temperature and low-pressure gas-liquid mixture, which then flows into the second heat exchanger 112 to evaporate and absorb heat into a low-temperature and low-pressure gaseous refrigerant. After passing through the first throttle valve 14, it flows to the gas-liquid separator 28. The second flow enters the second expansion valve 15 (at this time, the flow rate is finely adjusted at a low opening). After being throttled and expanded by the second expansion valve 15 into a low-temperature, low-pressure gas-liquid mixture, it flows into the first heat exchanger 111. After evaporating and absorbing heat in the first heat exchanger 111, it forms a low-temperature, low-pressure gaseous refrigerant. Then, it flows into the gas-liquid separator 28 after passing through the second throttle valve 16. The gas-liquid separator 28 separates the refrigerant from the refrigeration oil and acts as an intermediate gas storage tank for the refrigerant, ensuring stable intake of the compressor 10. Finally, the refrigerant returns to the electric compressor 10, thus forming a cycle.

[0170] 5. Air conditioning heating + electric drive components, electronic control components cooling mode (e.g.) Figure 19 ); The first expansion valve 13, the second expansion valve 15, the second throttle valve 16, and the first throttle valve 14 are open, while the remaining valves are closed.

[0171] The electric compressor 10 compresses and discharges high-temperature and high-pressure gas, which flows into the indoor condenser 19. In the indoor condenser 19, the gas releases heat and condenses into a medium-temperature and high-pressure liquid. The liquid then passes through the first expansion valve 13 (fully open, serving as a flow channel). The refrigerant is then divided into two paths. The first path flows into the first expansion valve 13 (at this time, the opening degree is low and the flow rate is finely adjusted). After passing through the first expansion valve 13, the refrigerant expands into a low-temperature and low-pressure gas-liquid mixture and then flows into the second heat exchanger 112 for evaporation and heat absorption into a low-temperature and low-pressure gaseous refrigerant. After passing through the first throttling valve 14, the gas flows to the gas-liquid separator 28. The second stream flows into the second expansion valve 15 (at which point the flow rate is finely adjusted at a low opening). After being throttled and expanded by the second expansion valve 15, it becomes a low-temperature, low-pressure gas-liquid mixture and then flows into the first heat exchanger 111. After evaporating and absorbing heat in the first heat exchanger 111, it forms a low-temperature, low-pressure gaseous refrigerant. After passing through the second throttle valve 16, it merges with the first stream of refrigerant and flows into the gas-liquid separator 28. The gas-liquid separator 28 separates the refrigerant from the refrigeration oil and acts as an intermediate gas storage tank for the refrigerant, ensuring stable intake of the compressor 10. Finally, the refrigerant returns to the electric compressor 10, thus forming a cycle.

[0172] It should be noted that the above five modes are merely exemplary descriptions. The thermal management system 100 of this application embodiment can implement a combination of multiple modes or a single mode, which will not be described in detail here.

[0173] In the description of the embodiments of this application, specific features, structures, materials or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0174] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A thermal management system (100), characterized by, Comprise: A compressor (10), a heat exchange assembly (11) and an integrated valve assembly (50), the compressor (10) and the heat exchange assembly (11) are in communication with the integrated valve assembly (50) and constitute a refrigerant circulation loop, the refrigerant circulation loop is suitable for flowing refrigerant; the integrated valve assembly (50) is suitable for throttling and / or flow direction control of the refrigerant in the refrigerant circulation loop; the heat exchange assembly (11) is suitable for heat exchange with at least part of the drive assembly.

2. The thermal management system (100) of claim 1, wherein, The drive assembly comprises an electric drive assembly, and the heat exchange assembly (11) comprises a first heat exchange member (111) suitable for heat exchange with at least part of the electric drive assembly.

3. The thermal management system (100) of claim 2, wherein, The first heat exchange member (111) is an electric drive cold plate.

4. The thermal management system (100) of claim 1, wherein, The drive assembly comprises an electric control assembly, and the heat exchange assembly (11) comprises a second heat exchange member (112) suitable for heat exchange with at least part of the electric control assembly.

5. The thermal management system (100) of claim 4, characterized in that The second heat exchange member (112) is an electric control cold plate.

6. The thermal management system (100) of claim 1, wherein, The integrated valve assembly (50) comprises a valve body (40), and a refrigerant flow channel (401) is formed in the valve body (40); the refrigerant flow channel (401) constitutes at least part of the refrigerant circulation loop.

7. The thermal management system (100) according to any one of claims 1-6, characterized by, The thermal management system (100) further comprises: A first heat exchanger (12) connected between the output end of the compressor (10) and the integrated valve assembly (50), and the heat exchange assembly (11) connected between the integrated valve assembly (50) and the input end of the compressor (10); The integrated valve assembly (50) comprises an expansion valve assembly connected between the first heat exchanger (12) and the heat exchange assembly (11).

8. The thermal management system (100) of claim 7, characterized by The integrated valve assembly (50) further comprises a throttle valve assembly connected between the heat exchange assembly (11) and the input end of the compressor (10).

9. The thermal management system (100) of claim 8, characterized in that The drive assembly comprises an electric drive assembly and an electric control assembly; The heat exchange assembly (11) comprises a first heat exchange member (111) and a second heat exchange member (112), the first heat exchange member (111) is suitable for heat exchange with at least part of the electric drive assembly; The second heat exchange member (112) is suitable for heat exchange with at least part of the electric control assembly; The first heat exchange member (111) and the second heat exchange member (112) are both connected between the throttle valve assembly and the expansion valve assembly, and the first heat exchange member (111) and the second heat exchange member (112) are connected in parallel between the throttle valve assembly and the expansion valve assembly.

10. The thermal management system (100) of claim 9, characterized in that The expansion valve assembly comprises a first expansion valve (13) connected between the first heat exchange member (111) and the first heat exchanger (12), and arranged in parallel with the second heat exchange member (112); the first expansion valve (13) is a double-valve needle expansion valve; The integrated valve assembly (50) further comprises a valve body (40), and a first mounting hole (41) is formed on the valve body (40), and the first expansion valve (13) is arranged in the first mounting hole (41).

11. The thermal management system (100) of claim 10, wherein, The throttle valve assembly comprises a first throttle valve (14) connected between the first heat exchange element (111) and the input end of the compressor (10) and arranged in parallel with the second heat exchange element (112); The valve body (40) is provided with a second mounting hole (42), and the first throttle valve (14) is arranged in the second mounting hole (42).

12. The thermal management system (100) of claim 11, characterized by The valve body (40) is provided with a connection port, which comprises a first port (51) and a second port (52), and the first heat exchanger (12) is connected to the first expansion valve (13) through the first port (51); the input end of the compressor (10) is connected to the first throttle valve (14) through the second port (52); The connection port further comprises a third port (53) and a fourth port (54), one end of the first heat exchange element (12) is connected to the first throttle valve (14) through the third port (53); the other end of the first heat exchange element (12) is connected to the first expansion valve (13) through the fourth port (54).

13. The thermal management system (100) of claim 12, characterized by The expansion valve assembly further comprises a second expansion valve (15) connected between the second heat exchange element (112) and the first port (51) and arranged in parallel with the first heat exchange element (111); the second expansion valve (15) is a double-valve needle expansion valve; The valve body (40) is provided with a third mounting hole (43), and the second expansion valve (15) is arranged in the third mounting hole (43).

14. The thermal management system (100) of claim 13, characterized by The throttle valve assembly further comprises a second throttle valve (16) connected between the second heat exchange element (112) and the second port (52) and arranged in parallel with the first heat exchange element (111); The valve body (40) is provided with a fourth mounting hole (44), and the second throttle valve (16) is arranged in the fourth mounting hole (44).

15. The thermal management system (100) of claim 14, characterized by The connection port further comprises a fifth port (55) and a sixth port (56), one end of the second heat exchange element (112) is connected to the second throttle valve (16) through the fifth port (55); the other end of the second heat exchange element (112) is connected to the second expansion valve (15) through the sixth port (56).

16. The thermal management system (100) of claim 12, wherein, Further comprising: A battery heat exchange element (17) selectively connected between the output end of the compressor (10) and the heat exchange assembly (11), or between the first heat exchanger (12) and the input end of the compressor (10); The connection port further comprises a seventh port (57) and an eighth port (58), one end of the battery heat exchange element (17) is connected to the first port (51) through the seventh port (57); the other end of the battery heat exchange element (17) is selectively connected to the output end of the compressor (10) or the input end of the compressor (10) through the eighth port (58).

17. The thermal management system (100) of claim 16, wherein, The integrated valve assembly (50) further comprises a sixth expansion valve (31) connected between the first port (51) and the seventh port (57); A fifth mounting hole (45) is formed on the valve body (40), and the sixth expansion valve (31) is arranged in the fifth mounting hole (45).

18. The thermal management system (100) of claim 17, characterized by The integrated valve assembly (50) further comprises a switching device (18) adapted to selectively communicate two of the output of the compressor (10), the input of the compressor (10) and the battery heat exchanger (17).

19. The thermal management system (100) of claim 18, wherein, The switching device (18) is a multi-way valve comprising a first valve port (181), a second valve port (182) and a third valve port (183), the first valve port (181) being connected to the output of the compressor (10), the second valve port (182) being connected to the battery heat exchanger (17), and the third valve port (183) being connected to the input of the compressor (10). Any one of the first valve port (181), the second valve port (182) and the third valve port (183) can selectively communicate with the other two.

20. The thermal management system (100) of claim 19, characterized by The connection port further comprises a ninth port (59), the output of the compressor (10) being connected to the first valve port (181) through the ninth port (59); the input of the compressor (10) being connected to the third valve port (183) through the second port (52); and the battery heat exchanger (17) being connected to the second valve port (182) through the eighth port (58). A sixth mounting hole (46) is further formed on the valve body (40), and the multi-way valve is arranged in the sixth mounting hole (46); and the multi-way valve is a variable flow three-way valve.

21. The thermal management system (100) of claim 7, wherein, The thermal management system (100) further comprises: An indoor condenser (19) connected between the output of the compressor (10) and the expansion valve assembly, and arranged in parallel with the first heat exchanger (12).

22. The thermal management system (100) of claim 21, characterized by The integrated valve assembly (50) further comprises a third expansion valve (20) connected between the indoor condenser (19) and the heat exchange assembly (11). A valve body (40) having a seventh mounting hole (47), and the third expansion valve (20) is arranged in the seventh mounting hole (47).

23. The thermal management system (100) of claim 22, characterized by The valve body (40) is provided with a connection port; the connection port further comprises a tenth port (60) connected between the indoor condenser (19) and the third expansion valve (20).

24. The thermal management system (100) of claim 7, characterized by Further comprising: A first evaporator (21) arranged in parallel with the heat exchange assembly (11) and connected between the first heat exchanger (12) and the input of the compressor (10).

25. The thermal management system (100) of claim 24, characterized by The integrated valve assembly (50) further comprises a fourth expansion valve (22) connected between the first evaporator (21) and the first heat exchanger (12).

26. The thermal management system (100) of claim 25, characterized by The integrated valve assembly (50) further comprises: a valve body (40) having an eighth mounting hole (48) formed thereon, and the fourth expansion valve (22) is arranged in the eighth mounting hole (48); the valve body (40) is provided with a connection port, and the connection port further comprises an eleventh port (61) connected between the first evaporator (21) and the fourth expansion valve (22).

27. The thermal management system (100) of claim 7, wherein, Further comprising: a refrigerator evaporator (24) connected between the first heat exchanger (12) and the input end of the compressor (10), and arranged in parallel with the heat exchange assembly (11); a second heat exchanger (25) capable of heat exchanging the refrigerant flowing into the refrigerator evaporator (24) with the refrigerant flowing out of the refrigerator evaporator (24).

28. The thermal management system (100) of claim 27, characterized by The second heat exchanger (25) comprises: a first heat exchange channel connected between the first heat exchanger (12) and the inlet end of the refrigerator evaporator (24); and a second heat exchange channel communicated between the refrigerator evaporator (24) and the input end of the compressor (10); the refrigerant flowing in the first heat exchange channel can exchange heat with the refrigerant flowing in the second heat exchange channel.

29. The thermal management system (100) of claim 7, wherein, The thermal management system (100) further comprises: a fourth throttling valve (30) connected between the output end of the compressor (10) and the first heat exchanger (12).

30. A vehicle characterized by comprising: It comprises: the thermal management system (100) of any one of claims 1-29.

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