Cooling liquid system integrated module and automobile thermal management system

Abstract

The utility model relates to the technical field of automobile thermal management systems, in particular to a cooling liquid system integration module and an automobile thermal management system. The cooling liquid system integration module comprises a first water pump, a second water pump, a third water pump and a twelve-way valve. Through the arrangement of the first water pump, the second water pump, the third water pump and the twelve-way valve, the requirement for heat management among six loads in an automobile heat management system is met, and the purpose that a condenser, a motor unit, a radiator, a warm core, a battery cooler and a battery pack unit are integrated in the cooling liquid system integration module is achieved; therefore, the integration level of the cooling liquid system integration module is improved, the installation space is saved, the space utilization rate of the cooling liquid system integration module is improved, and the cost is saved.

Description

Technical Field

[0001] The utility model relates to the technical field of automotive thermal management systems, and particularly relates to a coolant system integrated module and an automotive thermal management system. Background Art

[0002] Automotive thermal management systems are widely used in various types of vehicles, including fuel vehicles and new energy vehicles. For fuel vehicles, the thermal management system mainly controls the cooling of the engine and the temperature of the air conditioning system. For new energy vehicles, especially electric vehicles, the thermal management system is more complex and needs to consider the temperature management of the battery, motor, and passenger compartment simultaneously.

[0003] With the development of automotive thermal management systems, people are gradually pursuing higher-integrated automotive thermal management systems. However, the current automotive thermal management systems integrate fewer loads, which undoubtedly reduces the integration degree of the automotive thermal management system, resulting in a larger occupied space of the automotive thermal management system, making the front cabin layout of the vehicle more crowded and increasing costs.

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

[0005] The first object of the utility model is to provide a coolant system integrated module with high integration degree, which saves installation space and achieves the purpose of cost saving.

[0006] To achieve this purpose, the utility model adopts the following technical solutions:

[0007] The utility model provides a coolant system integrated module, which includes a condenser, a motor unit, a radiator, a warm core, a battery cooler, a battery pack unit, a first water pump, a second water pump, a third water pump, and a twelve-way valve;

[0008] The coolant system integrated module has a mode of heating the battery and the cabin simultaneously. In the mode of heating the battery and the cabin simultaneously:

[0009] The outlet of the condenser is sequentially connected to the i port, h port of the twelve-way valve and the warm core, the warm core is sequentially connected to the c port, b port of the twelve-way valve and the first water pump, and the first water pump and the inlet of the condenser are sequentially connected; the i port of the twelve-way valve is connected to the j port, the third water pump, the battery pack unit, the k port and b port of the twelve-way valve, and the first water pump are sequentially connected, and the first water pump is connected to the inlet of the condenser to form a third high-temperature side closed-loop circuit;

[0010] The outlet of the battery cooler is sequentially connected to port g and port f of the twelve-way valve, the radiator, port d and port e of the twelve-way valve, and the motor unit. The motor unit is sequentially connected to port a and port l of the twelve-way valve and the second water pump. The second water pump is connected to the inlet of the battery cooler to form a third low-temperature side closed loop.

[0011] As an alternative technical solution of the coolant system integration module, the coolant system integration module has a battery cooling mode. In the battery cooling mode:

[0012] The outlet of the condenser is sequentially connected to port i and port f of the twelve-way valve, the radiator, port d and port e of the twelve-way valve, and the motor unit. The motor unit is sequentially connected to port a and port b of the twelve-way valve. Port b of the twelve-way valve is connected to the inlet of the condenser through the first water pump to form a first high-temperature side closed loop.

[0013] As an alternative technical solution of the coolant system integration module, in the battery cooling mode:

[0014] The outlet of the battery cooler is sequentially connected to port g and port j of the twelve-way valve. Port j of the twelve-way valve is connected to the battery pack unit through the third water pump. The battery pack unit is sequentially connected to port k and port l of the twelve-way valve. Port l of the twelve-way valve is connected to the inlet of the battery cooler through the second water pump to form a first low-temperature side closed loop.

[0015] As an alternative technical solution of the coolant system integration module, the coolant system integration module has a cabin heating mode. In the cabin heating mode:

[0016] The outlet of the condenser is sequentially connected to port i and port h of the twelve-way valve and the warm core. The warm core is sequentially connected to port c and port b of the twelve-way valve, the first water pump, and the inlet of the condenser to form a second high-temperature side closed loop.

[0017] As an alternative technical solution of the coolant system integration module, in the cabin heating mode:

[0018] The outlet of the battery cooler is sequentially connected to port g and port f of the twelve-way valve. Port f of the twelve-way valve is sequentially connected to the radiator, port d and port e of the twelve-way valve, and the motor unit. The motor unit is sequentially connected to port a and port l of the twelve-way valve and the second water pump. The second water pump is connected to the inlet of the battery cooler to form a second low-temperature side closed loop.

[0019] As an alternative technical solution of the coolant system integration module, the coolant system integration module has a battery heating mode, and in the battery heating mode:

[0020] The outlet of the condenser is sequentially connected to the i-port and j-port of the twelve-way valve, the third water pump, the battery pack unit, the k-port and b-port of the twelve-way valve, and the first water pump, and the first water pump is connected to the inlet of the condenser to form a fourth high-temperature side closed-loop circuit.

[0021] As an alternative technical solution of the coolant system integration module, in the battery heating mode:

[0022] The outlet of the battery cooler is sequentially connected to the g-port and f-port of the twelve-way valve, and the f-port of the twelve-way valve is sequentially connected to the radiator, the d-port and e-port of the twelve-way valve, and the motor unit. The motor unit is sequentially connected to the a-port and l-port of the twelve-way valve and the second water pump, and the second water pump is connected to the inlet of the battery cooler to form a fourth low-temperature side closed-loop circuit.

[0023] As an alternative technical solution of the coolant system integration module, the coolant system integration module has a waste heat recovery mode, and in the waste heat recovery mode:

[0024] The outlet of the condenser is sequentially connected to the i-port, h-port of the twelve-way valve and the warm core, the warm core is sequentially connected to the c-port and b-port of the twelve-way valve and the first water pump, and the first water pump and the inlet of the condenser are sequentially connected; the outlet of the condenser is sequentially connected to the i-port and j-port of the twelve-way valve, the third water pump, the battery pack unit, the k-port and b-port of the twelve-way valve, and the first water pump, and the first water pump is connected to the inlet of the condenser to form a fifth high-temperature side closed-loop circuit.

[0025] As an alternative technical solution of the coolant system integration module, in the waste heat recovery mode:

[0026] The outlet of the battery cooler is sequentially connected to the g-port and e-port of the twelve-way valve, and the e-port of the twelve-way valve is sequentially connected to the motor unit, the a-port and l-port of the twelve-way valve, and the second water pump, and the second water pump is connected to the inlet of the battery cooler to form a fifth low-temperature side closed-loop circuit.

[0027] The second object of the present invention is to propose an automotive thermal management system, which occupies a smaller space in the front compartment of the vehicle, improves the space utilization rate of the whole vehicle, and has a high integration degree.

[0028] To achieve this purpose, the present invention adopts the following technical solutions:

[0029] The present utility model provides an automotive thermal management system. The automotive thermal management system includes a refrigerant circuit and the above-mentioned coolant system integration module. The refrigerant circuit exchanges heat with the coolant system integration module through the condenser and the battery cooler.

[0030] The beneficial effects of the present utility model at least include:

[0031] The present utility model provides a coolant system integration module, which includes a condenser, a motor unit, a radiator, a heater core, a battery cooler, a battery pack unit, a first water pump, a second water pump, a third water pump, and a twelve-way valve. Through the settings of the first water pump, the second water pump, the third water pump, and the twelve-way valve, the thermal management requirements among the six loads in the coolant system integration module are realized, achieving the purpose of integrating the condenser, the motor unit, the radiator, the heater core, the battery cooler, and the battery pack unit into the coolant system integration module, thereby improving the integration degree of the coolant system integration module, saving the installation space, increasing the space utilization rate of the coolant system integration module, and saving costs. In other words, for the coolant system integration module in the present utility model, only the settings of the first water pump, the second water pump, the third water pump, and the twelve-way valve are required to complete the integration of the six loads, thus simplifying the structure of the coolant system integration module, making its structure simple and compact, saving the installation space, and improving the integration degree.

[0032] The present utility model also provides an automotive thermal management system, which occupies a smaller space in the vehicle's front compartment, improves the space utilization rate of the whole vehicle, increases the integration degree of the automotive thermal management system, and saves costs. Description of the Drawings

[0033] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model, the following will briefly introduce the drawings required for describing the embodiments of the present utility model. Obviously, the following-described drawings are only some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained according to the content of the embodiments of the present utility model and these drawings.

[0034] Figure 1 It is the schematic diagram of the coolant system integration module provided by the embodiment of the present utility model;

[0035] Figure 2 It is the schematic diagram of the coolant system integration module in the battery cooling mode provided by the embodiment of the present utility model;

[0036] Figure 3 It is the schematic diagram of the coolant system integration module in the vehicle compartment heating mode provided by the embodiment of the present utility model;

[0037] Figure 4 It is a schematic diagram of the coolant system integration module provided by the embodiment of the present utility model in the simultaneous heating mode of the battery and the vehicle cabin;

[0038] Figure 5 It is a schematic diagram of the coolant system integration module provided by the embodiment of the present utility model in the battery heating mode;

[0039] Figure 6 It is a schematic diagram of the coolant system integration module provided by the embodiment of the present utility model in the waste heat recovery mode.

[0040] Reference numerals

[0041] 11. Condenser; 12. Motor unit; 13. Radiator; 14. Warm core; 15. Battery cooler; 16. Battery pack unit;

[0042] 21. Twelve-way valve;

[0043] 31. First water pump; 32. Second water pump; 33. Third water pump. Detailed implementation manners

[0044] To make the objectives, technical solutions and advantages of the embodiments of the present utility model clearer, the technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are some, but not all, of the embodiments of the present utility model. Usually, the components of the embodiments of the present utility model described and illustrated in the accompanying drawings here can be arranged and designed in various different configurations.

[0045] Therefore, the following detailed description of the embodiments of the present utility model provided in the accompanying drawings is not intended to limit the scope of the claimed present utility model, but merely represents the selected embodiments of the present utility model. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts fall within the scope of protection of the present utility model.

[0046] It should be noted that: similar reference numerals and letters indicate similar items in the following accompanying drawings. Therefore, once an item is defined in one accompanying drawing, it does not need to be further defined and explained in the subsequent accompanying drawings.

[0047] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the product of the present utility model is habitually placed during use. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present utility model. In addition, terms such as "first", "second", "third", etc. are only used for distinguishing descriptions and cannot be understood as indicating or implying relative importance. In the description of the present utility model, unless otherwise specified, the meaning of "a plurality" is two or more.

[0048] In the description of the present utility model, it should also be noted that unless otherwise clearly specified and defined, the terms "set" and "connect" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0049] In the present utility model, unless otherwise clearly specified and defined, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through additional features therebetween. Moreover, the first feature being "above", "over", and "on" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature has a higher horizontal height than the second feature. The first feature being "below", "under", and "beneath" the second feature includes the first feature being directly below and obliquely below the second feature, or merely indicating that the first feature has a lower horizontal height than the second feature.

[0050] The embodiments of the present utility model will be described in detail below. The examples of the embodiments are shown in the drawings, where the same or similar reference numerals represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are only used to explain the present utility model and should not be construed as a limitation to the present utility model.

[0051] This embodiment provides a coolant system integration module, which has a simple structure, high integration degree, saves installation space, and achieves the purpose of cost savings.

[0052] As Figures 1-6 shown, the coolant system integration module mainly includes a condenser 11, a motor unit 12, a radiator 13, a warm core 14, a battery cooler 15, a battery pack unit 16, a first water pump 31, a second water pump 32, a third water pump 33, and a twelve-way valve 21.

[0053] This coolant system integrated module has a simultaneous heating mode for the battery and the passenger compartment. In the simultaneous heating mode for the battery and the passenger compartment:

[0054] The outlet of the condenser 11 is successively connected to the i-port, h-port of the twelve-way valve 21 and the warm core 14. The warm core 14 is successively connected to the c-port, b-port of the twelve-way valve 21 and the first water pump 31. The first water pump 31 and the inlet of the condenser 11 are successively connected. The i-port of the twelve-way valve 21 is connected to the j-port, the third water pump 33, the battery pack unit 16, the k-port and b-port of the twelve-way valve 21, and the first water pump 31 successively. The first water pump 31 is connected to the inlet of the condenser 11 to form a third high-temperature side closed-loop circuit.

[0055] The outlet of the battery cooler 15 is successively connected to the g-port, f-port of the twelve-way valve 21, the radiator 13, the d-port, e-port of the twelve-way valve 21, and the motor unit 12. The motor unit 12 is successively connected to the a-port, l-port of the twelve-way valve 21 and the second water pump 32. The second water pump 32 is connected to the inlet of the battery cooler 15 to form a third low-temperature side closed-loop circuit.

[0056] Based on the above design, in this embodiment, through the settings of the first water pump 31, the second water pump 32, the third water pump 33 and the twelve-way valve 21, the thermal management requirements among the six loads in this coolant system integrated module are realized. The purpose of integrating the condenser 11, the motor unit 12, the radiator 13, the warm core 14, the battery cooler 15 and the battery pack unit 16 into this coolant system integrated module is achieved. Thereby, the integration degree of this coolant system integrated module is improved, the installation space is saved, the space utilization rate of this coolant system integrated module is increased, and the cost is saved. In other words, the coolant system integrated module in this embodiment only needs the settings of the first water pump 31, the second water pump 32, the third water pump 33 and the twelve-way valve 21 to complete the integration of the six loads, thereby simplifying the structure of this coolant system integrated module, making its structure simple and compact, saving the installation space and improving the integration degree. At the same time, when this coolant system integrated module is in the simultaneous heating mode for the battery and the passenger compartment, it can well realize the heating effect on the battery and the passenger compartment, and improve the user experience.

[0057] It can be understood that the warm core 14 in this embodiment is used to heat the passenger compartment to meet the actual needs of passengers for the temperature of the passenger compartment.

[0058] It should be noted that the twelve-way valve 21 in this embodiment can change parameters such as the flow rate, pressure and temperature of the coolant according to the control signal, so as to realize the precise control of the coolant. In other words, the twelve-way valve 21 in this embodiment not only has the function of changing the flow direction of the coolant in the pipeline, but also has the function of proportional regulation to adjust the flow rate, pressure and temperature of the coolant in different working modes.

[0059] Optionally, the twelve-way valve 21 in this embodiment is a common component on the market, and its working principle and specific structure will not be elaborated here.

[0060] The settings of the first water pump 31, the second water pump 32, and the third water pump 33 in this embodiment can drive the coolant to improve the flow rate of the coolant, thereby improving the working efficiency of the coolant system integration module.

[0061] It can be understood that the coolant in the coolant system integration module in this embodiment exchanges heat with the refrigerant in the vehicle thermal management system (the flow path of the refrigerant is not shown in the figure), and thus can heat or cool the coolant, thereby forming the high-temperature side coolant and the low-temperature side coolant under different working modes to meet the heating or cooling requirements of the coolant for different loads under different working modes.

[0062] In addition, the condenser 11, the motor unit 12, the radiator 13, the warm core 14, the battery cooler 15, the battery pack unit 16, the first water pump 31, the second water pump 32, the third water pump 33, and the twelve-way valve 21 in this embodiment are all arranged in the middle of the coolant system integration module, and the six loads are divided into two columns and are respectively located on both sides of the coolant system integration module. This facilitates the connection of the flow paths between the various loads, reduces the length of the flow paths, and thus can reduce the heat loss of the coolant in the flow paths, improve the heat exchange efficiency, save energy consumption, and save costs. At the same time, such an arrangement can also improve the integration degree of the coolant system integration module, save the installation space, has a simple structure, and occupies a small space. In addition, it can also improve the convenience of the flow path installation between the various loads, improve the assembly efficiency, and is also conducive to the later maintenance and repair.

[0063] The coolant system integration module in this embodiment has multiple working modes. For example, the coolant system integration module has a battery cooling mode, a cabin heating mode, a battery and cabin simultaneous heating mode, a battery heating mode, and a waste heat recovery mode. This can meet the needs of users for different modes, improve the user experience, and improve the functional diversity and flexible applicability of the coolant system integration module.

[0064] The following describes the flow direction of the coolant in the coolant system integration module under different working modes.

[0065] It should be noted that Figures 1-6 The abbreviations of the components in

[0066] are as follows: Condenser 11 (WCC), motor unit 12 (EDU), radiator 13 (LTR), warm core 14 (HTR), battery cooler 15 (Chiller), battery pack unit 16 (BAT);

[0067] The first water pump 31 (CP1), the second water pump 32 (CP2), and the third water pump 33 (CP3);

[0068] The twelve-way valve 21 (12WV1).

[0069] As Figure 2 shown, when the coolant system integration module is in the battery cooling mode, the coolant (high temperature) flowing out of the outlet of the condenser 11 sequentially passes through the i-port and f-port of the twelve-way valve 21 and then flows into the radiator 13 for heat dissipation to reduce the temperature of the coolant. Then, the coolant flowing out of the radiator 13 sequentially flows to the d-port and e-port of the twelve-way valve 21, the motor unit 12, and takes away the heat of the motor unit 12. Finally, the coolant flowing out of the motor unit 12 sequentially passes through the a-port and b-port of the twelve-way valve 21 and the first water pump 31 and then flows back to the inlet of the condenser 11, completing the circulating flow of the coolant in the first high-temperature side closed-loop circuit.

[0070] The coolant (low temperature) flowing out of the battery cooler 15 passes through the g-port and j-port of the twelve-way valve 21 and then enters the third water pump 33. Then, the coolant is driven by the third water pump 33 into the battery pack unit 16, so that the coolant exchanges heat with the heat of the battery pack unit 16, and further enables the coolant to take away the heat of the battery pack unit 16, realizing the cooling effect on the battery pack unit 16. The coolant flowing out of the battery pack unit 16 sequentially enters the k-port and l-port of the twelve-way valve 21 and the second water pump 32, and finally is driven by the second water pump 32 into the battery cooler 15, thus completing the circulating flow of the coolant in the first low-temperature side closed-loop circuit.

[0071] In this embodiment, the heat of the coolant in the first high-temperature side closed-loop circuit exchanges heat with the refrigerant in the refrigerant circuit through the condenser 11, so that the coolant flowing out of the condenser 11 can be in a high-temperature state. The heat of the coolant in the first low-temperature side closed-loop circuit in this embodiment exchanges heat with the refrigerant in the refrigerant circuit through the battery cooler 15, so that the coolant flowing out of the battery cooler 15 can be in a low-temperature state.

[0072] As Figure 3 shown, when the coolant system integration module is in the vehicle cabin heating mode, the coolant (high temperature) flowing out of the condenser 11 sequentially passes through the i-port and h-port of the twelve-way valve 21 and then flows to the warm core 14. At this time, the coolant can heat the warm core 14, so that the warm core 14 releases heat to the vehicle cabin. The coolant flowing out of the warm core 14 sequentially passes through the c-port and b-port of the twelve-way valve 21 and the first water pump 31 and then flows back into the condenser 11, completing the circulating flow of the coolant in the second high-temperature side closed-loop circuit.

[0073] The coolant (low temperature) flowing out of the battery cooler 15 flows through port g and port f of the twelve-way valve 21 in sequence and then flows into the radiator 13. At this time, the coolant exchanges heat with the external environment in the radiator 13. The coolant flowing out of the radiator 13 flows through port d and port e of the twelve-way valve 21 and then into the motor unit 12. At this time, the coolant takes away the heat of the motor unit 12. Finally, the coolant flowing out of the motor unit 12 flows through port a and port l of the twelve-way valve 21 and then into the second water pump 32. Finally, the second water pump 32 drives the coolant to flow back into the battery cooler 15 to complete the circulating flow of the coolant in the second low-temperature side closed-loop circuit.

[0074] In this embodiment, the heat of the coolant in the second high-temperature side closed-loop circuit is exchanged with the refrigerant in the refrigerant circuit through the condenser 11 so that the coolant flowing out of the condenser 11 can be in a high-temperature state. The heat of the coolant in the second low-temperature side closed-loop circuit in this embodiment is exchanged with the refrigerant in the refrigerant circuit through the battery cooler 15 so that the coolant flowing out of the battery cooler 15 can be in a low-temperature state.

[0075] As Figure 4 shown, when the coolant system integration module is in the mode of heating both the battery and the passenger compartment at the same time, the coolant (high temperature) flowing out of the condenser 11 is divided into two parts after passing through port i of the twelve-way valve 21: One part of the coolant flows out of port h of the twelve-way valve 21 and flows into the warm core 14. At this time, the coolant can heat the warm core 14 so that the warm core 14 releases heat into the passenger compartment. The coolant flowing out of the warm core 14 flows back into the condenser 11 through port c and port b of the twelve-way valve 21 and the first water pump 31 in sequence. The other part of the coolant flows out of port j of the twelve-way valve 21 and flows into the third water pump 33 in sequence. It is driven by the third water pump 33 to the battery pack unit 16 to realize the heat exchange between the coolant and the battery pack unit 16 and complete the heating requirement of the battery pack unit 16. Then the coolant flowing out of the battery pack unit 16 flows through port k and port b of the twelve-way valve 21 and converges with the coolant flowing out of the warm core 14 at port b. Finally, the converged coolant is driven back to the condenser 11 by the first water pump 31 to complete the circulating flow of the coolant in the third high-temperature side closed-loop circuit.

[0076] The coolant (low temperature) flowing out of the battery cooler 15 flows through port g and port f of the twelve-way valve 21 in sequence and then flows into the radiator 13. At this time, the coolant exchanges heat with the external environment in the radiator 13. The coolant flowing out of the radiator 13 flows through port d and port e of the twelve-way valve 21 and into the motor unit 12 in sequence. At this time, the coolant takes away the heat of the motor unit 12. Finally, the coolant flowing out of the motor unit 12 flows through port a and port l of the twelve-way valve 21 and into the second water pump 32, and finally the second water pump 32 drives the coolant to flow back into the battery cooler 15, completing the circulating flow of the coolant in the third low-temperature side closed-loop circuit.

[0077] In this embodiment, the heat of the coolant in the third high-temperature side closed-loop circuit is exchanged with the refrigerant in the refrigerant circuit through the condenser 11 so that the coolant flowing out of the condenser 11 can be in a high-temperature state. The heat of the coolant in the third low-temperature side closed-loop circuit in this embodiment is exchanged with the refrigerant in the refrigerant circuit through the battery cooler 15 so that the coolant flowing out of the battery cooler 15 can be in a low-temperature state.

[0078] As Figure 5 shown, when the coolant system integration module is in the battery heating mode, the coolant (high temperature) flowing out of the condenser 11 flows through port i, port j of the twelve-way valve 21 and the third water pump 33 in sequence, and is driven by the third water pump 33 into the battery pack unit 16 to realize the heat exchange between the coolant and the battery pack unit 16, completing the heating requirement of the battery pack unit 16. Then, the coolant flowing out of the battery pack unit 16 flows through port k and port b of the twelve-way valve 21 and into the first water pump 31 in sequence, and finally is driven back to the condenser 11 by the first water pump 31, completing the circulating flow of the coolant in the fourth high-temperature side closed-loop circuit.

[0079] The coolant (low temperature) flowing out of the battery cooler 15 flows through port g and port f of the twelve-way valve 21 in sequence and then flows into the radiator 13. At this time, the coolant exchanges heat with the external environment in the radiator 13. The coolant flowing out of the radiator 13 flows through port d and port e of the twelve-way valve 21 and into the motor unit 12 in sequence. At this time, the coolant takes away the heat of the motor unit 12. Finally, the coolant flowing out of the motor unit 12 flows through port a and port l of the twelve-way valve 21 and into the second water pump 32, and finally the second water pump 32 drives the coolant to flow back into the battery cooler 15, completing the circulating flow of the coolant in the fourth low-temperature side closed-loop circuit.

[0080] In the fourth high-temperature side closed-loop circuit of this embodiment, the heat of the coolant is exchanged with the refrigerant in the refrigerant circuit through the condenser 11, so that the coolant flowing out of the condenser 11 can be in a high-temperature state. In the fourth low-temperature side closed-loop circuit of this embodiment, the heat of the coolant is exchanged with the refrigerant in the refrigerant circuit through the battery cooler 15, so that the coolant flowing out of the battery cooler 15 can be in a low-temperature state.

[0081] Generally, the coolant on the low-temperature side can only exchange heat with the environment through the radiator 13. In this way, in the cold winter, the heat absorption effect of the coolant from the environment through the radiator 13 is poor, affecting the heat exchange effect. At the same time, the heat of the motor unit 12 is not well utilized, resulting in heat loss and increased costs.

[0082] Therefore, the coolant system integration module in this embodiment can well solve the technical problems that when the environmental temperature is relatively low, the coolant cannot absorb heat from the environment through the radiator 13 and the heat of the motor unit 12 is wasted through the waste heat recovery mode.

[0083] As Figure 6 shown, when the coolant system integration module is in the waste heat recovery mode, the condenser 11 is connected to both the battery pack unit 16 and the warm core 14 and forms a fifth high-temperature side closed-loop circuit; the motor unit 12 is connected to the battery cooler 15 and forms a fifth low-temperature side closed-loop circuit.

[0084] Specifically, when the coolant system integration module is in the waste heat recovery mode, the coolant (high temperature) flowing out of the condenser 11 is divided into two parts after passing through the i port of the twelve-way valve 21: one part of the coolant flows out of the h port of the twelve-way valve 21 and flows into the warm core 14. At this time, the coolant can heat the warm core 14, so that the warm core 14 releases heat into the vehicle cabin. The coolant flowing out of the warm core 14 flows back into the condenser 11 through the c port, b port of the twelve-way valve 21 and the first water pump 31 in sequence. The other part of the coolant flows out of the j port of the twelve-way valve 21 and flows into the third water pump 33 in sequence, is driven by the third water pump 33 into the battery pack unit 16, realizes the heat exchange between the coolant and the battery pack unit 16, completes the heating requirement of the battery pack unit 16, and then the coolant flowing out of the battery pack unit 16 passes through the k port and b port of the twelve-way valve 21 in sequence, and converges with the coolant flowing out of the warm core 14 at the b port. Finally, the converged coolant is driven back to the condenser 11 by the first water pump 31 to complete the circulating flow of the coolant in the fifth high-temperature side closed-loop circuit.

[0085] The coolant (low temperature) flowing out of the battery cooler 15 flows through ports g and e of the twelve-way valve 21 and then into the motor unit 12, enabling the coolant to carry away the heat of the motor unit 12. The coolant flowing out of the motor unit 12 flows through ports a and l of the twelve-way valve 21 and then into the second water pump 32, and then the second water pump 32 drives the coolant to flow back into the battery cooler 15, completing the circulating flow of the coolant in the fifth low-temperature side closed-loop circuit.

[0086] In this way, in the waste heat recovery mode, the coolant can absorb the heat of the motor unit 12, prevent the heat of the motor unit 12 from dissipating, realize the function of waste heat recovery of the motor unit 12, save energy consumption and cost.

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

[0088] As described above, in this embodiment, the coolant system integration module realizes the purpose of integrating six loads, namely the condenser 11, the motor unit 12, the radiator 13, the warm core 14, the battery cooler 15, and the battery pack unit 16, into the coolant system integration module through the settings of the first water pump 31, the second water pump 32, the third water pump 33, and the twelve-way valve 21, improves the integration degree of the coolant system integration module, and saves the installation space. At the same time, the coolant system integration module can also realize multiple working modes, and thus can meet the actual needs of users, improve the user experience, and improve the flexible applicability.

[0089] It should be noted that, as Figures 2-6 shown, the first high-temperature side closed-loop circuit, the second high-temperature side closed-loop circuit, the third high-temperature side closed-loop circuit, the fourth high-temperature side closed-loop circuit, and the fifth high-temperature side closed-loop circuit in this embodiment are all represented by dotted lines; the first low-temperature side closed-loop circuit, the second low-temperature side closed-loop circuit, the third low-temperature side closed-loop circuit, the fourth low-temperature side closed-loop circuit, and the fifth low-temperature side closed-loop circuit are all represented by multi-segment lines.

[0090] It can be understood that the coolant system integration module in this embodiment further includes a controller, and the controller is electrically connected to the first water pump 31, the second water pump 32, the third water pump 33, and the twelve-way valve 21 respectively, so that the controller can control the switching of the above five working modes to meet the needs of users. The controller in this embodiment is a component in the prior art, for example, it can be a conventional PLC controller. Therefore, the working principle and specific structure of the controller are not described in detail in this embodiment.

[0091] This embodiment also provides an automotive thermal management system, which includes a refrigerant circuit and the above coolant system integration module. The refrigerant circuit exchanges heat with the coolant system integration module through a condenser 11 and a battery cooler 15.

[0092] Since the automotive thermal management system adopts the above coolant system integration module, the space occupied by the automotive thermal management system in the vehicle front compartment is relatively small, which improves the space utilization rate of the whole vehicle, enhances the integration degree of the automotive thermal management system, and saves costs. At the same time, the working modes of the automotive thermal management system are diversified, which can meet different needs of users.

[0093] Obviously, the above are only the preferred embodiments of the present invention and the technical principles applied. Those skilled in the art will understand that the present invention is not limited to the specific embodiments here. Various obvious changes, re-adjustments and substitutions can be made by those skilled in the art without departing from the protection scope of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments. Without departing from the concept of the present invention, more other equivalent embodiments can be included, and the scope of the present invention is determined by the scope of the appended claims.

[0094] Note that in the description of this specification, the descriptions referring to terms such as "some embodiments", "other embodiments", etc. mean that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

Claims

1. Coolant system integrated module, characterized in that: It includes a condenser (11), a motor unit (12), a radiator (13), a heating core (14), a battery cooler (15), a battery pack unit (16), a first water pump (31), a second water pump (32), a third water pump (33) and a twelve-way valve (21); The coolant system integrated module has a battery and cabin heating mode. In the battery and cabin heating mode: The outlet of the condenser (11) is connected in sequence with the i port and the h port of the twelve-way valve (21) and the heater core (14); the heater core (14) is connected in sequence with the c port and the b port of the twelve-way valve (21) and the first water pump (31); the first water pump (31) is connected in sequence with the inlet of the condenser (11); the i port and the j port of the twelve-way valve (21), the third water pump (33), the battery pack unit (16), the k port and the b port of the twelve-way valve (21), and the first water pump (31) are connected in sequence; the first water pump (31) is connected in sequence with the inlet of the condenser (11), so as to form a third high-temperature side closed loop; The outlet of the battery cooler (15) is connected in sequence to the g port and the f port of the twelve-way valve (21), the radiator (13), the d port and the e port of the twelve-way valve (21), and the motor unit (12); the motor unit (12) is connected in sequence to the a port and the l port of the twelve-way valve (21), and the second water pump (32); the second water pump (32) is connected in sequence to the inlet of the battery cooler (15), so as to form a third low-temperature side closed loop.

2. The coolant system integrated module according to claim 1, characterized in that: The coolant system integrated module has a battery cooling mode. In the battery cooling mode: The outlet of the condenser (11) is connected in sequence to the port i and the port f of the twelve-way valve (21); the radiator (13), the port d and the port e of the twelve-way valve (21) and the motor unit (12) are connected in sequence; the motor unit (12) is connected in sequence to the port a and the port b of the twelve-way valve (21); the port b of the twelve-way valve (21) is connected to the inlet of the condenser (11) via the first water pump (31) to form a first high-temperature side closed loop.

3. The coolant system integrated module according to claim 2, characterized in that: In the battery cooling mode described: The outlet of the battery cooler (15) is connected to the g port and the j port of the twelve-way valve (21) in sequence, the j port of the twelve-way valve (21) is connected to the battery pack unit (16) through the third water pump (33), the battery pack unit (16) is connected to the k port and the l port of the twelve-way valve (21) in sequence, and the l port of the twelve-way valve (21) is connected to the inlet of the battery cooler (15) through the second water pump (32) to form a first low-temperature side closed loop.

4. The coolant system integrated module according to claim 1, characterized in that: The coolant system integrated module has a cabin heating mode. In the cabin heating mode: The outlet of the condenser (11) is connected in sequence to the i port and the h port of the twelve-way valve (21) and the heater core (14), and the heater core (14) is connected in sequence to the c port and the b port of the twelve-way valve (21), the first water pump (31) and the inlet of the condenser (11), so as to form a second high-temperature side closed loop.

5. The coolant system integrated module according to claim 4, characterized in that: In the cabin heating mode: The outlet of the battery cooler (15) is connected in sequence with the g port and the f port of the twelve-way valve (21), and the f port of the twelve-way valve (21) is connected in sequence with the radiator (13), the d port and the e port of the twelve-way valve (21), and the motor unit (12), and the motor unit (12) is connected in sequence with the a port and the l port of the twelve-way valve (21), and the second water pump (32), and the second water pump (32) is connected in sequence with the inlet of the battery cooler (15), so as to form a second low-temperature side closed loop.

6. The coolant system integrated module according to claim 1, characterized in that: The coolant system integrated module has a battery heating mode. In the battery heating mode: The outlet of the condenser (11) is connected in sequence with the i port and the j port of the twelve-way valve (21), the third water pump (33), the battery pack unit (16), the k port and the b port of the twelve-way valve (21), and the first water pump (31), and the first water pump (31) is connected with the inlet of the condenser (11) to form a fourth high-temperature side closed loop.

7. The coolant system integrated module according to claim 6, characterized in that: In the battery heating mode described: The outlet of the battery cooler (15) is connected in sequence with the g port and the f port of the twelve-way valve (21), and the f port of the twelve-way valve (21) is connected in sequence with the radiator (13), the d port and the e port of the twelve-way valve (21), and the motor unit (12), and the motor unit (12) is connected in sequence with the a port and the l port of the twelve-way valve (21), and the second water pump (32), and the second water pump (32) is connected in sequence with the inlet of the battery cooler (15), so as to form a fourth low-temperature side closed loop.

8. The coolant system integrated module according to claim 1, characterized in that: The coolant system integrated module has a waste heat recovery mode. In the waste heat recovery mode: The outlet of the condenser (11) is connected in sequence with the i port and the h port of the twelve-way valve (21) and the warm core (14); the warm core (14) is connected in sequence with the c port and the b port of the twelve-way valve (21) and the first water pump (31); the first water pump (31) is connected in sequence with the inlet of the condenser (11); the outlet of the condenser (11) is connected in sequence with the i port and the j port of the twelve-way valve (21), the third water pump (33), the battery pack unit (16), the k port and the b port of the twelve-way valve (21), and the first water pump (31); the first water pump (31) is connected with the inlet of the condenser (11) to form a fifth high-temperature side closed loop.

9. The coolant system integrated module according to claim 8, characterized in that: In the waste heat recovery mode: The outlet of the battery cooler (15) is connected in sequence with the g port and the e port of the twelve-way valve (21), and the e port of the twelve-way valve (21) is connected in sequence with the motor unit (12), the a port and the l port of the twelve-way valve (21), and the second water pump (32), and the second water pump (32) is connected in sequence with the inlet of the battery cooler (15) to form a fifth low-temperature side closed loop.

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

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