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 and a third water pump. And a first three-way proportional regulating valve, a second three-way proportional regulating valve, a third three-way proportional regulating valve, a fourth three-way proportional regulating valve, a fifth three-way proportional regulating valve, a sixth three-way proportional regulating valve and a seventh three-way proportional regulating valve. Thus, the requirement for heat management among six loads in the automobile heat management system is met, the purpose that the condenser, the motor unit, the radiator, the warm core, the battery cooler and the battery pack unit are integrated in the cooling liquid system integrated module is achieved, the integration degree of the cooling liquid system integrated module is improved, the installation space is saved, and the installation cost is reduced. 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 to a coolant system integrated module and an automotive thermal management system. Background Technique

[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, it is urgent to design a coolant system integrated module and an automotive thermal management system to solve the above technical problems. Content of the Utility Model

[0005] The first object of the utility model is to propose 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, and a third water pump; and,

[0008] a first three-way proportional regulating valve, a second three-way proportional regulating valve, a third three-way proportional regulating valve, a fourth three-way proportional regulating valve, a fifth three-way proportional regulating valve, a sixth three-way proportional regulating valve, and a seventh three-way proportional regulating valve;

[0009] In the battery cooling mode, the outlet of the condenser is sequentially connected to the a port and c port of the first three-way proportional regulating valve, and the a port and c port of the second three-way proportional regulating valve. The c port of the second three-way proportional regulating valve is sequentially connected to the radiator and the motor unit. The motor unit is sequentially connected to the a port and b port of the third three-way proportional regulating valve. The b port of the third three-way proportional regulating valve is connected to the inlet of the condenser through the first water pump to form a first high-temperature side closed-loop circuit;

[0010] The outlet of the battery cooler is sequentially connected to the c port and the b port of the fifth three-way proportional control valve. The b port of the third three-way proportional control valve is connected to the battery pack unit through the third water pump. The battery pack unit is sequentially connected to the c port and the a port of the seventh three-way proportional control valve and the c port and the b port of the sixth three-way proportional control valve. The b port of the sixth three-way proportional control valve is connected to the inlet of the battery cooler through the second water pump to form a first low-temperature side closed-loop circuit.

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

[0012] The outlet of the condenser is sequentially connected to the a port, the c port of the first three-way proportional control valve, and the warm core. And the warm core is connected to the inlet of the condenser through the first water pump to form a second high-temperature side closed-loop circuit.

[0013] As an alternative technical solution of the coolant system integration module, in the vehicle cabin heating mode:

[0014] The outlet of the battery cooler is sequentially connected to the c port and the a port of the fifth three-way proportional control valve, and the c port and the b port of the fourth three-way proportional control valve. And the b port of the fourth three-way proportional control valve is sequentially connected to the radiator and the motor unit. The motor unit is sequentially connected to the a port, the c port of the third three-way proportional control 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 circuit.

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

[0016] The outlet of the condenser is connected to the a port, the b port, and the c port of the first three-way proportional control valve. The b port of the first three-way proportional control valve is sequentially connected to the warm core, the first water pump, and the inlet of the condenser. The c port of the first three-way proportional control valve is sequentially connected to the a port and the b port of the second three-way proportional control valve. The b port of the second three-way proportional control valve is sequentially connected to the third water pump, the battery pack unit, the c port and the a port of the seventh three-way proportional control valve, the c port and the a port of the sixth three-way proportional control valve, and the first water pump. The first water pump is connected to the inlet of the condenser to form a third high-temperature side closed-loop circuit.

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

[0018] The outlet of the battery cooler is sequentially connected to port c and port a of the fifth three-way proportional control valve, and port c and port b of the fourth three-way proportional control valve. Moreover, port b of the fourth three-way proportional control valve is sequentially connected to the radiator and the motor unit. The motor unit is sequentially connected to port a and port c of the third three-way proportional control valve, and a 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.

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

[0020] The outlet of the condenser is sequentially connected to port a and port c of the first three-way proportional control valve, and port a and port b of the first three-way proportional control valve. Port b of the second three-way proportional control valve is sequentially connected to the third water pump, the battery pack unit, port c and port a of the seventh three-way proportional control valve, port c and port a of the sixth three-way proportional control valve, and the first water pump. The first water pump is connected to the inlet of the condenser to form a fourth high-temperature side closed loop.

[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 port c and port a of the fifth three-way proportional control valve, and port c and port b of the fourth three-way proportional control valve. Moreover, port b of the fourth three-way proportional control valve is sequentially connected to the radiator and the motor unit. The motor unit is sequentially connected to port a and port c of the third three-way proportional control valve, and a second water pump. The second water pump is connected to the inlet of the battery cooler to form a fourth low-temperature side closed loop.

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

[0024] The outlet of the condenser is connected to all of port a, port b, and port c of the first three-way proportional control valve. Port b of the first three-way proportional control valve is sequentially connected to the warm core, the first water pump, and the inlet of the condenser; Port c of the first three-way proportional control valve is sequentially connected to port a and port b of the second three-way proportional control valve. Port b of the second three-way proportional control valve is sequentially connected to the third water pump, the battery pack unit, port c and port a of the seventh three-way proportional control valve, port c and port a of the sixth three-way proportional control valve, and the first water pump. The first water pump is connected to the inlet of the condenser to form a fifth high-temperature side closed loop.

[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 c port and a port of the fifth three-way proportional control valve, the c port and a port of the fourth three-way proportional control valve. And the a port of the fourth three-way proportional control valve is connected to the motor unit, the a port and c port of the third three-way proportional control valve, and the second water pump in sequence. The second water pump is connected to the inlet of the battery cooler to form a fifth low-temperature side closed loop.

[0027] The second object of the present invention is to provide an automotive thermal management system, which occupies less space in the vehicle front compartment, 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 invention provides an automotive thermal management system, which 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 invention at least include:

[0031] The present invention provides a coolant system integration module. Through the settings of the first water pump, the second water pump, the third water pump; and the first three-way proportional control valve, the second three-way proportional control valve, the third three-way proportional control valve, the fourth three-way proportional control valve, the fifth three-way proportional control valve, the sixth three-way proportional control valve and the seventh three-way proportional control valve, the thermal management requirements among six loads in the coolant system integration module are realized. The purpose of integrating the condenser, the motor unit, the radiator, the heating core, the battery cooler and the battery pack unit into the coolant system integration module is achieved, thereby improving the integration degree of the coolant system integration module, saving the installation space, improving the space utilization rate of the coolant system integration module, and saving costs.

[0032] The present invention also provides an automotive thermal management system, which occupies less space in the vehicle front compartment, improves the space utilization rate of the whole vehicle, improves the integration degree of the automotive thermal management system, and saves costs. Description of the Drawings

[0033] To more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments of the present invention. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained according to the content of the embodiments of the present invention and these drawings.

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

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

[0036] Figure 3 is the schematic diagram of the coolant system integration module in the vehicle cabin heating mode provided by the embodiment of the present invention;

[0037] Figure 4 is the schematic diagram of the coolant system integration module in the mode of heating the battery and the vehicle cabin simultaneously provided by the embodiment of the present invention;

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

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

[0040] Reference numerals

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

[0042] 21. First three-way proportional regulating valve; 22. Second three-way proportional regulating valve; 23. Third three-way proportional regulating valve; 24. Fourth three-way proportional regulating valve; 25. Fifth three-way proportional regulating valve; 26. Sixth three-way proportional regulating valve; 27. Seventh three-way proportional regulating 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. Apparently, the described embodiments are some, but not all, of the embodiments of the present utility model. The components of the embodiments of the present utility model described and illustrated herein generally may be arranged and designed in a variety of different configurations.

[0045] Therefore, the 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 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 making creative efforts fall within the scope of protection of the present utility model.

[0046] It should be noted that like reference numerals and letters denote like items in the following drawings. Therefore, once an item is defined in one drawing, it does not require further definition and explanation in subsequent drawings.

[0047] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by the terms "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 utility model product is customarily 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 thus should not be construed as a limitation of the present utility model. In addition, the terms "first", "second", "third", etc. are only used for descriptive distinction and should not be construed as indicating or implying relative importance. In the description of the present utility model, unless otherwise specified, "a plurality of" means two or more.

[0048] In the description of the present utility model, it should also be noted that unless otherwise clearly defined and limited, the terms "arranged" and "connected" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may 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 may 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 direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through additional features therebetween. Moreover, the first feature being "above", "over" and "on top of" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the horizontal height of the first feature is higher than that of the second feature. The first feature being "below", "beneath" and "underneath" the second feature includes the first feature being directly below and obliquely below the second feature, or merely indicating that the horizontal height of the first feature is lower than that of the second feature.

[0050] Embodiments of the present utility model will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, in which the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the accompanying 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 saving.

[0052] As Figures 1 - 6 shown, the coolant system integration module mainly 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 first three-way proportional control valve 21, a second three-way proportional control valve 22, a third three-way proportional control valve 23, a fourth three-way proportional control valve 24, a fifth three-way proportional control valve 25, a sixth three-way proportional control valve 26 and a seventh three-way proportional control valve 27.

[0053] In the battery cooling mode, the outlet of the condenser 11 is sequentially communicated with the a port and the c port of the first three-way proportional control valve 21, and the a port and the c port of the second three-way proportional control valve 22. The c port of the second three-way proportional control valve 22 is sequentially communicated with the radiator 13 and the motor unit 12. The motor unit 12 is sequentially communicated with the a port and the b port of the third three-way proportional control valve 23. The b port of the third three-way proportional control valve 23 is communicated with the inlet of the condenser 11 through the first water pump 31 to form a first high-temperature side closed-loop circuit.

[0054] The outlet of the battery cooler 15 is sequentially communicated with the c port and the b port of the fifth three-way proportional regulating valve 25. The b port of the third three-way proportional regulating valve 23 is communicated with the battery pack unit 16 through the third water pump 33. The battery pack unit 16 is sequentially communicated with the c port and the a port of the seventh three-way proportional regulating valve 27, and the c port and the b port of the sixth three-way proportional regulating valve 26. The b port of the sixth three-way proportional regulating valve 26 is communicated with the inlet of the battery cooler 15 through the second water pump 32 to form a first low-temperature side closed-loop circuit.

[0055] 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 first three-way proportional regulating valve 21, the second three-way proportional regulating valve 22, the third three-way proportional regulating valve 23, the fourth three-way proportional regulating valve 24, the fifth three-way proportional regulating valve 25, the sixth three-way proportional regulating valve 26 and the seventh three-way proportional regulating valve 27, the heat management requirements among the six loads in the coolant system integration module are realized, and 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 the coolant system integration module is achieved. Thereby, the integration degree of the coolant system integration module is improved, the installation space is saved, the space utilization rate of the coolant system integration module is improved, and the cost is saved.

[0056] The first three-way proportional regulating valve 21, the second three-way proportional regulating valve 22, the third three-way proportional regulating valve 23, the fourth three-way proportional regulating valve 24, the fifth three-way proportional regulating valve 25, the sixth three-way proportional regulating valve 26 and the seventh three-way proportional regulating valve 27 in this embodiment can all 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. The first three-way proportional regulating valve 21, the second three-way proportional regulating valve 22, the third three-way proportional regulating valve 23, the fourth three-way proportional regulating valve 24, the fifth three-way proportional regulating valve 25, the sixth three-way proportional regulating valve 26 and the seventh three-way proportional regulating valve 27 in this embodiment are all common components on the market, and their working principles and specific structures will not be elaborated here.

[0057] 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, and further improve the working efficiency of the coolant system integration module.

[0058] It can be understood that the coolant in the coolant system integration module in this embodiment exchanges heat with the refrigerant in the vehicle heat management system (the flow path of the refrigerant is not shown in the figure), and can thereby heat or cool the coolant, so as to form the high-temperature side coolant and the low-temperature side coolant under different working modes, so as to meet the heating or cooling requirements of the coolant for different loads under different working modes.

[0059] In addition, the first water pump 31, the second water pump 32, and the third water pump 33 in this embodiment; and the first three-way proportional regulating valve 21, the second three-way proportional regulating valve 22, the third three-way proportional regulating valve 23, the fourth three-way proportional regulating valve 24, the fifth three-way proportional regulating valve 25, the sixth three-way proportional regulating valve 26, and the seventh three-way proportional regulating valve 27 are all arranged in the middle of the coolant system integration module. 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 reduce costs. At the same time, such an arrangement can also improve the integration degree of the coolant system integration module, save installation space, has a simple structure, and occupies less space. In addition, it can also improve the convenience of installing the flow paths between the various loads, improve the assembly efficiency, and is also beneficial to the later maintenance and repair.

[0060] 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 enhance the functional diversity and flexible applicability of the coolant system integration module.

[0061] The flow direction of the coolant in the coolant system integration module in different working modes will be described below.

[0062] It should be noted that Figures 1 - 6 the abbreviations of the components in

[0063] are as follows:

[0064] Condenser 11 (WCC), motor unit 12 (EDU), radiator 13 (LTR), warm core 14 (HTR), battery cooler 15 (Chiller), battery pack unit 16 (BAT);

[0065] First water pump 31 (CP1), second water pump 32 (CP2), third water pump 33 (CP3);

[0066] As Figure 2As shown, when the coolant system integrated module is in the battery cooling mode, the coolant (high temperature) flowing out of the outlet of the condenser 11 successively passes through the port a and port c of the first three-way proportional regulating valve 21 and then flows to the port a and port c of the second three-way proportional regulating valve 22. The first three-way proportional regulating valve 21 and the second three-way proportional regulating valve 22 are used to adjust the flow rate of the coolant, so as to achieve the purpose of reasonably distributing the heat of the coolant. The coolant flowing through the second three-way proportional regulating valve 22 flows into the radiator 13 for heat dissipation, so as to reduce the temperature of the coolant. Then the coolant flowing out of the radiator 13 flows into the motor unit 12 and takes away the heat of the motor unit 12. Finally, the coolant flowing out of the motor unit 12 successively passes through the port a and port b of the third three-way proportional regulating valve 23 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.

[0067] The coolant (low temperature) flowing out of the battery cooler 15 enters the third water pump 33 after throttling adjustment by the fifth three-way proportional regulating valve 25. 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, achieving the cooling effect on the battery pack unit 16. The coolant flowing out of the battery pack unit 16 successively enters the seventh three-way proportional regulating valve 27, the sixth three-way proportional regulating valve 26, 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.

[0068] 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.

[0069] As Figure 3 shown, when the coolant system integrated module is in the vehicle cabin heating mode, the coolant (high temperature) flowing out of the condenser 11 successively passes through the port a and port b of the first three-way proportional regulating 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 passenger cabin. The coolant flowing out of the warm core 14 flows back into the condenser 11 after passing through the first water pump 31, completing the circulating flow of the coolant in the second high-temperature side closed-loop circuit.

[0070] The coolant (low temperature) flowing out of the battery cooler 15 sequentially passes through the fifth three-way proportional control valve 25 and the fourth three-way proportional control valve 24 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 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 passes through the third three-way proportional control valve 23 and flows 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.

[0071] In this embodiment, the heat of the coolant in the second high-temperature side closed loop 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 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.

[0072] 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 the first three-way proportional control valve 21: one part of the coolant flows out from the b port of the first three-way proportional control 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 after passing through the first water pump 31. The other part of the coolant flows out from the c port of the first three-way proportional control valve 21 and sequentially flows through the a port and the b port of the second three-way proportional control valve 22, and then flows into the third water pump 33. 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 sequentially passes through the seventh three-way proportional control valve 27 and the sixth three-way proportional control valve 26 and then converges with the coolant flowing out of the warm core 14. 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.

[0073] The coolant (low temperature) flowing out of the battery cooler 15 successively passes through the fifth three-way proportional control valve 25 and the fourth three-way proportional control valve 24 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 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 passes through the third three-way proportional control valve 23 and flows into the second water pump 32. 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.

[0074] 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.

[0075] 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 passes through port a and port c of the first three-way proportional control valve 21, and port a and port c of the first three-way proportional control valve 21 and then flows into the third water pump 33. 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, completing the heating requirement of the battery pack unit 16. Then, the coolant flowing out of the battery pack unit 16 passes through the seventh three-way proportional control valve 27 and the sixth three-way proportional control valve 26 for throttling and then flows into the first water pump 31. Finally, it 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.

[0076] The coolant (low temperature) flowing out of the battery cooler 15 successively passes through the fifth three-way proportional control valve 25 and the fourth three-way proportional control valve 24 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 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 passes through the third three-way proportional control valve 23 and flows into the second water pump 32. 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.

[0077] 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.

[0078] Generally, the coolant on the low-temperature side can only exchange heat with the environment through the radiator 13. In this way, in 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.

[0079] 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.

[0080] 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.

[0081] 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 first three-way proportional regulating valve 21: one part of the coolant flows out from the b port of the first three-way proportional regulating 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, and the coolant flowing out of the warm core 14 flows back into the condenser 11 after passing through the first water pump 31. The other part of the coolant flows out from the c port of the first three-way proportional regulating valve 21 and sequentially flows to the a port and b port of the second three-way proportional regulating valve 22, then flows into the third water pump 33, 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, and completes the heating requirement of the battery pack unit 16. Then, the coolant flowing out of the battery pack unit 16 passes through the seventh three-way proportional regulating valve 27 and the sixth three-way proportional regulating valve 26 in sequence and converges with the coolant flowing out of the warm core 14. 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.

[0082] The coolant (low temperature) flowing out of the battery cooler 15 flows through port c and port a of the fifth three-way proportional control valve 25 and port c and port a of the fourth three-way proportional control valve 24 and then flows into the motor unit 12, so that the coolant takes away the heat of the motor unit 12. The coolant flowing out of the motor unit 12 flows through the third three-way proportional control valve 23 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.

[0083] 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 being dissipated, realize the function of recovering the waste heat of the motor unit 12, save energy consumption and cost.

[0084] 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.

[0085] 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.

[0086] 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 first three-way proportional control valve 21, the second three-way proportional control valve 22, the third three-way proportional control valve 23, the fourth three-way proportional control valve 24, the fifth three-way proportional control valve 25, the sixth three-way proportional control valve 26 and the seventh three-way proportional control valve 27, 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.

[0087] This embodiment further provides an automotive thermal management system, which includes a refrigerant circuit and the above-mentioned coolant system integration module, and the refrigerant circuit exchanges heat with the coolant system integration module through the condenser 11 and the battery cooler 15.

[0088] Since the above-mentioned coolant system integration module is adopted in the vehicle thermal management system, the vehicle thermal management system occupies less space in the front cabin of the vehicle, improves the space utilization rate of the whole vehicle, increases the integration degree of the vehicle thermal management system, and saves costs. At the same time, the working modes of the vehicle thermal management system are diversified, which can meet different needs of users.

[0089] 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.

[0090] Note that in the description of this specification, the descriptions referring to the terms "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), and a third water pump (33); and, a first three-way proportional regulating valve (21), a second three-way proportional regulating valve (22), a third three-way proportional regulating valve (23), a fourth three-way proportional regulating valve (24), a fifth three-way proportional regulating valve (25), a sixth three-way proportional regulating valve (26) and a seventh three-way proportional regulating valve (27); In the battery cooling mode, the outlet of the condenser (11) is connected in sequence to the port a and the port c of the first three-way proportional regulating valve (21), and the port a and the port c of the second three-way proportional regulating valve (22); the port c of the second three-way proportional regulating valve (22) is connected in sequence to the radiator (13) and the motor unit (12); the motor unit (12) is connected in sequence to the port a and the port b of the third three-way proportional regulating valve (23); the port b of the third three-way proportional regulating valve (23) is connected to the inlet of the condenser (11) through the first water pump (31), so as to form a first high-temperature side closed loop; The outlet of the battery cooler (15) is connected in sequence with the port c and the port b of the fifth three-way proportional regulating valve (25); the port b of the third three-way proportional regulating valve (23) is connected to the battery pack unit (16) through the third water pump (33); the battery pack unit (16) is connected in sequence with the port c and the port a of the seventh three-way proportional regulating valve (27) and the port c and the port b of the sixth three-way proportional regulating valve (26); the port b of the sixth three-way proportional regulating valve (26) 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.

2. 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 port a and the port c of the first three-way proportional regulating valve (21) and the heater core (14), and the heater core (14) is connected to the inlet of the condenser (11) through the first water pump (31) to form a second high-temperature side closed loop.

3. The coolant system integrated module according to claim 2, characterized in that: In the cabin heating mode: The outlet of the battery cooler (15) is connected in sequence to the c port and the a port of the fifth three-way proportional regulating valve (25), and the c port and the b port of the fourth three-way proportional regulating valve (24), and the b port of the fourth three-way proportional regulating valve (24) is connected in sequence to the radiator (13) and the motor unit (12), and the motor unit (12) is connected in sequence to the a port and the c port of the third three-way proportional regulating valve (23), and the second water pump (32), and the second water pump (32) is connected in sequence to the inlet of the battery cooler (15), so as to form a second 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 battery and cabin heating mode. In the battery and cabin heating mode: The outlet of the condenser (11) is connected to the port a, port b and port c of the first three-way proportional regulating valve (21); the port b of the first three-way proportional regulating valve (21) is connected to the heater core (14), the first water pump (31) and the inlet of the condenser (11) in sequence; the port c of the first three-way proportional regulating valve (21) is connected to the port a and port b of the second three-way proportional regulating valve (22) in sequence; the port b of the second three-way proportional regulating valve (22) is connected to the third water pump (33), the battery pack unit (16), the port c and port a of the seventh three-way proportional regulating valve (27), the port c and port a of the sixth three-way proportional regulating valve (26), and the first water pump (31) in sequence; the first water pump (31) is connected to the inlet of the condenser (11) to form a third high-temperature side closed loop.

5. The coolant system integrated module according to claim 4, characterized in that: In the battery and cabin heating mode described above: The outlet of the battery cooler (15) is connected in sequence to the c port and the a port of the fifth three-way proportional regulating valve (25), and the c port and the b port of the fourth three-way proportional regulating valve (24), and the b port of the fourth three-way proportional regulating valve (24) is connected in sequence to the radiator (13) and the motor unit (12), and the motor unit (12) is connected in sequence to the a port and the c port of the third three-way proportional regulating valve (23), and the second water pump (32), and 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.

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 port a and the port c of the first three-way proportional regulating valve (21), and the port a and the port b of the first three-way proportional regulating valve (21); the port b of the second three-way proportional regulating valve (22) is connected in sequence with the third water pump (33), the battery pack unit (16), the port c and the port a of the seventh three-way proportional regulating valve (27), the port c and the port a of the sixth three-way proportional regulating valve (26), and the first water pump (31); the first water pump (31) is connected in sequence 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 to the c port and the a port of the fifth three-way proportional regulating valve (25), and the c port and the b port of the fourth three-way proportional regulating valve (24), and the b port of the fourth three-way proportional regulating valve (24) is connected in sequence to the radiator (13) and the motor unit (12), and the motor unit (12) is connected in sequence to the a port and the c port of the third three-way proportional regulating valve (23), and the second water pump (32), and the second water pump (32) is connected in sequence to 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 to the ports a, b and c of the first three-way proportional regulating valve (21); the port b of the first three-way proportional regulating valve (21) is connected to the heater core (14), the first water pump (31) and the inlet of the condenser (11) in sequence; the port c of the first three-way proportional regulating valve (21) is connected to the ports a and b of the second three-way proportional regulating valve (22) in sequence; the port b of the second three-way proportional regulating valve (22) is connected to the third water pump (33), the battery pack unit (16), the ports c and a of the seventh three-way proportional regulating valve (27), the port c and a of the sixth three-way proportional regulating valve (26) and the first water pump (31) in sequence; the first water pump (31) is connected to 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 to the c port and the a port of the fifth three-way proportional regulating valve (25), and the c port and the a port of the fourth three-way proportional regulating valve (24), and the a port of the fourth three-way proportional regulating valve (24) is connected in sequence to the motor unit (12), the a port and the c port of the third three-way proportional regulating valve (23), and the second water pump (32), and the second water pump (32) is connected in sequence to the inlet of the battery cooler (15), so as 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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