Thermal management system and vehicle

Abstract

The utility model relates to a thermal management system and a vehicle, and belongs to the technical field of vehicle thermal management, and the thermal management system comprises a compressor, an in-vehicle condenser, a first electronic expansion valve and a battery cold plate; an outlet of the compressor is suitable for being communicated with an inlet of the in-vehicle condenser, an outlet of the in-vehicle condenser is suitable for being communicated with the first end of the first electronic expansion valve, the second end of the first electronic expansion valve is suitable for being communicated with the first end of the battery cold plate, and the second end of the battery cold plate is suitable for being communicated with an inlet of the compressor. The battery cooling mode and the air conditioner heating mode can be achieved at the same time through the heat management system, and therefore more vehicle use scenes can be met.

Description

Technical Field

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

[0002] A vehicle thermal management system generally includes multiple components for coordinating the relationship between heat and the whole vehicle to ensure that each component in the vehicle can operate within an appropriate temperature range.

[0003] With the rapid development of automobiles, the demand for in-vehicle thermal management systems has gradually increased. Especially for new energy vehicles, they have more complex thermal management modes. Summary of the Utility Model

[0004] Embodiments of this application provide a thermal management system and a vehicle, which can simultaneously achieve battery cooling and air-conditioning heating to meet more vehicle usage scenarios.

[0005] To achieve the above object, according to the first aspect of this application, a thermal management system is provided, including a compressor, an in-vehicle condenser, a first electronic expansion valve, and a battery cold plate;

[0006] The outlet of the compressor is adapted to be communicated with the inlet of the in-vehicle condenser, the outlet of the in-vehicle condenser is adapted to be communicated with the first end of the first electronic expansion valve, the second end of the first electronic expansion valve is adapted to be communicated with the first end of the battery cold plate, and the second end of the battery cold plate is adapted to be communicated with the inlet of the compressor.

[0007] Optionally, the thermal management system further includes a fourth electronic expansion valve and a heat exchanger, and the heat exchanger has a refrigerant heat exchange flow path;

[0008] The outlet of the in-vehicle condenser is adapted to be communicated with the first end of the fourth electronic expansion valve, and the second end of the fourth electronic expansion valve is adapted to be communicated with the inlet of the compressor through the refrigerant heat exchange flow path of the heat exchanger.

[0009] Optionally, the thermal management system further includes a fourth control valve, and the fourth control valve is connected between the outlet of the in-vehicle condenser and the heat exchanger and is in parallel with the fourth electronic expansion valve.

[0010] Optionally, the outlet of the compressor is further adapted to be communicated with the second end of the battery cold plate, the first end of the battery cold plate is adapted to be communicated with the second end of the first electronic expansion valve, and the first end of the first electronic expansion valve is adapted to be communicated with the heat exchanger through a first one-way valve.

[0011] Optionally, an electronic release valve is provided on the connecting pipeline between the outlet of the compressor and the second end of the battery cold plate.

[0012] Optionally, the thermal management system further includes an out-of-vehicle condenser, a second electronic expansion valve, and an in-vehicle evaporator;

[0013] The outlet of the compressor is adapted to communicate with the inlet of the condenser outside the vehicle, the outlet of the condenser outside the vehicle is adapted to communicate with the first end of the second electronic expansion valve, the second end of the second electronic expansion valve is adapted to communicate with the first end of the evaporator inside the vehicle, and the second end of the evaporator inside the vehicle is adapted to communicate with the inlet of the compressor.

[0014] Optionally, the outlet of the condenser outside the vehicle is further adapted to communicate with the first end of the first electronic expansion valve, and a second one-way valve is provided on the communication pipeline between the outlet of the condenser outside the vehicle and the first end of the first electronic expansion valve.

[0015] Optionally, the heat exchanger further includes a coolant heat exchange flow path, the coolant heat exchange flow path and the refrigerant heat exchange flow path are adapted to perform heat exchange, and a radiator and / or an oil cooler are provided on the coolant heat exchange flow path.

[0016] According to the second aspect of the present application, another thermal management system is further provided, including a compressor, a condenser inside the vehicle, a battery cold plate and a thermal management integration module;

[0017] The thermal management integration module includes a first thermal management module, and a plurality of first flow path structures for refrigerant to flow through are provided in the first thermal management module, and a first electronic expansion valve is provided on at least part of the first flow path structures;

[0018] The outlet of the compressor communicates with the inlet of the condenser inside the vehicle, the outlet of the condenser inside the vehicle communicates with the first end of the battery cold plate through one of the first flow path structures, and the first electronic expansion valve is provided on the first flow path structure connecting the outlet of the condenser inside the vehicle and the first end of the battery cold plate.

[0019] Optionally, the thermal management integration module further includes:

[0020] A second thermal management module, in which a plurality of second flow path structures for coolant to flow through are provided, and the second thermal management module and the first thermal management module are fixedly connected;

[0021] A heat exchanger, which is fixedly installed on the first thermal management module, and the heat exchanger communicates with the first thermal management module and the second thermal management module respectively, and the heat exchanger is configured to exchange heat between the refrigerant and the coolant.

[0022] Optionally, the first thermal management module is further provided with a plurality of first interfaces, and each first interface communicates with a corresponding first flow path structure;

[0023] The second thermal management module is further provided with a plurality of second interfaces, and each second interface communicates with a corresponding second flow path structure;

[0024] Wherein, the plurality of first interfaces and the plurality of second interfaces are respectively arranged on different sides of the thermal management integration module.

[0025] According to a third aspect of the present application, a vehicle is further provided, including the above-mentioned thermal management system.

[0026] Optionally, the vehicle includes a new energy vehicle.

[0027] The thermal management system of the embodiments of the present application includes a compressor, an in-vehicle condenser, a first electronic expansion valve, and a battery cold plate. The outlet of the compressor is communicated with the inlet of the in-vehicle condenser, the outlet of the in-vehicle condenser is communicated with the first end of the battery cold plate, the second end of the battery cold plate is communicated with the inlet of the compressor, and a first electronic expansion valve is arranged on the communication pipeline between the outlet of the in-vehicle condenser and the first end of the battery cold plate. The refrigerant output at the outlet of the compressor is in a high-temperature and high-pressure state, releases heat through the in-vehicle condenser to realize air-conditioning heating, and forms a medium-temperature and high-pressure state refrigerant after heat release. The refrigerant passes through the first electronic expansion valve between the outlet of the in-vehicle condenser and the first end of the battery cold plate for expansion, forming a low-temperature and low-pressure state refrigerant, and then flows into the battery cold plate, absorbs the battery heat and evaporates, realizing the cooling of the battery. The refrigerant flowing out of the battery cold plate flows into the inlet of the compressor and circulates again. The embodiments of the present application simultaneously realize the modes of battery cooling and air-conditioning heating through the thermal management system, so as to meet more vehicle usage scenarios.

[0028] Other features and advantages of the present application will be described in detail in the subsequent specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative efforts.

[0030] In order to more fully understand the present application and its beneficial effects, the following description will be made in conjunction with the drawings, where the same reference numerals represent the same parts in the following description.

[0031] Figure 1 is a schematic diagram of the thermal management system provided in the exemplary embodiment of the present application in the first working mode;

[0032] Figure 2 is a schematic diagram of the thermal management system provided in the exemplary embodiment of the present application in the second working mode;

[0033] Figure 3 is a schematic diagram of the thermal management system provided in the exemplary embodiment of the present application in the third working mode;

[0034] Figure 4It is a schematic diagram of the thermal management system provided in the exemplary embodiment of the present application in the fourth working mode;

[0035] Figure 5 It is a schematic diagram of the thermal management system provided in the exemplary embodiment of the present application in the fifth working mode;

[0036] Figure 6 It is a schematic diagram of the thermal management system provided in the exemplary embodiment of the present application in the sixth working mode;

[0037] Figure 7 It is an exploded structure diagram of the thermal management integration module provided in the exemplary embodiment of the present application;

[0038] Figure 8 It is a three-dimensional structure diagram of the first thermal management module provided in the exemplary embodiment of the present application;

[0039] Figure 9 It is a front view of the first cover plate provided in the exemplary embodiment of the present application;

[0040] Figure 10 It is a rear view of the first cover plate provided in the exemplary embodiment of the present application;

[0041] Figure 11 It is a front view of the second thermal management module provided in the exemplary embodiment of the present application;

[0042] Figure 12 It is a rear view of the second cover plate provided in the exemplary embodiment of the present application;

[0043] Figure 13 It is a rear view of the second thermal management module provided in the exemplary embodiment of the present application;

[0044] Figure 14 It is a side view of the thermal management integration module provided in the exemplary embodiment of the present application;

[0045] Figure 15 It is a structural block diagram of the thermal management integration module provided in the exemplary embodiment of the present application;

[0046] Figure 16 It is a structural block diagram of the thermal management system provided in the exemplary embodiment of the present application;

[0047] Figure 17 It is a schematic diagram of the thermal management system provided in the exemplary embodiment of the present application in the seventh working mode;

[0048] Figure 18 It is a schematic diagram of the thermal management system provided in the exemplary embodiment of the present application in the eighth working mode;

[0049] Figure 19 It is a schematic diagram of the thermal management system provided in the exemplary embodiment of the present application in the ninth working mode;

[0050] Figure 20 It is a schematic diagram of the thermal management system provided in the exemplary embodiment of the present application in the tenth working mode;

[0051] Figure 21 It is a schematic diagram of the thermal management system provided in the exemplary embodiment of the present application in the eleventh working mode;

[0052] Figure 22 It is a schematic diagram of the thermal management system provided in the exemplary embodiment of the present application in the twelfth working mode;

[0053] Figure 23 It is a schematic diagram of the thermal management system provided in the exemplary embodiment of the present application in the thirteenth working mode;

[0054] Figure 24 It is a schematic diagram of the thermal management system provided in the exemplary embodiment of the present application in the fourteenth working mode;

[0055] Figure 25 It is a schematic diagram of the thermal management system provided in the exemplary embodiment of the present application in the fifteenth working mode.

[0056] Description of reference numerals:

[0057] 100, thermal management integration module; 1, first thermal management module; 11, first cover plate; 111, first flow channel structure; 1211, first check valve; 1212, second check valve; 1213, third check valve; 1221, first electronic expansion valve; 1222, second electronic expansion valve; 1223, electronic release valve; 1224, fourth electronic expansion valve; 1231, second control valve; 1232, third control valve; 1233, fourth control valve; 1234, fifth control valve; 112, first interface; 1121, first sub-interface; 1122, second sub-interface; 1123, third sub-interface; 1124, fourth sub-interface; 1125, fifth sub-interface; 1126, sixth sub-interface; 1127, seventh sub-interface; 1128, eighth sub-interface; 113, first mounting hole; 114, connection port; 12, first substrate; 130, pipeline node; 2, second thermal management module; 21, second cover plate; 211, second flow channel structure; 212, second interface; 2121, ninth sub-interface; 2122, tenth sub-interface; 2123, eleventh sub-interface; 2124, twelfth sub-interface; 22, second substrate; 221, four-way valve; 222, water pump; 223, water tank; 3, heat exchanger; 4, integrated wire harness; 41, integration part; 42, sub-wire harness;

[0058] 501. Compressor; 502. In-vehicle evaporator; 503. In-vehicle condenser; 504. Out-of-vehicle condenser; 505. Battery cold plate; 506. Radiator; 507. Oil-cooled heat exchanger; 511. First control valve; 512. Liquid storage tank. Detailed implementation manners

[0059] Next, the technical solutions in the embodiments of the present application will be clearly and completely described with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts belong to the protection scope of the present application.

[0060] The present application provides a thermal management system. Please refer to Figure 1 , which includes a compressor 501, an in-vehicle condenser 503, a first electronic expansion valve 1221, and a battery cold plate 505. Among them, the outlet of the compressor 501 is adapted to communicate with the inlet of the in-vehicle condenser 503, the outlet of the in-vehicle condenser 503 is adapted to communicate with the first end of the first electronic expansion valve 1221, the second end of the first electronic expansion valve 1221 is adapted to communicate with the first end of the battery cold plate 505, and the second end of the battery cold plate 505 communicates with the inlet of the compressor 501.

[0061] The refrigerant output at the outlet of the compressor 501 is in a high-temperature and high-pressure state, releases heat through the in-vehicle condenser 503 to achieve air-conditioning heating, forms a medium-temperature and high-pressure state refrigerant after heat release, throttles through the first electronic expansion valve 1221 between the outlet of the in-vehicle condenser 503 and the first end of the battery cold plate 505 to form a low-temperature and low-pressure state refrigerant, and then flows into the battery cold plate 505 to absorb the battery heat and evaporate, realizing the cooling of the battery. The refrigerant flowing out of the battery cold plate 505 flows into the inlet of the compressor 501 and circulates again. The embodiment of the present application realizes the modes of battery cooling and air-conditioning heating simultaneously through the thermal management system, so as to meet more vehicle usage scenarios.

[0062] In some embodiments, please refer to Figure 3 , the thermal management system further includes a fourth electronic expansion valve 1224 and a heat exchanger 3, and the heat exchanger 3 has a refrigerant heat exchange flow path. The outlet of the in-vehicle condenser 503 is adapted to communicate with the first end of the fourth electronic expansion valve 1224, and the second end of the fourth electronic expansion valve 1224 is adapted to communicate with the inlet of the compressor 501 through the refrigerant heat exchange flow path of the heat exchanger 3.

[0063] In this embodiment, the refrigerant in a high-temperature and high-pressure state output from the outlet of the compressor 501 releases heat through the in-vehicle condenser 503 to achieve the air-conditioning heating mode, and then expands through the fourth electronic expansion valve 1224 to form a refrigerant in a low-temperature and low-pressure state. Then, it flows into the inlet of the compressor 501 through the refrigerant heat exchange flow path in the heat exchanger 3 to complete the circulation of the refrigerant. During the process of the refrigerant in a low-temperature and low-pressure state flowing through the refrigerant heat exchange flow path of the heat exchanger 3, heat exchange can be carried out with the coolant, thereby realizing more modes.

[0064] In some embodiments, refer to Figures 1 - 6 , the thermal management system further includes a fourth control valve 1233. The fourth control valve 1233 is connected between the outlet of the in-vehicle condenser 503 and the heat exchanger 3, and the fourth control valve 1233 is connected in parallel with the fourth electronic expansion valve 1224.

[0065] It can be understood that when the fourth control valve 1233 is closed and the fourth electronic expansion valve 1224 is opened, the refrigerant in a medium-temperature and high-pressure state output from the in-vehicle condenser 503 expands through the fourth electronic expansion valve 1224 to form a refrigerant in a low-temperature and low-pressure state, and then enters the refrigerant heat exchange flow path of the heat exchanger 3. When the fourth control valve 1233 is opened and the fourth electronic expansion valve 1224 is closed, the refrigerant in a medium-temperature and high-pressure state output from the in-vehicle condenser 503 does not expand and remains in a medium-temperature and high-pressure state, directly enters the refrigerant heat exchange flow path of the heat exchanger 3, and then throttles through the first electronic expansion valve 1221 to form a refrigerant in a low-temperature and low-pressure state, and then flows into the battery cold plate 505 to absorb the battery heat and evaporate, realizing the cooling of the battery. The refrigerant flowing out of the battery cold plate 505 enters the inlet of the compressor 501 to form a cycle. Through the mutual cooperation of the fourth control valve 1233 and the fourth electronic expansion valve 1224, it is convenient to realize the switching between the air-conditioning heating mode and the air-conditioning heating battery cooling mode, thereby realizing more modes.

[0066] In some embodiments, refer to Figure 3 , the outlet of the compressor 501 is also adapted to communicate with the second end of the battery cold plate 505, the first end of the battery cold plate 505 is adapted to communicate with the second end of the first electronic expansion valve 1221, and the first end of the first electronic expansion valve 1221 is adapted to communicate with the heat exchanger 3 through the first one-way valve 1211.

[0067] In this embodiment, the refrigerant in a high-temperature and high-pressure state output from the outlet of the compressor 501 directly enters the battery cold plate 505 from the second end of the battery cold plate 505 to heat the battery, and then forms a refrigerant in a medium-temperature and high-pressure state. Then, after expanding through the first electronic expansion valve 1221, it forms a refrigerant in a low-temperature and low-pressure state, and then enters the heat exchanger 3 through the first one-way valve 1211 to exchange heat with the coolant.

[0068] In some embodiments, refer to Figure 3 A solenoid release valve 1223 is provided on the communication pipeline between the outlet of the compressor 501 and the second end of the battery cold plate 505. The solenoid release valve 1223 helps to achieve flow regulation between the compressor 501 and the battery cold plate 505, so as to achieve better heating of the battery.

[0069] In some embodiments, refer to Figure 4 The thermal management system further includes an external condenser 504, a second electronic expansion valve 1222, and an internal evaporator 502. The outlet of the compressor 501 is adapted to communicate with the inlet of the external condenser 504, the outlet of the external condenser 504 is adapted to communicate with the first end of the second electronic expansion valve 1222, the second end of the second electronic expansion valve 1222 is adapted to communicate with the first end of the internal evaporator 502, and the second end of the internal evaporator 502 is adapted to communicate with the inlet of the compressor 501.

[0070] In this embodiment, after the refrigerant in a high-temperature and high-pressure state is output from the outlet of the compressor 501, it enters the external condenser 504, and after releasing heat and liquefying, a refrigerant in a medium-temperature and high-pressure state is formed. The refrigerant in a medium-temperature and high-pressure state is expanded by the second electronic expansion valve 1222 to form a low-temperature and low-pressure gas-liquid mixture. The low-temperature and low-pressure gas-liquid mixture enters the internal evaporator 502 to absorb heat and evaporate, causing the temperature of the passenger compartment to drop. The refrigerant flowing out of the internal evaporator 502 returns to the inlet of the compressor 501 again.

[0071] In some embodiments, refer to Figure 4 The outlet of the external condenser 504 is also adapted to communicate with the first end of the first electronic expansion valve 1221, and a second one-way valve 1212 is provided on the communication pipeline between the outlet of the external condenser 504 and the first end of the first electronic expansion valve 1221.

[0072] That is, in this embodiment, the refrigerant in a medium-temperature and high-pressure state flowing out of the outlet of the external condenser 504 is divided into two paths. One path sequentially passes through the second electronic expansion valve 1222 and the internal evaporator 502 for realizing air-conditioning refrigeration in the passenger compartment, and the other path is expanded by the first electronic expansion valve 1221 to form a low-temperature and low-pressure gas-liquid mixture. The low-temperature and low-pressure gas-liquid mixture can enter the battery cold plate 505 for realizing battery cooling, and then return to the inlet of the compressor 501.

[0073] That is to say, this embodiment can realize a composite mode of battery cooling and air-conditioning refrigeration.

[0074] In some embodiments, refer to Figures 1 - 6 The oil-cooled heat exchanger 3 further includes a coolant heat exchange flow path, the coolant heat exchange flow path and the refrigerant heat exchange flow path are adapted to heat exchange, and a radiator 506 and / or an oil-cooled heat exchanger 507 are provided on the coolant heat exchange flow path.

[0075] That is to say, the oil-cooled heat exchanger 3 can achieve heat exchange between the refrigerant and the coolant. The radiator 506 on the coolant heat exchange flow path can cool the motor in the vehicle, and the oil-cooled heat exchanger 507 can cool the electronic control unit. Through the heat exchange between the coolant and the refrigerant in the heat exchanger 3, different working modes can be achieved, improving the heat dissipation performance of the motor and the electronic control unit.

[0076] In some embodiments, referring to Figure 2 , in addition to being sequentially connected to the out-of-vehicle condenser 504, the second electronic expansion valve 1222, and the in-vehicle evaporator 502, the outlet of the compressor 501 is also adapted to be connected to the second end of the battery cold plate 505. The first end of the battery cold plate 505 is adapted to be connected to the second end of the first electronic expansion valve 1221. The first end of the first electronic expansion valve 1221 is adapted to be connected to the first end of the second electronic expansion valve 1222. The second end of the second electronic expansion valve 1222 is adapted to be connected to the first end of the in-vehicle evaporator 502. The second end of the in-vehicle evaporator 502 is adapted to be connected to the inlet of the compressor 501.

[0077] In this embodiment, after the compressor 501 outputs the refrigerant in a high-temperature and high-pressure state at the outlet, it is divided into two paths:

[0078] One path flows into the out-of-vehicle condenser 504. After the high-temperature and high-pressure refrigerant releases heat and liquefies in the out-of-vehicle condenser 504, a medium-temperature and high-pressure liquid refrigerant is formed. The medium-temperature and high-pressure liquid refrigerant undergoes throttling expansion through the second electronic expansion valve 1222 to form a low-temperature and low-pressure gas-liquid mixture. The low-temperature and low-pressure gas-liquid mixture enters the in-vehicle evaporator 502 to absorb heat and evaporate, causing the temperature of the passenger compartment to drop. The refrigerant flowing out of the in-vehicle evaporator 502 returns to the inlet of the compressor 501 again;

[0079] The other path flows into the battery cold plate 505 to release heat by condensation, achieving battery heating, improving the battery capacity at low temperatures and the vehicle's cruising range, and effectively shortening the charging time. After the refrigerant flows out of the battery cold plate 505, it undergoes throttling expansion through the first electronic expansion valve 1221, and then enters the second electronic expansion valve 1222 to converge with the other path of refrigerant.

[0080] That is to say, this embodiment can achieve a composite mode of battery heating and air conditioning refrigeration.

[0081] In some embodiments, referring to Figure 2 , a first control valve 511 is provided on the connecting pipeline between the outlet of the compressor 501 and the inlet of the out-of-vehicle condenser 504. The first control valve 511 can control the connection relationship between the outlet of the compressor 501 and the inlet of the out-of-vehicle condenser 504, facilitating the switching of modes.

[0082] In some embodiments, referring toFigure 2 A third one-way valve 1213 is provided on the connecting pipeline between the outlet of the external condenser 504 and the first end of the second electronic expansion valve 1222. The third one-way valve 1213 can control the flow direction of the refrigerant, enabling the refrigerant to flow from the outlet of the external condenser 504 to the first end of the second electronic expansion valve 1222.

[0083] In some embodiments, please refer to Figure 2 A second control valve 1231 and an electronic release valve 1223 are provided on the connecting pipeline between the outlet of the compressor 501 and the second end of the battery cold plate 505. The second control valve 1231 can control the connection relationship between the outlet of the compressor 501 and the second end of the battery cold plate 505, and the electronic release valve 1223 can achieve flow regulation.

[0084] In some embodiments, please refer to Figure 2 A first one-way valve 1211 and a heat exchanger 3 are provided on the connecting pipeline between the first end of the first electronic expansion valve 1221 and the first end of the second electronic expansion valve 1222. The first one-way valve 1211 is used to enable the refrigerant to flow in the direction from the first end of the first electronic expansion valve 1221 to the heat exchanger 3. The heat exchanger 3 can exchange heat between the refrigerant throttled and expanded by the first electronic expansion valve 1221 and the coolant in the vehicle cooling system.

[0085] In some embodiments, please refer to Figure 3 A fifth control valve 1234 is provided on the connecting pipeline between the second end of the fourth electronic expansion valve 1224 and the inlet of the compressor 501.

[0086] The fifth control valve 1234 can control the connection relationship between the second end of the fourth electronic expansion valve 1224 and the inlet of the compressor 501, facilitating mode switching.

[0087] In some embodiments, please refer to Figure 4 A second one-way valve 1212 is provided on the connecting pipeline between the outlet of the external condenser 504 and the first end of the first electronic expansion valve 1221. The second one-way valve 1212 can control the flow direction of the refrigerant.

[0088] In some embodiments, please refer to Figure 4 A third control valve 1232 is provided on the connecting pipeline between the second end of the battery cold plate 505 and the inlet of the compressor 501. The third control valve 1232 can control the connection relationship between the second end of the battery cold plate 505 and the inlet of the compressor 501, facilitating switching between different modes.

[0089] In some embodiments, please refer to Figure 5, on the basis of the battery heating and air conditioner heating modes, the outlet of the compressor 501 is also adapted to communicate with the inlet of the external condenser 504, the outlet of the external condenser 504 is adapted to communicate with the first end of the second electronic expansion valve 1222, the second end of the second electronic expansion valve 1222 is adapted to communicate with the first end of the internal evaporator 502, and the second end of the internal evaporator 502 is adapted to communicate with the inlet of the compressor 501.

[0090] In this embodiment, on the basis of the battery heating and air conditioner heating, there is also a path for the high-temperature and high-pressure gaseous refrigerant output by the compressor 501 to enter the external condenser 504, where it is liquefied into a medium-temperature and high-pressure liquid refrigerant, and then enters the second electronic expansion valve 1222 for throttling expansion to form a low-temperature and low-pressure gas-liquid mixture. The low-temperature and low-pressure gas-liquid mixture enters the internal evaporator 502, thereby enabling the humidity in the passenger compartment to be reduced. The refrigerant flowing out of the internal evaporator 502 returns to the inlet of the compressor 501.

[0091] That is to say, in this embodiment, on the basis of the battery heating and air conditioner heating, there is also a path for the refrigerant to achieve air conditioner cooling. By combining battery heating, air conditioner heating, and air conditioner cooling, a composite mode of air conditioner dehumidification and battery heating is achieved.

[0092] In some embodiments, please refer to Figure 6 , on the basis of the composite mode of battery cooling and air conditioner cooling, the outlet of the compressor 501 is also adapted to communicate with the inlet of the internal condenser 503, the outlet of the internal condenser 503 is adapted to communicate with the first end of the fourth electronic expansion valve 1224, and the second end of the fourth electronic expansion valve 1224 is adapted to communicate with the inlet of the compressor 501.

[0093] In this embodiment, on the basis of the composite mode of battery cooling and air conditioner cooling, there is also a path for the high-temperature and high-pressure gaseous refrigerant output by the compressor 501 to enter the internal condenser 503, where it releases heat, and the hot air is blown into the vehicle interior by a blower to heat the vehicle interior. The refrigerant flowing out of the internal condenser 503 then passes through the fourth electronic expansion valve 1224 for throttling expansion. The refrigerant after throttling expansion returns to the inlet of the compressor 501.

[0094] That is to say, in this embodiment, on the basis of the battery cooling and air conditioner cooling, there is also a path for the refrigerant to achieve air conditioner heating. By combining battery cooling, air conditioner cooling, and air conditioner heating, a composite mode of air conditioner dehumidification and battery cooling is achieved.

[0095] In some embodiments, please refer to Figures 1 - 6, the thermal management system further includes a four-way valve 221 and a water pump 222. The first end of the four-way valve 221 is communicated with the coolant inlet of the heat exchanger 3, the second end of the four-way valve 221 is communicated with the first end of the radiator 506, the third end of the four-way valve 221 is communicated with the communication pipeline between the second end of the radiator 506 and the first end of the oil-cooled heat exchanger 507, and the fourth end of the four-way valve 221 is communicated with the communication pipeline between the second end of the oil-cooled heat exchanger 507 and the coolant outlet of the heat exchanger 3. The water pump 222 is arranged on the communication pipeline between the second end of the oil-cooled heat exchanger 507 and the coolant outlet of the heat exchanger 3.

[0096] The switching between different working modes can be realized through the four-way valve 221. For example, the coolant circulates only in the radiator 506, the coolant circulates only in the oil-cooled heat exchanger 507, or the coolant circulates in both the radiator 506 and the coolant. The water pump 222 can provide power for the circulation of the coolant.

[0097] In some embodiments, please refer to Figures 1 - 6 , the thermal management system further includes a water tank 223. The water tank 223 is arranged on the circulation flow path of the coolant and can be used to store the coolant.

[0098] According to the second aspect of the present application, another thermal management system is further provided. Please refer to Figure 1 , Figure 7 , Figure 10 , Figure 15 and Figure 16 , including a compressor 501, an in-vehicle condenser 503, a battery cold plate 505 and a thermal management integration module 100. The thermal management integration module 100 includes a first thermal management module 1. A plurality of first flow channel structures 111 for refrigerant circulation are arranged in the first thermal management module 1, and a first electronic expansion valve 1221 is arranged on at least part of the first flow channel structures 111. The outlet of the compressor 501 is communicated with the inlet of the in-vehicle condenser 503. The outlet of the in-vehicle condenser 503 is communicated with the first end of the battery cold plate 505 through one of the first flow channel structures 111. The first electronic expansion valve 1221 is arranged on the first flow channel structure 111 communicating the outlet of the in-vehicle condenser 503 with the first end of the battery cold plate 505.

[0099] Among them, Figure 1 and Figure 16 The partial structures within the dashed box in are the thermal management integration module 100.

[0100] The first thermal management module 1 in the thermal management integration module 100 integrates a first flow channel structure 111 and a first electronic expansion valve 1221. The integrated setting method of the thermal management integration module 100 makes the structure of the thermal management system more compact, reduces the occupation of installation space, and due to the integrated setting method, the separate installation of individual modules is avoided, reducing the installation difficulty and improving the installation efficiency.

[0101] In some embodiments, referring to Figure 7 , Figure 11 and Figure 12 , the thermal management integration module 100 further includes a second thermal management module 2 and a heat exchanger 3. Among them, a plurality of second flow channel structures 211 for the coolant to flow through are provided in the second thermal management module 2, and the second thermal management module 2 is fixedly connected to the first thermal management module 1. The heat exchanger 3 is fixedly installed on the first thermal management module 1, and the heat exchanger 3 is respectively communicated with the first thermal management module 1 and the second thermal management module 2, and the heat exchanger 3 is configured to exchange heat between the refrigerant and the coolant.

[0102] By further integrating the second thermal management module 2 and the heat exchanger 3 in the thermal management integration module 100, the heat exchange between the refrigerant and the coolant can be realized, thereby further enriching the working modes that the thermal management system can achieve.

[0103] In some embodiments, referring to Figure 8 and Figure 11 , the first thermal management module 1 is further provided with a plurality of first interfaces 112, and each first interface 112 is communicated with a corresponding first flow channel structure 111. The second thermal management module 2 is further provided with a plurality of second interfaces 212, and each second interface 212 is communicated with a corresponding second flow channel structure 211. Among them, the plurality of first interfaces 112 and the plurality of second interfaces 212 are respectively arranged on different sides of the thermal management integration module 100.

[0104] The connection between the first thermal management module 1 and other components in the thermal management system can be realized through the first interface 112. The second thermal management module 2 is further provided with a plurality of second interfaces 212, and each second interface 212 is communicated with a corresponding second flow channel structure 211. Similarly, the connection between the second thermal management module 2 and other components in the thermal management system can be realized through the second interface 212.

[0105] By respectively arranging the first interface 112 and the second interface 212 on different sides of the thermal management integration module 100, the pipelines respectively connected to the first interface 112 and the second interface 212 can be arranged in different directions, which is convenient for vehicle pipeline layout.

[0106] It can be understood that the plurality of first interfaces 112 and the plurality of second interfaces 212 both include a liquid inlet and a liquid outlet to realize the inflow and outflow of the heat exchange medium, thereby ensuring the circulation of the heat exchange medium.

[0107] In some embodiments, referring to Figure 8 and Figure 9 , on one side of the first heat management module 1 facing away from the second heat management module 2, a plurality of first mounting holes 113 are provided, and on one side of the second heat management module 2 facing away from the first heat management module 1, a plurality of second mounting holes (not shown in the figure) are provided.

[0108] In addition, the first mounting holes 113 and the second mounting holes can also be used to mount other components, such as a sensor assembly, etc.

[0109] It can be understood that the first mounting holes 113 are provided at the ends of some of the first flow channel structures 111, and the first mounting holes 113 can also be directly provided at the first interface 112 to achieve the connection and closing between the first interface 112 and other components in the heat management system.

[0110] Exemplarily, the first mounting holes 113 and the second mounting holes can adopt a threaded structure, and other components are mounted to the first mounting holes 113 or the second mounting holes through the threaded structure to achieve connection and fixation.

[0111] The first mounting holes 113 and the second mounting holes can adopt a profiling structure, that is, profiling the components to be mounted. The profiling structure is formed by hot forging during the forming process. Heat treatment can change the state of the metal molecular structure inside the material, thereby improving the structural strength. There is no need to set a strengthening structure, so as to reduce the overall mass on the basis of ensuring the structural strength, which is beneficial to the lightweight design of the heat management integrated module 100.

[0112] Among them, in some embodiments, referring to Figure 11 , the second heat management module 2 further includes a four-way valve 221, a water pump 222, a water tank 223 and a temperature sensor. The four-way valve 221, the water pump 222 and the water tank 223 are also mounted through the second mounting holes. Among them, the four-way valve 221 can switch different circulation modes, the water pump 222 can realize the circulating flow of the coolant and provide power for the coolant, the water tank 223 can be used to store the coolant, and the temperature sensor is used to monitor the temperature of the coolant.

[0113] In some embodiments, referring to Figure 8, the first heat management module 1 includes a first cover plate 11 and a first substrate 12. The first cover plate 11 and the first substrate 12 are attached to each other to form a first flow channel structure 111. The first mounting hole 113 is provided on the side of the first cover plate 11 facing away from the first substrate 12. That is, the first heat management module 1 is composed of two parts, and the first flow channel structure 111 can be formed by enclosing the first cover plate 11 and the first substrate 12. For example, a groove is provided on the side of the first cover plate 11 close to the first substrate 12, or a groove is provided on the side of the first substrate 12 close to the first cover plate 11, or a cavity structure provided in the first substrate 12, etc. By attaching the two to each other, the first flow channel structure 111 is formed.

[0114] Among them, the first substrate 12 and the first cover plate 11 can be connected by brazing to ensure that the first heat management module 1 has good airtightness and explosion-proof performance.

[0115] In some embodiments, please refer to Figure 7 , Figure 11 , Figure 12 and Figure 13 , the second heat management module 2 includes a second cover plate 21 and a second substrate 22; the first cover plate 11 and the first substrate 12 are attached to each other to form a second flow channel structure 211. The second mounting hole is provided on the side of the second cover plate 21 facing away from the second substrate 22. The second heat management module 2 adopts a setting method similar to that of the first heat exchange module, which will not be elaborated here.

[0116] It can be understood that when the first heat management module 1 and the second heat management module 2 are assembled, the first substrate 12 and the second substrate 22 are attached to each other, and then are connected and fixed through a connecting member.

[0117] In some embodiments, please refer to Figure 7 , the heat exchanger 3 is arranged on the side of the first heat management module 1 facing away from the second heat management module 2. A connection port 114 is provided on the first heat management module 1. The connection port 114 is connected to the heat exchanger 3 through the side of the heat exchanger 3 close to the first heat management module 1.

[0118] The connection port 114 is connected to the heat exchanger 3 through the side of the heat exchanger 3 close to the first heat management module 1, which can reduce the connecting pipeline between the first heat management module 1 and the heat exchanger 3 and improve the heat exchange efficiency. After verification, compared with the setting method of feeding liquid from above the heat exchanger 3 and discharging liquid from below, adopting this setting method can increase the heat exchange efficiency by 30%-40%.

[0119] In some embodiments, the heat exchanger 3 is a plate heat exchanger. The plate heat exchanger has a small volume, can reduce the overall volume while being integrated with the first heat management module 1 and the second heat management module 2, and can ensure the heat exchange effect.

[0120] Among them, in order to achieve better heat exchange efficiency, the inlet and outlet of the refrigerant and the coolant on the heat exchanger 3 can be set in reverse, that is, the inlet of the refrigerant and the outlet of the coolant are at the same height, and the outlet of the refrigerant and the inlet of the coolant are at the same height.

[0121] In some embodiments, please refer to Figure 10 , there is a gap between the first flow channel structures 111. That is, a gap is provided between each of the first flow channel structures 111. Through air insulation, the heat exchange between the refrigerants in different first flow channel structures 111 is reduced, so as to better achieve different thermal management modes.

[0122] In some embodiments, please refer to Figure 12 , there is a gap between the second flow channel structures 211. A similar setting is also adopted for the second flow channel structures 211, which will not be elaborated here.

[0123] In some embodiments, please refer to Figure 14 , the thermal management integration module 100 further includes an integrated wire harness 4 connection. The integrated wire harness 4 includes an integration part 41 and a plurality of sub-wire harnesses 42. One ends of the plurality of sub-wire harnesses 42 are all connected to the integration part 41, and the other ends are respectively connected to different control valves in the thermal management integration module, and at least two of the sub-wire harnesses 42 have different lengths.

[0124] By providing the integrated wire harness 4, a plurality of sub-wire harnesses 42 can be integrated into a whole, which facilitates the electrical connection between the thermal management integration module 100 and the vehicle and reduces the wire harness. In addition, by setting at least two of the sub-wire harnesses 42 to have different lengths, the probability of plugging errors can be reduced. Specifically, by setting the length of the sub-wire harness 42 to match the distance between its corresponding plugging position and the integration part 41, misconnection prevention is achieved, and problems such as wire harness chaos and large space occupation caused by redundant lengths of the sub-wire harnesses 42 are reduced.

[0125] Specifically, in some embodiments, please refer to Figure 15 , the structure of the thermal management integration module 100 is as follows:

[0126] The first thermal management module 1 includes a first check valve 1211, a second check valve 1212, a third check valve 1213, a first electronic expansion valve 1221, a second electronic expansion valve 1222, an electronic release valve 1223, a fourth electronic expansion valve 1224, a second control valve 1231, a third control valve 1232, a fourth control valve 1233 and a fifth control valve 1234, and is provided with a first sub-interface 1121, a second sub-interface 1122, a third sub-interface 1123, a fourth sub-interface 1124, a fifth sub-interface 1125, a sixth sub-interface 1126, a seventh sub-interface 1127 and an eighth sub-interface 1128.

[0127] One end of the first check valve 1211 communicates with the refrigerant inlet of the heat exchanger 3, allowing refrigerant to flow in the direction of entering the heat exchanger 3, and the other end is connected to one end of the first electronic expansion valve 1221. The other end of the first electronic expansion valve 1221 communicates with the fifth sub-interface 1125.

[0128] One end of the fourth electronic expansion valve 1224 communicates with the first sub-interface 1121, and the other end communicates with the pipeline between the first check valve 1211 and the heat exchanger 3. Both ends of the fourth control valve 1233 are respectively connected to the pipelines on both sides of the fourth electronic expansion valve 1224. It can be understood that when the fourth electronic expansion valve 1224 is opened and the fourth control valve 1233 is closed, the refrigerant passes through the fourth electronic expansion valve 1224. When the fourth electronic expansion valve 1224 is closed and the fourth control valve 1233 is opened, the refrigerant cannot pass through the fourth electronic expansion valve 1224 but flows through the bypass of the fourth control valve 1233.

[0129] One end of the second control valve 1231 communicates with the second sub-interface 1122, and the other end communicates with one end of the electronic release valve 1223. The other end of the electronic release valve 1223 communicates with the fourth sub-interface 1124.

[0130] One end of the third control valve 1232 communicates with the third sub-interface 1123, and the other end communicates with the pipeline between the second control valve 1231 and the electronic release valve 1223.

[0131] The sixth sub-interface 1126 communicates with the pipeline between the third sub-interface 1123 and the third control valve 1232.

[0132] One end of the second electronic expansion valve 1222 communicates with the seventh sub-interface 1127, and the other end communicates with one end of the fifth control valve 1234. The other end of the fifth control valve 1234 communicates with the pipeline between the third sub-interface 1123 and the third control valve 1232.

[0133] One end of the third check valve 1213 communicates with the eighth sub-interface 1128, allowing refrigerant to enter the thermal management integration module 100 from the outside. The other end of the third check valve 1213 is connected to the pipeline between the second electronic expansion valve 1222 and the fifth control valve 1234, and a pipeline node 130 is formed.

[0134] One end of the second check valve 1212 is connected to the pipeline between the third check valve 1213 and the pipeline node 130, and the other end communicates with the pipeline between the first electronic expansion valve 1221 and the first check valve 1211, allowing refrigerant to flow from the pipeline between the third check valve 1213 and the pipeline node 130 to the pipeline between the first electronic expansion valve 1221 and the first check valve 1211.

[0135] A connecting pipe is also provided between the refrigerant outlet of the heat exchanger 3 and the pipeline between the third one-way valve 1213 and the pipeline node.

[0136] The second thermal management module 2 includes a four-way valve 221, a water pump 222 and a water tank 223, and is provided with a ninth sub-interface 2121, a tenth sub-interface 2122, an eleventh sub-interface 2123 and a twelfth sub-interface 2124.

[0137] Among them, the four-way valve 221 includes a first end, a second end, a third end and a fourth end, and the communication relationship between the ends can be switched.

[0138] The coolant inlet of the heat exchanger 3 is communicated with the first end of the four-way valve 221, and the second end of the four-way valve 221 is communicated with the eleventh sub-interface 2123.

[0139] The tenth sub-interface 2122 and the twelfth sub-interface 2124 are communicated, and the third end of the four-way valve 221 is communicated with the pipeline between the tenth sub-interface 2122 and the twelfth sub-interface 2124.

[0140] One end of the water pump 222 is communicated with the coolant outlet of the heat exchanger 3, the other end is communicated with the ninth sub-interface 2121, and the water tank 223 is communicated with the pipeline between the water pump 222 and the ninth sub-interface 2121.

[0141] The fourth end of the four-way valve 221 is communicated with the pipeline between the fourth heat exchange port and the water pump 222.

[0142] It should be noted that two heat exchange channels are provided inside the heat exchanger 3, which are respectively used for the flow of refrigerant and coolant, and can realize the heat exchange between the refrigerant and the coolant. The refrigerant inlet and the refrigerant outlet correspond to the first heat exchange channel, and the coolant inlet and the coolant outlet correspond to the second heat exchange channel.

[0143] Specifically, please refer to Figure 16 , in the thermal management system provided by the embodiment of the present application, the liquid outlet end of the compressor 501 is communicated with one end of the vehicle external condenser 504, and the other end of the vehicle external condenser 504 is communicated with the eighth sub-interface 1128. One end of the vehicle internal condenser 503 is communicated with the first sub-interface 1121, and the other end is connected to the pipeline between the compressor 501 and the vehicle external condenser 504. A connecting pipe is also provided between the pipeline between the compressor 501 and the vehicle external condenser 504 and the second sub-interface 1122. The liquid inlet end of the compressor 501 is communicated with the third sub-interface 1123.

[0144] Both ends of the vehicle internal evaporator 502 are respectively communicated with the sixth sub-interface 1126 and the seventh sub-interface 1127, and both ends of the battery cold plate 505 are respectively communicated with the fourth sub-interface 1124 and the fifth sub-interface 1125.

[0145] Among them, a first control valve 511 is further provided between the compressor 501 and the outdoor condenser 504, and a liquid storage tank 512 is further provided between the outdoor condenser 504 and the eighth sub-interface 1128.

[0146] Both ends of the radiator 506 are respectively communicated with the eleventh sub-interface 2123 and the twelfth sub-interface 2124, and the oil-cooled heat exchanger 507 is respectively communicated with the ninth sub-interface 2121 and the tenth sub-interface 2122.

[0147] Refer to Figures 1 - 6 、 Figures 17 - 25 , the different modes of the thermal management system of the present application will be described below through specific embodiments:

[0148] I. Working mode based on the first thermal management module 1:

[0149] 1. Battery cooling + air-conditioning heating mode:

[0150] This mode is for the scenario where the ambient temperature is lower than 5°C and driving at high speed after rapid charging.

[0151] Please refer to Figure 1 , in this mode, the compressor 501 outputs high-temperature and high-pressure gaseous refrigerant, and then enters the in-vehicle condenser 503 to release heat. The refrigerant releases heat in the in-vehicle condenser 503, and the hot air is blown into the vehicle through the fan to heat the vehicle interior. After releasing heat, a medium-temperature and high-pressure liquid refrigerant is formed, which enters the thermal management integration module 100 through the first sub-interface 1121, and then sequentially enters the heat exchanger 3 through the fourth control valve 1233. After the refrigerant flowing out of the heat exchanger 3 passes through the second one-way valve 1212, it is expanded through the first electronic expansion valve 1221 to form a low-temperature and low-pressure gas-liquid mixture. The low-temperature and low-pressure gas-liquid mixture flows into the battery cold plate 505, absorbs the battery heat and evaporates to cool down the battery. The refrigerant flowing out of the battery cold plate 505 enters the thermal management integration module 100 again through the fourth sub-interface 1124, and after passing through the electronic release valve 1223 and the third control valve 1232, it flows out of the thermal management integration module 100 through the third sub-interface 1123, and the refrigerant returns to the inlet of the compressor 501 to complete the cycle process of this mode.

[0152] 2. Battery heating + air-conditioning cooling mode:

[0153] Please refer to Figure 2 , in this mode, the compressor 501 outputs high-temperature and high-pressure gaseous refrigerant, and then is divided into two paths:

[0154] One path enters the thermal management integration module 100 through the second sub-interface 1122, flows through the third control valve 1232 and the electronic release valve 1223 in sequence, and then flows out of the thermal management integration module 100 through the fourth sub-interface 1124. The refrigerant flowing out of the thermal management integration module 100 flows into the battery cold plate 505, condenses and releases heat, realizes battery heating, improves the battery capacity at low temperature and the vehicle endurance mileage, and effectively shortens the charging time. After the refrigerant flows out of the battery cold plate 505, it enters the thermal management integration module 100 through the fifth sub-interface 1125 and undergoes throttling expansion through the first electronic expansion valve 1221. The throttled refrigerant enters the heat exchanger 3 through the first check valve 1211 to absorb heat and evaporate. The refrigerant flowing out of the heat exchanger 3 enters the pipeline between the third check valve 1213 and the pipeline node and converges with the other path of refrigerant.

[0155] The other path flows into the out-of-vehicle condenser 504 through the first control valve 511. After the refrigerant releases heat and liquefies in the out-of-vehicle condenser 504, it forms a medium-temperature and high-pressure liquid refrigerant. The medium-temperature and high-pressure liquid refrigerant enters the thermal management integration module 100 through the eighth sub-interface 1128, undergoes throttling expansion through the third check valve 1213 and then enters the second electronic expansion valve 1222 to form a low-temperature and low-pressure gas-liquid mixture. The low-temperature and low-pressure gas-liquid mixture flows out of the thermal management integration module 100 through the seventh sub-interface 1127, and then enters the in-vehicle evaporator 502 to absorb heat and evaporate, causing the temperature of the passenger compartment to drop. After the refrigerant flowing out of the in-vehicle evaporator 502 undergoes gas-liquid separation, it flows through the sixth sub-interface 1126 and the third sub-interface 1123 in sequence, and then returns to the inlet of the compressor 501 to complete the cycle of this mode.

[0156] 3. Battery heating + air conditioning heating mode:

[0157] Please refer to Figure 3 , in this mode, the compressor 501 outputs high-temperature and high-pressure gaseous refrigerant, and then divides it into two paths:

[0158] One path enters the thermal management integration module 100 through the second sub-interface 1122, flows through the second control valve 1231 and the electronic release valve 1223 in sequence, and then enters the battery cold plate 505. The refrigerant releases heat to realize battery heating, improves the battery capacity at low temperature and the vehicle endurance mileage, and effectively shortens the charging time. The refrigerant after releasing heat enters the thermal management integration module 100 again through the fifth sub-interface 1125, undergoes throttling expansion through the first electronic expansion valve 1221, and then flows into the heat exchanger 3 to absorb heat and evaporate. The refrigerant flowing out of the heat exchanger 3 passes through the fifth control valve 1234 and flows out of the thermal management integration module 100 through the third sub-interface 1123 and returns to the inlet of the compressor 501;

[0159] Another path flows into the in-vehicle condenser 503, releases heat in the in-vehicle condenser 503, and blows the hot air into the vehicle through a blower to heat the vehicle interior. The refrigerant flowing out of the in-vehicle condenser 503 enters the thermal management integration module 100 through the first sub-interface 1121, then undergoes throttling expansion through the fourth electronic expansion valve 1224, and then converges with another path in the pipeline between the first check valve 1211 and the heat exchanger 3, and successively passes through the heat exchanger 3, the third control valve 1232, and the third sub-interface 1123, and returns to the inlet of the compressor 501, thus completing the circulation process in this mode.

[0160] 4. Battery cooling + air conditioning refrigeration mode:

[0161] Please refer to Figure 4 , in this mode, the compressor 501 outputs high-temperature and high-pressure gaseous refrigerant, then enters the out-vehicle condenser 504 through the first control valve 511, and is liquefied into medium-temperature and high-pressure liquid refrigerant in the out-vehicle condenser 504, and then enters the thermal management integration module 100 through the eighth sub-interface 1128, passing through the third check valve 1213. The refrigerant after passing through the third check valve 1213 is divided into two paths:

[0162] One path enters the first electronic expansion valve 1221 after passing through the second check valve 1212, and forms a low-temperature and low-pressure gas-liquid mixture after throttling expansion. The low-temperature and low-pressure gas-liquid mixture flows out of the thermal management integration module 100 through the fifth sub-interface 1125, then enters the battery cold plate 505, absorbs the battery heat and evaporates, realizing battery cooling and temperature reduction. The refrigerant flowing out of the battery cold plate 505 enters the thermal management integration module 100 through the fourth sub-interface 1124, and successively passes through the electronic release valve 1223, the third control valve 1232 and the third sub-interface 1123, and then returns to the inlet of the compressor 501;

[0163] The other path undergoes throttling expansion through the second electronic expansion valve 1222 to form a low-temperature and low-pressure gas-liquid mixture. The low-temperature and low-pressure gas-liquid mixture flows out of the thermal management integration module 100 through the seventh sub-interface 1127, and then enters the in-vehicle evaporator 502. The low-temperature and low-pressure gas-liquid mixture absorbs heat and evaporates in the in-vehicle evaporator 502, causing the temperature of the passenger compartment to drop. The refrigerant flowing out of the in-vehicle evaporator 502 enters the thermal management integration module 100 through the sixth sub-interface 1126, and then converges with the other path in the pipeline between the third control valve 1232 and the third sub-interface 1123, and returns to the inlet of the compressor 501 to complete the circulation process in this mode.

[0164] 5. Air conditioning dehumidification + battery heating mode:

[0165] Please refer to Figure 5 , in this mode, the compressor 501 outputs high-temperature and high-pressure gaseous refrigerant, and then is divided into three paths:

[0166] The first path enters the external condenser 504, liquefies into a medium-temperature and high-pressure liquid refrigerant in the external condenser 504, then enters the thermal management integration module 100 through the eighth sub-interface 1128, and then enters the second electronic expansion valve 1222 through the third one-way valve 1213 for throttling expansion to form a low-temperature and low-pressure gas-liquid mixture. The low-temperature and low-pressure gas-liquid mixture flows out of the thermal management integration module 100 through the seventh sub-interface 1127, and then enters the internal evaporator 502, causing the humidity in the passenger compartment to decrease. The refrigerant flowing out of the internal evaporator 502 passes through the fifth sub-interface 1125 and the third sub-interface 1123 in sequence, and then returns to the inlet of the compressor 501;

[0167] The second path enters the internal condenser 503, releases heat in the internal condenser 503, and blows hot air into the vehicle through the blower to heat the vehicle interior. The refrigerant flowing out of the internal condenser 503 enters the thermal management integration module 100 through the first sub-interface 1121, and then undergoes throttling expansion through the fourth electronic expansion valve 1224. The refrigerant after throttling expansion enters the heat exchanger 3, exchanges heat and evaporates, and the refrigerant flowing out of the heat exchanger 3 converges with the first path through the pipeline between the third one-way valve 1213 and the second electronic expansion valve 1222, and then returns to the inlet of the compressor 501 along the same flow path;

[0168] The third path enters the thermal management integration module 100 through the second sub-interface 1122, then passes through the second control valve 1231 and the electronic release valve 1223 in sequence, and then enters the battery cold plate 505. The refrigerant releases heat to achieve battery heating, improve the battery capacity at low temperatures and the vehicle's cruising range, and effectively shorten the charging time. The refrigerant after releasing heat enters the thermal management integration module 100 again through the fifth sub-interface 1125, undergoes throttling expansion through the first electronic expansion valve 1221, and then flows into the heat exchanger 3 to absorb heat and evaporate. The refrigerant flowing out of the heat exchanger 3 converges with the first path through the pipeline between the third one-way valve 1213 and the second electronic expansion valve 1222, and then returns to the inlet of the compressor 501 along the same flow path to complete the cycle process in this mode.

[0169] 6. Air conditioning dehumidification + battery cooling mode:

[0170] Please refer to Figure 6 , in this mode, the compressor 501 outputs a high-temperature and high-pressure gaseous refrigerant, which is then divided into three paths:

[0171] The first path enters the external condenser 504, liquefies into a medium-temperature and high-pressure liquid refrigerant in the external condenser 504, then enters the thermal management integration module 100 through the eighth sub-interface 1128, and then enters the second electronic expansion valve 1222 through the third check valve 1213 for throttling expansion to form a low-temperature and low-pressure gas-liquid mixture. The low-temperature and low-pressure gas-liquid mixture flows out of the thermal management integration module 100 through the seventh sub-interface 1127, and then enters the internal evaporator 502, causing the humidity in the passenger compartment to drop. The refrigerant flowing out of the internal evaporator 502 sequentially passes through the fifth sub-interface 1125 and the third sub-interface 1123, and then returns to the inlet of the compressor 501;

[0172] The second path enters the internal condenser 503, releases heat in the internal condenser 503, and blows hot air into the vehicle through the blower to heat the vehicle interior. The refrigerant flowing out of the internal condenser 503 enters the thermal management integration module 100 through the first sub-interface 1121, and then undergoes throttling expansion through the fourth electronic expansion valve 1224. The refrigerant after throttling expansion enters the heat exchanger 3, exchanges heat and evaporates. The refrigerant flowing out of the heat exchanger 3 converges with the first path through the pipeline between the third check valve 1213 and the second electronic expansion valve 1222, and then returns to the inlet of the compressor 501 according to the same flow path;

[0173] The third path enters the external condenser 504, liquefies into a medium-temperature and high-pressure liquid refrigerant in the external condenser 504, then enters the thermal management integration module 100 through the eighth sub-interface 1128, and then sequentially passes through the third check valve 1213 and the second check valve 1212, and then enters the first electronic expansion valve 1221 for throttling expansion to form a low-temperature and low-pressure gas-liquid mixture. The low-temperature and low-pressure gas-liquid mixture flows out of the thermal management integration module 100 through the fifth sub-interface 1125, and then enters the battery cold plate 505 to absorb the battery heat and evaporate, realizing battery cooling. The refrigerant flowing out of the battery cold plate 505 enters the thermal management integration module 100 again through the fourth sub-interface 1124, sequentially passes through the electronic release valve 1223, the second control valve 1231 and the third sub-interface 1123, and then returns to the inlet of the compressor 501 to complete the cycle process in this mode.

[0174] 7. Air conditioning refrigeration mode:

[0175] Please refer to Figure 17, in this mode, the compressor 501 outputs high-temperature and high-pressure gaseous refrigerant, which then enters the external condenser 504 through the first control valve 511, and is liquefied into medium-temperature and high-pressure liquid refrigerant in the external condenser 504. Then it enters the thermal management integration module 100 through the eighth sub-interface 1128, enters the second electronic expansion valve 1222 through the third one-way valve 1213, forming a low-temperature and low-pressure gas-liquid mixture. Then it flows out of the thermal management integration module 100 from the seventh sub-interface 1127 and flows into the in-vehicle evaporator 502, where it absorbs heat and evaporates, causing the in-vehicle temperature to drop. The low-temperature and low-pressure gas re-enters the compressor 501 after gas-liquid separation, completing the cycle process of air-conditioning refrigeration.

[0176] 8. Air-conditioning heating mode:

[0177] Please refer to Figure 18 , in this mode, the compressor 501 outputs high-temperature and high-pressure gaseous refrigerant, which then enters the in-vehicle condenser 503. The refrigerant releases heat in the in-vehicle condenser 503, and the hot air is blown into the vehicle through the blower to heat the vehicle. The refrigerant discharged from the in-vehicle condenser 503 enters the thermal management integration module 100 through the first sub-interface 1121. After flowing through the heat exchanger 3, the refrigerant is discharged from the third sub-interface 1123 again and re-enters the compressor 501, completing the cycle process of air-conditioning heating.

[0178] 9. Battery heating mode:

[0179] Please refer to Figure 19 , in this mode, the compressor 501 outputs high-temperature and high-pressure gaseous refrigerant, which then enters the thermal management integration module 100 from the second sub-interface 1122. It enters the thermal management integration module 100 from the second sub-interface 1122, then flows through the second control valve 1231 and the electronic release valve 1223 in sequence, and then enters the battery cold plate 505 through the fourth sub-interface 1124 to achieve battery heating, improve the battery capacity and vehicle mileage at low temperatures, and shorten the charging time. The refrigerant after releasing heat enters the thermal management integration module 100 through the fifth sub-interface 1125, undergoes throttling expansion through the first electronic expansion valve 1221, and then enters the heat exchanger 3 to absorb heat and evaporate through the first one-way valve 1211. The refrigerant after heat exchange flows out of the thermal management integration module 100 through the third sub-interface 1123 after passing through the fifth control valve 1234, and the refrigerant returns to the inlet of the compressor 501, completing the cycle process of the battery heating mode.

[0180] 10. Battery cooling mode:

[0181] Please refer to Figure 20, in this mode, the compressor 501 outputs high-temperature and high-pressure gaseous refrigerant, which then enters the out-of-vehicle condenser 504 through the first control valve 511, and is liquefied into medium-temperature and high-pressure liquid refrigerant in the out-of-vehicle condenser 504, and then enters the thermal management integration module 100 through the eighth sub-interface 1128. In the thermal management integration module 100, the refrigerant sequentially passes through the third one-way valve 1213 and the second one-way valve 1212, enters the second electronic expansion valve 1222 for expansion, and after throttling expansion, flows out of the thermal management integration module 100 through the fifth sub-interface 1125 and enters the battery cold plate 505. The low-temperature and low-pressure gas-liquid mixture absorbs the battery heat and evaporates to achieve battery cooling. The refrigerant flowing out of the battery cold plate 505 enters the thermal management integration module 100 again through the fourth sub-interface 1124, and after sequentially passing through the electronic release valve 1223 and the fourth control valve 1233, flows out of the thermal management integration module 100 through the third sub-expansion valve, and the refrigerant returns to the inlet of the compressor 501 to complete the cycle process of the battery cooling mode.

[0182] 11. Air conditioner dehumidification mode:

[0183] Please refer to Figure 21 , in this mode, the compressor 501 outputs high-temperature and high-pressure gaseous refrigerant, which then enters the out-of-vehicle condenser 504 through the first control valve 511, and is liquefied into medium-temperature and high-pressure liquid refrigerant in the out-of-vehicle condenser 504, and then enters the thermal management integration module 100 through the eighth sub-interface 1128 and passes through the third one-way valve 1213. The refrigerant after passing through the third one-way valve 1213 is divided into two paths:

[0184] One path enters the second electronic expansion valve 1222 for throttling expansion to form a low-temperature and low-pressure gas-liquid mixture. The low-temperature and low-pressure gas-liquid mixture flows out of the thermal management integration module 100 through the seventh sub-interface 1127, and then enters the in-vehicle evaporator 502 to absorb heat and evaporate, causing the temperature of the passenger compartment to drop. The refrigerant flowing out of the in-vehicle evaporator 502 sequentially passes through the fifth sub-interface 1125 and the third sub-interface 1123, and then returns to the inlet of the compressor 501;

[0185] The other path flows into the in-vehicle condenser 503, releases heat in the in-vehicle condenser 503, and blows hot air into the vehicle through the blower to heat the vehicle interior. The refrigerant flowing out of the in-vehicle condenser 503 enters the thermal management integration module 100 through the first sub-interface 1121 and is throttled and expanded by the fourth electronic expansion valve 1224. The throttled and expanded refrigerant enters the heat exchanger 3, exchanges heat and evaporates, and the refrigerant flowing out of the heat exchanger 3 converges with the other path through the pipeline between the third one-way valve 1213 and the second electronic expansion valve 1222, and then returns to the inlet of the compressor 501 along the same flow path to complete the cycle in this mode.

[0186] II. Working modes based on the second thermal management module 2:

[0187] 1. High-temperature heat dissipation mode:

[0188] Please refer to Figure 22 , in this mode, the coolant in the oil-cooled heat exchanger 507 enters the thermal management integration module 100 through the ninth sub-interface 2121, then enters the water pump 222, and the coolant flowing out of the water pump 222 enters the four-way valve 221. The coolant flowing out of the four-way valve 221 flows out of the thermal management integration module 100 through the eleventh sub-interface 2123, enters the radiator 506, and the coolant flowing out of the radiator 506 returns to the other end of the oil-cooled heat exchanger 507 through the twelfth sub-interface 2124 and the tenth sub-interface 2122 to complete the circulation process in this mode.

[0189] 2. Heat pump operating mode below -10°C:

[0190] Please refer to Figure 23 , in this mode, the coolant in the oil-cooled heat exchanger 507 enters the thermal management integration module 100 through the ninth sub-interface 2121, then enters the water pump 222, and the coolant flowing out of the water pump 222 enters the heat exchanger 3. After heat exchange with the refrigerant in the heat exchanger 3, it flows out of the heat exchanger 3 and enters the four-way valve 221. The refrigerant flowing out of the four-way valve 221 flows out of the thermal management integration module 100 through the tenth sub-interface 2122 and then returns to the other end of the oil-cooled heat exchanger 507 to complete the circulation process in this mode.

[0191] 3. Heat pump operating mode between -10°C and 10°C:

[0192] Please refer to Figure 24 , in this mode, the coolant in the oil-cooled heat exchanger 507 enters the thermal management integration module 100 through the ninth sub-interface 2121, then enters the water pump 222, and the coolant flowing out of the water pump 222 enters the four-way valve 221. The coolant flowing out of the four-way valve 221 flows out of the thermal management integration module 100 through the eleventh sub-interface 2123, enters the radiator 506, and the coolant flowing out of the radiator 506 returns to the other end of the oil-cooled heat exchanger 507 through the twelfth sub-interface 2124 and the tenth sub-interface 2122 to complete the circulation process in this mode.

[0193] 4. Endothermic and heat dissipation operating mode:

[0194] Please refer to Figure 25, in this mode, the coolant in the oil-cooled heat exchanger 507 enters the thermal management integration module 100 through the ninth sub-interface 2121, then enters the water pump 222. The coolant flowing out of the water pump 222 enters the heat exchanger 3, exchanges heat with the refrigerant in the heat exchanger 3, then flows out of the heat exchanger 3 and enters the four-way valve 221. The coolant flowing out of the four-way valve 221 flows out of the thermal management integration module 100 through the eleventh sub-interface 2123, enters the radiator 506, and the coolant flowing out of the radiator 506 returns to the other end of the oil-cooled heat exchanger 507 through the twelfth sub-interface 2124 and the tenth sub-interface 2122 to complete the circulation process in this mode.

[0195] According to the third aspect of the present application, a vehicle is further provided, including the thermal management system as described above. This vehicle has all the beneficial effects of the above thermal management system, which will not be elaborated herein again.

[0196] In some embodiments, the vehicle includes a new energy vehicle. The new energy vehicle uses a battery as the power source. Under different environmental conditions (such as low temperature or high temperature), and different working modes (such as battery charging, high-speed driving, etc.), different thermal management modes need to be adopted. By applying the thermal management system provided by the present application, the switching of multiple thermal management modes can be realized, so as to adapt to different environmental conditions and working modes. Moreover, due to the high integration degree of the thermal management integration module 100 adopted in the thermal management system, the installation space is also saved.

[0197] According to the third aspect of the present application, a vehicle is further provided, including the vehicle heat exchange system as described above. This vehicle has all the beneficial effects of the above vehicle heat exchange system, which will not be elaborated herein again.

[0198] In the description of the present application, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more features. In the description of the present application, "a plurality" means two or more, unless otherwise specifically defined.

[0199] In the above embodiments, the descriptions of each embodiment have their own emphases. For the parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0200] Among the embodiments, embodiments, and related technical features of the present application, they can be combined and replaced with each other without conflict.

[0201] The above are only the preferred embodiments of the present application and do not impose any formal restrictions on the present application. However, any simple modifications, equivalent changes, and decorations made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application still fall within the scope of the technical solution of the present application.

Claims

1. A thermal management system, characterized in that, It includes a compressor, an in-vehicle condenser, a first electronic expansion valve, and a battery cold plate; The outlet of the compressor is adapted to communicate with the inlet of the in-vehicle condenser, the outlet of the in-vehicle condenser is adapted to communicate with the first end of the first electronic expansion valve, the second end of the first electronic expansion valve is adapted to communicate with the first end of the battery cold plate, and the second end of the battery cold plate is adapted to communicate with the inlet of the compressor.

2. The thermal management system according to claim 1, wherein It further includes a fourth electronic expansion valve and a heat exchanger, and the heat exchanger has a refrigerant heat exchange flow path; The outlet of the in-vehicle condenser is also adapted to communicate with the first end of the fourth electronic expansion valve, and the second end of the fourth electronic expansion valve is adapted to communicate with the inlet of the compressor through the refrigerant heat exchange flow path of the heat exchanger.

3. The thermal management system according to claim 2, wherein It further includes a fourth control valve, and the fourth control valve is connected between the outlet of the in-vehicle condenser and the heat exchanger, and the fourth control valve is in parallel with the fourth electronic expansion valve.

4. The thermal management system according to claim 2, wherein, The outlet of the compressor is also adapted to communicate with the second end of the battery cold plate, the first end of the battery cold plate is adapted to communicate with the second end of the first electronic expansion valve, and the first end of the first electronic expansion valve is adapted to communicate with the heat exchanger through a first one-way valve.

5. The thermal management system according to claim 4, wherein An electronic release valve is provided on the connecting pipeline between the outlet of the compressor and the second end of the battery cold plate.

6. The thermal management system according to claim 1, wherein, It further includes an out-of-vehicle condenser, a second electronic expansion valve, and an in-vehicle evaporator; The outlet of the compressor is adapted to communicate with the inlet of the out-of-vehicle condenser, the outlet of the out-of-vehicle condenser is adapted to communicate with the first end of the second electronic expansion valve, the second end of the second electronic expansion valve is adapted to communicate with the first end of the in-vehicle evaporator, and the second end of the in-vehicle evaporator is adapted to communicate with the inlet of the compressor.

7. The thermal management system according to claim 6, characterized in that, The outlet of the out-of-vehicle condenser is also adapted to communicate with the first end of the first electronic expansion valve, and a second one-way valve is provided on the connecting pipeline between the outlet of the out-of-vehicle condenser and the first end of the first electronic expansion valve.

8. The thermal management system according to claim 2, characterized in that, The heat exchanger further includes a coolant heat exchange flow path, the coolant heat exchange flow path and the refrigerant heat exchange flow path are adapted to heat exchange, and a radiator and / or an oil cooler heat exchanger are provided on the coolant heat exchange flow path.

9. A thermal management system, characterized in that, It includes a compressor, an in-vehicle condenser, a battery cold plate, and a thermal management integration module; The thermal management integration module includes a first thermal management module, and a plurality of first flow channel structures for refrigerant to flow through are provided in the first thermal management module, and at least part of the first flow channel structures are provided with first electronic expansion valves; The outlet of the compressor communicates with the inlet of the in-vehicle condenser, the outlet of the in-vehicle condenser communicates with the first end of the battery cold plate through one of the first flow channel structures, and the first electronic expansion valve is provided on the first flow channel structure connecting the outlet of the in-vehicle condenser and the first end of the battery cold plate.

10. The thermal management system according to claim 9, characterized in that, The thermal management integration module further includes: A second thermal management module, and a plurality of second flow channel structures (211) for coolant to flow through are provided in the second thermal management module, and the second thermal management module and the first thermal management module are fixedly connected; A heat exchanger, which is fixedly installed on the first thermal management module, and the heat exchanger is respectively communicated with the first thermal management module and the second thermal management module, and the heat exchanger is configured to exchange heat between the refrigerant and the coolant.

11. The thermal management system according to claim 10, characterized in that, The first thermal management module is further provided with a plurality of first interfaces, and each of the first interfaces is communicated with a corresponding first flow channel structure; The second thermal management module is further provided with a plurality of second interfaces, and each of the second interfaces is communicated with a corresponding second flow channel structure; Wherein, the plurality of first interfaces and the plurality of second interfaces are respectively arranged on different sides of the thermal management integration module.

12. A vehicle, characterized in that, Including the thermal management system according to any one of claims 1-8 or the thermal management system according to any one of claims 9-11.

13. The vehicle according to claim 12, characterized in that, The vehicle includes a new energy vehicle.

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