Cooling liquid integrated module with motor bypass 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 integrated module with a motor bypass and an automobile thermal management system. By arranging a first water pump, a second water pump, a third water pump, a five-way valve, a six-way valve, a first three-way proportional regulating valve and a second three-way proportional regulating valve, a condenser, a motor unit, a radiator, a warm core, a battery cooler and a battery pack unit load are integrated in the cooling liquid integrated module with the motor bypass; the integration level of the cooling liquid integration module with the motor bypass is improved, the installation space is saved, and the space utilization rate is improved. And meanwhile, the cooling liquid integrated module with the motor bypass can perform uniform-temperature heat storage on the motor unit, so that the working efficiency is improved, the motor unit is protected, and the energy consumption is reduced.

Description

Technical Field

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

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

[0003] With the development of automotive thermal management systems, people are gradually pursuing higher-integrated automotive thermal management systems. However, the current automotive thermal management systems integrate fewer loads, which undoubtedly reduces the integration degree of the automotive thermal management system, resulting in a larger occupied space of the automotive thermal management system, making the front cabin layout of the vehicle more crowded and increasing costs. At the same time, the current coolant integrated modules do not have a motor bypass flow path, which makes it difficult for the motor to maintain within an appropriate working temperature range, thereby reducing the working efficiency of the motor, increasing energy consumption, and increasing costs.

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

[0005] The first object of the utility model is to propose a coolant integrated module with a motor bypass, which has a high integration degree, saves installation space, achieves the purpose of cost savings; improves the working efficiency of the motor unit, protects the motor unit, and saves energy consumption.

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

[0007] The utility model provides a coolant integrated module with a motor bypass, including a condenser, a motor unit, a radiator, a warm core, a battery cooler, a battery pack unit, a first water pump, a second water pump, a third water pump, a five-way valve, a six-way valve, a first three-way proportional regulating valve, and a second three-way proportional regulating valve;

[0008] The coolant integrated module with a motor bypass has an idle battery cooling and motor self-circulation mode. In the idle battery cooling and motor self-circulation mode:

[0009] The outlet of the condenser is sequentially connected to the a port and b port of the first three-way proportional regulating valve, the a port and e port of the five-way valve, the radiator, the a port and c port of the second three-way proportional regulating valve, the first water pump, and the inlet of the condenser to form a first high-temperature side closed-loop circuit;

[0010] The outlet of the battery cooler is sequentially connected to port c and port b of the five-way valve, the third water pump, and the battery pack unit. The battery pack unit is sequentially connected to port c and port d of the six-way valve and the inlet of the battery cooler to form a first low-temperature side closed-loop circuit.

[0011] The outlet of the motor unit is sequentially connected to port e and port f of the six-way valve and the second water pump, and the second water pump is connected to the inlet of the motor unit to form a first motor coolant self-circulation circuit.

[0012] As an alternative technical solution of the coolant integration module with motor bypass, the coolant integration module with motor bypass has a mode of using battery waste heat to heat the vehicle cabin and motor self-circulation. In the mode of using battery waste heat to heat the vehicle cabin and motor self-circulation:

[0013] The outlet of the condenser is sequentially connected to port a and port c of the first three-way proportional regulating valve, the warm core, the first water pump, and the inlet of the condenser to form a second high-temperature side closed-loop circuit.

[0014] As an alternative technical solution of the coolant integration module with motor bypass, the coolant integration module with motor bypass has a mode of using battery waste heat to heat the vehicle cabin and motor self-circulation. In the mode of using battery waste heat to heat the vehicle cabin and motor self-circulation:

[0015] The outlet of the battery cooler is sequentially connected to port c and port b of the five-way valve, the third water pump, and the battery pack unit. The battery pack unit is sequentially connected to port c and port d of the six-way valve and the inlet of the battery cooler to form a second low-temperature side closed-loop circuit.

[0016] As an alternative technical solution of the coolant integration module with motor bypass, the coolant integration module with motor bypass has a mode of using battery waste heat to heat the vehicle cabin and motor self-circulation. In the mode of using battery waste heat to heat the vehicle cabin and motor self-circulation:

[0017] The outlet of the motor unit is sequentially connected to port e and port f of the six-way valve and the second water pump, and the second water pump is connected to the inlet of the motor unit to form a second motor coolant self-circulation circuit.

[0018] As an alternative technical solution of the coolant integration module with motor bypass, the coolant integration module with motor bypass has a battery cooling mode. In the battery cooling mode:

[0019] The outlet of the condenser is sequentially connected to port a and port b of the first three-way proportional regulating valve, port a and port e of the five-way valve, the radiator, port a and port b of the second three-way proportional regulating valve, the second water pump, and the motor unit. The motor unit is sequentially connected to port g and port a of the six-way valve, the first water pump, and the inlet of the condenser to form a third high-temperature side closed-loop circuit;

[0020] The outlet of the battery cooler is sequentially connected to port c and port b of the five-way valve, the third water pump, and the battery pack unit. The battery pack unit is sequentially connected to port c and port d of the six-way valve and the inlet of the battery cooler to form a third low-temperature side closed-loop circuit.

[0021] As an alternative technical solution of the coolant integrated module with motor bypass, the coolant integrated module with motor bypass has a vehicle cabin heating mode. In the vehicle cabin heating mode:

[0022] The outlet of the condenser is sequentially connected to port a and port c of the first three-way proportional regulating valve, the warm core, the first water pump, and the inlet of the condenser to form a fourth high-temperature side closed-loop circuit;

[0023] The outlet of the battery cooler is sequentially connected to port c and port e of the five-way valve, the radiator, port a and port b of the second three-way proportional regulating valve, the second water pump, and the motor unit. The motor unit is sequentially connected to port e and port d of the six-way valve and the inlet of the battery cooler to form a fourth low-temperature side closed-loop circuit.

[0024] As an alternative technical solution of the coolant integrated module with motor bypass, the coolant integrated module with motor bypass has a mode of heating the battery and the vehicle cabin simultaneously. In the mode of heating the battery and the vehicle cabin simultaneously:

[0025] The outlet of the condenser is connected to all of port a, port b, and port c of the first three-way proportional regulating valve. Port c of the first three-way proportional regulating valve is sequentially connected to the warm core, the first water pump, and the inlet of the condenser; Port b of the first three-way proportional regulating valve is sequentially connected to port a and port b of the five-way valve, the third water pump, the battery pack unit, and port c and port a of the six-way valve. Port a of the six-way valve is connected to the first water pump to form a fifth high-temperature side closed-loop circuit;

[0026] The outlet of the battery cooler is sequentially connected to port c and port e of the five-way valve, the radiator, port a and port b of the second three-way proportional regulating valve, the second water pump, and the motor unit. The motor unit is sequentially connected to port e and port d of the six-way valve and the inlet of the battery cooler to form a fifth low-temperature side closed-loop circuit.

[0027] As an alternative technical solution of a coolant integrated module with motor bypass, the coolant integrated module with motor bypass has a battery heating mode. In the battery heating mode:

[0028] The outlet of the condenser is connected to port a and port b of the first three-way proportional regulating valve, port a and port b of the five-way valve, the third water pump, the battery pack unit, port c and port a of the six-way valve, and the first water pump to form a sixth high-temperature side closed-loop circuit;

[0029] The outlet of the battery cooler is sequentially connected to port c and port e of the five-way valve, the radiator, port a and port b of the second three-way proportional regulating valve, the second water pump, and the motor unit. The motor unit is sequentially connected to port e and port d of the six-way valve and the inlet of the battery cooler to form a sixth low-temperature side closed-loop circuit.

[0030] As an alternative technical solution of a coolant integrated module with motor bypass, the coolant integrated module with motor bypass has a waste heat recovery mode. In the waste heat recovery mode:

[0031] The outlet of the condenser is connected to port a, port b, and port c of the first three-way proportional regulating valve. Port c of the first three-way proportional regulating valve is sequentially connected to the warm core, the first water pump, and the inlet of the condenser; Port b of the first three-way proportional regulating valve is sequentially connected to port a and port b of the five-way valve, the third water pump, the battery pack unit, and port c and port a of the six-way valve. Port a of the six-way valve is connected to the first water pump to form a seventh high-temperature side closed-loop circuit;

[0032] The outlet of the battery cooler is sequentially connected to port c and port d of the five-way valve, the second water pump, and the motor unit. The motor unit is sequentially connected to port e and port d of the six-way valve and the battery cooler to form a seventh low-temperature side closed-loop circuit.

[0033] The second object of the present invention is to provide an automotive thermal management system, which occupies a smaller space in the front compartment of the vehicle, improves the integration degree, saves costs, prolongs the service life of the motor unit, improves the working efficiency of the motor unit, and saves energy consumption.

[0034] To achieve this purpose, the present invention adopts the following technical solutions:

[0035] The present invention provides an automotive thermal management system, which includes a refrigerant circuit and the coolant integrated module with motor bypass described in any one of the above alternative technical solutions. The refrigerant circuit exchanges heat with the coolant integrated module with motor bypass through the condenser and the battery cooler.

[0036] The beneficial effects of the present utility model at least include:

[0037] The present utility model provides a coolant integration module with a motor bypass. The coolant integration module with a motor bypass mainly includes a condenser, a motor unit, a radiator, a heater core, a battery cooler, a battery pack unit, a first water pump, a second water pump, a third water pump, as well as a five-way valve, a six-way valve, a first three-way proportional regulating valve, and a second three-way proportional regulating valve.

[0038] The coolant integration module with a motor bypass has an idle battery cooling and motor self-circulation mode. In the idle battery cooling and motor self-circulation mode: the outlet of the condenser is connected in sequence to the a port and b port of the first three-way proportional regulating valve, the a port and e port of the five-way valve, the radiator, the a port and c port of the second three-way proportional regulating valve, and the first water pump. The first water pump is connected to the inlet of the condenser to form a first high-temperature side closed-loop circuit. The outlet of the battery cooler is connected in sequence to the c port and b port of the five-way valve, the third water pump, and the battery pack unit. The battery pack unit is connected to the c port and d port of the six-way valve and the inlet of the battery cooler in sequence to form a first low-temperature side closed-loop circuit. The outlet of the motor unit is connected in sequence to the e port and f port of the six-way valve and the second water pump, and the second water pump is connected to the inlet of the motor unit to form a first motor coolant self-circulation circuit.

[0039] As above, through the settings of the first water pump, the second water pump, the third water pump, the five-way valve, the six-way valve, the first three-way proportional regulating valve, and the second three-way proportional regulating valve, the loads of the condenser, the motor unit, the radiator, the heater core, the battery cooler, and the battery pack unit are integrated into the coolant integration module with a motor bypass, thereby improving the integration degree of the coolant integration module with a motor bypass, saving installation space, improving space utilization rate, and saving costs.

[0040] In addition, the coolant integration module with a motor bypass has an idle battery cooling and motor self-circulation mode. In this way, when the vehicle is in a parked state, the battery pack unit can be cooled, the service life of the battery pack unit can be extended, and the safety can be improved. At the same time, the motor unit can achieve self-circulation under the series connection of the second water pump and the six-way valve, so that the motor unit can always maintain a constant temperature state, avoiding the phenomenon of local overheating or local overcooling, thereby achieving the effect of equalizing the temperature of the motor unit, extending the service life of the motor unit, improving the working efficiency of the motor unit, and saving energy consumption.

[0041] The present utility model also provides an automotive thermal management system. The automotive thermal management system occupies a smaller space in the front cabin of the vehicle, improves the space utilization rate of the whole vehicle, improves the integration degree of the automotive thermal management system, and saves costs. It can extend the service life of the motor unit, improve the working efficiency of the motor unit, and save energy consumption. Brief Description of the Drawings

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model, the following will briefly introduce the drawings required for description in the embodiments of the present utility model. Obviously, the drawings in the following description are only some embodiments of the present utility model. 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 utility model and these drawings.

[0043] Figure 1 It is the schematic diagram of the coolant integration module with motor bypass provided by the embodiment of the present utility model;

[0044] Figure 2 It is the schematic diagram of the coolant integration module with motor bypass provided by the embodiment of the present utility model in the idle battery cooling and motor self-circulation mode;

[0045] Figure 3 It is the schematic diagram of the coolant integration module with motor bypass provided by the embodiment of the present utility model in the battery waste heat heating the cabin and motor self-circulation mode;

[0046] Figure 4 It is the schematic diagram of the coolant integration module with motor bypass provided by the embodiment of the present utility model in the battery cooling mode;

[0047] Figure 5 It is the schematic diagram of the coolant integration module with motor bypass provided by the embodiment of the present utility model in the cabin heating mode;

[0048] Figure 6 It is the schematic diagram of the coolant integration module with motor bypass provided by the embodiment of the present utility model in the battery and cabin simultaneous heating mode;

[0049] Figure 7 It is the schematic diagram of the coolant integration module with motor bypass provided by the embodiment of the present utility model in the battery heating mode;

[0050] Figure 8 It is the schematic diagram of the coolant integration module with motor bypass provided by the embodiment of the present utility model in the waste heat recovery mode.

[0051] Reference Numerals

[0052] 11. Condenser; 12. Motor unit; 13. Radiator; 14. Warm core; 15. Battery cooler; 16. Battery pack unit;

[0053] 21. Five-way valve; 22. Six-way valve;

[0054] 31. First water pump; 32. Second water pump; 33. Third water pump. Detailed implementation manners

[0055] To make the objectives, technical solutions and advantages of the embodiments of the present utility model clearer, the technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are some but not all of the embodiments of the present utility model. 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.

[0056] Therefore, the following detailed description of the embodiments of the present utility model provided in the drawings is not intended to limit the scope of the claimed present utility model, but is merely representative of selected embodiments of the present utility model. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0057] 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.

[0058] 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 usually 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 cannot be construed as indicating or implying relative importance. In the description of the present utility model, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0059] In the description of the present utility model, it should also be noted that unless otherwise clearly defined and limited, the terms "installed" 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.

[0060] In the present utility model, unless otherwise clearly specified and defined, the first feature being "above" or "below" the second feature may include the 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 other 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.

[0061] Embodiments of the present utility model will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, where 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 with reference to the accompanying drawings are exemplary and are only used to explain the present utility model and should not be construed as a limitation of the present utility model.

[0062] This embodiment provides a coolant integrated module with a motor bypass, which has a high integration degree, can save installation space and achieve the purpose of cost saving; at the same time, it can improve the working efficiency of the motor unit, protect the motor unit and save energy consumption.

[0063] As Figures 1 - 8 shown, the coolant integrated module with a motor bypass mainly includes a condenser 11, a motor unit 12, a radiator 13, a heater 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, a five-way valve 21, a six-way valve 22, a first three-way proportional regulating valve and a second three-way proportional regulating valve.

[0064] The coolant integrated module with a motor bypass has an idle battery cooling and motor self-circulation mode. In the idle battery cooling and motor self-circulation mode:

[0065] The outlet of the condenser 11 is sequentially connected to the a port and b port of the first three-way proportional regulating valve, the a port and e port of the five-way valve 21, the radiator 13, the a port and c port of the second three-way proportional regulating valve, and the first water pump 31. The first water pump 31 is connected to the inlet of the condenser 11 to form a first high-temperature side closed-loop circuit.

[0066] The outlet of the battery cooler 15 is sequentially connected to the c port and b port of the five-way valve 21, the third water pump 33 and the battery pack unit 16. The battery pack unit 16 is sequentially connected to the c port and d port of the six-way valve 22 and the inlet of the battery cooler 15 to form a first low-temperature side closed-loop circuit.

[0067] The outlet of the motor unit 12 is successively communicated with the ports e and f of the six-way valve 22 and the second water pump 32, and the second water pump 32 is communicated with the inlet of the motor unit 12 to form a first motor coolant self-circulation loop.

[0068] 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 five-way valve 21, the six-way valve 22, the first three-way proportional regulating valve, and the second three-way proportional regulating valve, the loads of the condenser 11, the motor unit 12, the radiator 13, the warm core 14, the battery cooler 15 and the battery pack unit 16 are integrated into the coolant integration module with motor bypass, thereby improving the integration degree of the coolant integration module with motor bypass, saving installation space, improving space utilization rate, and saving costs.

[0069] In addition, the coolant integration module with motor bypass has an idle battery cooling and motor self-circulation mode. In this way, when the vehicle is in a parked state, the battery pack unit 16 can be cooled to extend the service life of the battery pack unit 16 and improve safety. At the same time, the motor unit 12 can achieve self-circulation under the series connection of the second water pump 32 and the ports e and f of the six-way valve 22, so that the motor unit 12 can always maintain a constant temperature state, avoiding the phenomenon of local overheating or local overcooling, thereby achieving the temperature equalization effect of the motor unit 12, extending the service life of the motor unit 12, improving the working efficiency of the motor unit 12, and saving energy consumption. At the same time, in winter, the first motor coolant self-circulation loop can also play a role in storing heat for the motor unit 12 and saving energy consumption.

[0070] It can be understood that in the first motor coolant self-circulation loop, through the settings of the second water pump 32 and the six-way valve 22, the coolant can circulate smoothly, realizing the circulation of the coolant in the first motor coolant self-circulation loop. Usually, the medium-temperature coolant circulates in the first motor coolant self-circulation loop.

[0071] The five-way valve 21 and the six-way valve 22 in this embodiment can change parameters such as the flow rate, pressure and temperature of the coolant according to the control signal, so as to achieve precise control of the coolant. That is to say, the five-way valve 21 and the six-way valve 22 in this embodiment have the function of proportionally regulating the coolant, so as to achieve the purpose of changing the physical state of the coolant. In addition, the five-way valve 21 and the six-way valve 22 in this embodiment can also change the flow direction of the coolant in the pipeline, so that the coolant can flow to the corresponding load for heat exchange according to specific actual needs. Optionally, the five-way valve 21 and the six-way valve 22 in this embodiment are both common components on the market, and their structures and working principles will not be elaborated here.

[0072] It can be understood that the coolant in the coolant integration module with motor bypass in this embodiment exchanges heat with the refrigerant in the vehicle thermal management system (the refrigerant circuit is not shown in the figure), and thus can heat or cool the coolant, so as to form the high-temperature side coolant and the low-temperature side coolant in different working modes, so as to meet the heating or cooling requirements of the coolant for different loads in different working modes.

[0073] It can be understood that the warm core 14 in this embodiment is used to heat the vehicle cabin to meet the actual requirements of passengers for the cabin temperature.

[0074] It can be understood that the settings of the first three-way proportional regulating valve and the second three-way proportional regulating valve in this embodiment can change parameters such as the flow rate, pressure and temperature of the coolant according to the control signal, so as to achieve precise control of the coolant. The first three-way proportional regulating valve and the second three-way proportional regulating valve in this embodiment are common components on the market, and their working principles and specific structures will not be elaborated here.

[0075] 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 thus improve the working efficiency of the coolant integration module with motor bypass.

[0076] In addition, the first water pump 31, the second water pump 32, the third water pump 33, the five-way valve 21, the six-way valve 22, the first three-way proportional regulating valve and the second three-way proportional regulating valve in this embodiment are all arranged in the middle of the coolant integration module with motor bypass, and the six loads are divided into two columns and are respectively located on both sides of the coolant integration module with motor bypass. This is convenient for the flow path connection between each load, reduces the length of the flow path, and thus can reduce the heat loss of the coolant in the flow path, improve the heat exchange efficiency, save energy consumption and cost. At the same time, such an arrangement can also improve the integration degree of the coolant integration module with motor bypass, save the installation space, has a simple structure and occupies a small space. In addition, it can also improve the convenience of the flow path installation between each load, improve the assembly efficiency, and is also beneficial to the later maintenance.

[0077] The coolant integration module with motor bypass in this embodiment has multiple working modes. For example, in addition to the idle battery cooling and motor self-circulation mode described above, the coolant integration module with motor bypass also has the battery waste heat heating the vehicle cabin and motor self-circulation mode, the battery cooling mode, the vehicle cabin heating mode, the battery and vehicle cabin simultaneous heating mode, the battery heating mode and the waste heat recovery mode. This can meet the needs of users for different modes, improve the user experience, and improve the functional diversity and flexible applicability of the coolant integration module with motor bypass.

[0078] The coolant flow direction of the coolant integrated module with motor bypass in different working modes is described below. It should be noted that Figures 1 - 8 The abbreviations of each component in

[0079] are as follows:

[0080] Condenser 11 (WCC), motor unit 12 (EDU), radiator 13 (LTR), heater core 14 (HTR), battery cooler 15 (Chiller), battery pack unit 16 (BAT);

[0081] Five-way valve 21 (5WV1), six-way valve 22 (6WV2);

[0082] First three-way proportional regulating valve (TWV1), second three-way proportional regulating valve (TWV2).

[0083] As Figure 2 shown, when the coolant integrated module with motor bypass is in the idle battery cooling and motor self-circulation mode, the coolant (high temperature) flowing out of the outlet of the condenser 11 passes through the a port and b port of the first three-way proportional regulating valve, the a port and e port of the five-way valve 21, and then enters the radiator 13, so that the coolant exchanges heat with the radiator 13. The coolant flowing out of the radiator 13 passes through the a port and c port of the second three-way proportional regulating valve and is then driven by the first water pump 31 to the inlet of the condenser 11, completing the circulation of the coolant in the first high-temperature side closed-loop circuit.

[0084] The coolant (low temperature) flowing out of the outlet of the battery cooler 15 passes through the c port and b port of the five-way valve 21, the third water pump 33 and the battery pack unit 16, enabling the coolant to exchange heat with the battery pack unit 16. The coolant after heat exchange passes through the c port and d port of the six-way valve 22 and the inlet of the battery cooler 15 and then flows back into the battery cooler 15, completing the circulation of the coolant in the first low-temperature side closed-loop circuit.

[0085] The coolant (medium temperature) flowing out of the outlet of the motor unit 12 passes through the e port and f port of the six-way valve 22 and the second water pump 32 and then flows back into the motor unit 12 to complete the circulation of the coolant in the first motor coolant self-circulation circuit, realizing the heat exchange between the medium-temperature coolant and the motor unit 12, enabling the motor unit 12 to always be within a reasonable working temperature and improving the working efficiency of the motor unit 12.

[0086] It should be noted that in the idle battery cooling and motor self-circulation mode, the idle battery cooling refers to cooling down the battery pack unit 16 when the vehicle is in the parked state, extending the service life of the battery pack unit 16 and improving safety. At the same time, the motor unit 12 can achieve self-circulation under the series connection of the second water pump 32 and the e port and f port of the six-way valve 22, so that the motor unit 12 can always maintain a constant temperature, avoiding the phenomenon of excessive local temperature or too low local temperature, extending the service life of the motor unit 12, improving the working efficiency of the motor unit 12, and saving energy consumption.

[0087] In the first 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 first 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. In the first motor coolant self-circulation circuit of this embodiment, the heat of the coolant exchanges heat with the motor unit 12, so that the motor unit 12 can always maintain a constant temperature, avoiding the phenomenon of excessive local temperature or too low local temperature, thereby achieving the temperature equalization effect on the motor unit 12, extending the service life of the motor unit 12, improving the working efficiency of the motor unit 12, and saving energy consumption.

[0088] As Figure 3 shown, when the coolant integrated module with motor bypass is in the battery waste heat heating the cabin and motor self-circulation mode, the coolant (high temperature) flowing out of the outlet of the condenser 11 passes through the a port and c port of the first three-way proportional regulating valve in sequence and then enters the warm core 14 to heat the warm core 14, so that the warm core 14 releases heat to the cabin. The coolant after heat exchange enters the first water pump 31 and the inlet of the condenser 11 in sequence to complete the circulating flow of the coolant in the second high-temperature side closed-loop circuit.

[0089] The coolant (low temperature) flowing out of the outlet of the battery cooler 15 passes through the c port and b port of the five-way valve 21, the third water pump 33 and the battery pack unit 16 in sequence, so that the coolant can exchange heat with the battery pack unit 16. The coolant after heat exchange passes through the c port and d port of the six-way valve 22 and the inlet of the battery cooler 15 in sequence and then flows back into the battery cooler 15 to complete the circulating flow of the coolant in the second low-temperature side closed-loop circuit.

[0090] The coolant (medium temperature) flowing out of the outlet of the motor unit 12 passes through the ports e and f of the six-way valve 22 and the second water pump 32 in sequence and then flows back into the motor unit 12 to complete the circulation of the coolant in the second motor coolant self-circulation loop, realizing the heat exchange between the medium-temperature coolant and the motor unit 12, enabling the motor unit 12 to always be within a reasonable operating temperature, achieving the effect of uniform temperature, and improving the working efficiency.

[0091] It should be noted that in the mode of using the waste heat of the battery to heat the vehicle cabin and the motor self-circulation mode, after the heat of the battery pack unit 16 is cooled by the coolant, the coolant transfers this part of the heat to the battery cooler 15, and then the battery cooler 15 transfers this part of the heat to the coolant in the condenser 11 through the refrigerant circuit (not shown in the figure), so that the coolant flowing out of the condenser 11 is high-temperature coolant, and then it can be used to heat the warm core 14 to achieve the heating effect on the vehicle cabin.

[0092] In this embodiment, the heat of the coolant in the second high-temperature side closed-loop circuit is exchanged with the refrigerant in the refrigerant circuit through the condenser 11 so that the coolant flowing out of the condenser 11 can be in a high-temperature state. The heat of the coolant in the second low-temperature side closed-loop circuit in this embodiment is exchanged with the refrigerant in the refrigerant circuit through the battery cooler 15 so that the coolant flowing out of the battery cooler 15 can be in a low-temperature state. The heat of the coolant in the second motor coolant self-circulation loop in this embodiment is exchanged with the motor unit 12, enabling the motor unit 12 to always maintain a constant temperature state, avoiding the phenomenon of local overheating or local overcooling, thus achieving the effect of uniform temperature of the motor unit 12, extending the service life of the motor unit 12, improving the working efficiency of the motor unit 12, and saving energy consumption. At the same time, in winter, this second motor coolant self-circulation loop can also play a role in storing heat for the motor unit 12, saving energy consumption.

[0093] As Figure 4 shown, when the coolant integrated module with motor bypass is in the battery cooling mode, in the battery cooling mode, the coolant (high temperature) flowing out of the outlet of the condenser 11 passes through the ports a and b of the first three-way proportional regulating valve, the ports a and e of the five-way valve 21, the radiator 13, the ports a and b of the second three-way proportional regulating valve, the second water pump 32 and the motor unit 12 in sequence. The coolant exchanges heat with the motor unit 12, and then the coolant after heat exchange passes through the ports g and a of the six-way valve 22 and the first water pump 31 and flows back to the inlet of the condenser 11 to complete the circulation of the coolant in the third high-temperature side closed-loop circuit.

[0094] The coolant (low temperature) flowing out of the outlet of the battery cooler 15 sequentially passes through the c port and the b port of the five-way valve 21, the third water pump 33, and the battery pack unit 16, enabling the coolant to exchange heat with the battery pack unit 16. After heat exchange, the coolant sequentially passes through the c port and the d port of the six-way valve 22 and the inlet of the battery cooler 15 and then flows back into the battery cooler 15 to complete the circulation of the coolant in the third low-temperature side closed-loop circuit.

[0095] 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.

[0096] As Figure 5 shown, when the coolant integrated module with motor bypass is in the vehicle cabin heating mode, the coolant (high temperature) flowing out of the outlet of the condenser 11 sequentially passes through the a port and the c port of the first three-way proportional regulating valve and then enters the warm core 14 to heat the warm core 14, enabling the warm core 14 to release heat to the vehicle cabin. The coolant after heat exchange sequentially enters the first water pump 31 and the inlet of the condenser 11 to complete the circulation of the coolant in the fourth high-temperature side closed-loop circuit.

[0097] The coolant (low temperature) flowing out of the outlet of the battery cooler 15 sequentially passes through the c port and the e port of the five-way valve 21, the radiator 13, the a port and the b port of the second three-way proportional regulating valve, and the second water pump 32 and then flows to the motor unit 12, enabling the coolant to exchange heat with the motor unit 12 and reducing the temperature of the motor unit 12. The coolant flowing out of the motor unit 12 passes through the e port and the d port of the six-way valve 22 and then flows back to the inlet of the battery cooler 15 to complete the circulation of the coolant in the fourth low-temperature side closed-loop circuit.

[0098] In this embodiment, the heat of the coolant in the fourth 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 fourth 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.

[0099] As Figure 6As shown, in this embodiment, when the coolant integrated module with motor bypass is in the mode of heating the battery and the cabin simultaneously, the coolant (high temperature) flowing out of the outlet of the condenser 11 flows into port a of the first three-way proportional regulating valve and is divided into two parts: one part of the coolant flows from port c of the first three-way proportional regulating valve to the warm core 14, exchanges heat with the warm core 14, and finally the coolant flowing out of the warm core 14 flows back to the inlet of the condenser 11 through the first water pump 31. The other part of the coolant flows through port b of the first three-way proportional regulating valve, ports a and b of the five-way valve 21, and the third water pump 33 to the battery pack unit 16, so that the coolant exchanges heat with the battery pack unit 16. The coolant flowing out of the battery pack unit 16 converges with the coolant flowing out of the warm core 14 after passing through ports c and a of the six-way valve 22, and then is driven by the first water pump 31 to the inlet of the condenser 11 to complete the circulation of the coolant in the fifth high-temperature side closed-loop circuit.

[0100] The coolant (low temperature) flowing out of the outlet of the battery cooler 15 sequentially passes through ports c and e of the five-way valve 21, the radiator 13, ports a and b of the second three-way proportional regulating valve, and the second water pump 32 and then flows to the motor unit 12, so that the coolant exchanges heat with the motor unit 12 to reduce the temperature of the motor unit 12. The coolant flowing out of the motor unit 12 flows back to the inlet of the battery cooler 15 after passing through ports e and d of the six-way valve 22 to complete the circulation of the coolant in the fifth low-temperature side closed-loop circuit.

[0101] In this embodiment, the heat of the coolant in the fifth 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 fifth 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.

[0102] As Figure 7 shown, in this embodiment, when the coolant integrated module with motor bypass is in the battery heating mode, the coolant (high temperature) flowing out of the outlet of the condenser 11 sequentially passes through ports a and b of the first three-way proportional regulating valve, ports a and b of the five-way valve 21, and the third water pump 33 and then flows to the battery pack unit 16, so that the coolant exchanges heat with the battery pack unit 16. The coolant flowing out of the battery pack unit 16 is driven by the first water pump 31 to the inlet of the condenser 11 after passing through ports c and a of the six-way valve 22 to complete the circulation of the coolant in the sixth high-temperature side closed-loop circuit.

[0103] The coolant (low temperature) flowing out of the outlet of the battery cooler 15 passes through the c port and e port of the five-way valve 21, the radiator 13, the a port and b port of the second three-way proportional control valve, and the second water pump 32 in sequence and then flows into the motor unit 12, so that the coolant exchanges heat with the motor unit 12 to reduce the temperature of the motor unit 12. The coolant flowing out of the motor unit 12 passes through the e port and d port of the six-way valve 22 and then flows back to the inlet of the battery cooler 15 to complete the circulation of the coolant in the sixth low-temperature side closed-loop circuit.

[0104] The heat of the coolant in the sixth high-temperature closed-loop circuit in this embodiment is exchanged with the refrigerant in the refrigerant circuit through the condenser 11, so that the coolant flowing out of the condenser 11 is kept at a high temperature. The heat of the coolant in the sixth low-temperature 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 is kept at a low temperature.

[0105] Usually, the coolant on the low-temperature side can only exchange heat with the environment through the radiator 13. In this way, in the cold winter, the coolant does not absorb heat from the environment through the radiator 13 effectively, 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.

[0106] Therefore, the coolant integrated module with motor bypass in this embodiment can effectively solve the technical problems of the coolant being unable to absorb heat to the environment through the radiator 13 when the ambient temperature is low, and the heat waste of the motor unit 12 through the waste heat recovery mode.

[0107] like Figure 8 As shown, in this embodiment, when the coolant integrated module with motor bypass is in waste heat recovery mode, the coolant (high temperature) flowing out of the outlet of the condenser 11 flows into port a of the first three-way proportional control valve and is divided into two parts. One part of the coolant flows through port c of the first three-way proportional control valve to the heater core 14, where it exchanges heat with the heater core 14. Finally, the coolant flowing out of the heater core 14 flows back to the inlet of the condenser 11 through the first water pump 31. The other part of the coolant flows through port b of the first three-way proportional control valve, ports a and b of the five-way valve 21, and the third water pump 33 to the battery pack unit 16, where it exchanges heat with the battery pack unit 16. The coolant flowing out of the battery pack unit 16 passes through ports c and a of the six-way valve 22, merges with the coolant flowing out of the heater core 14, and is then driven by the first water pump 31 to the inlet of the condenser 11, completing the coolant circulation in the seventh high-temperature side closed loop.

[0108] The coolant (low temperature) flowing out of the outlet of the battery cooler 15 sequentially passes through port c and port d of the five-way valve 21 and the second water pump 32 and flows into the motor unit 12, enabling the coolant to exchange heat with the motor unit 12 to reduce the temperature of the motor unit 12. The coolant flowing out of the motor unit 12 sequentially passes through port e and port d of the six-way valve 22 and then flows back to the inlet of the battery cooler 15 to complete the circulating flow of the coolant in the seventh low-temperature side closed-loop circuit.

[0109] In this way, in the waste heat recovery mode, the coolant can absorb the heat of the motor unit 12, prevent the heat of the motor unit 12 from dissipating, realize the function of recovering the waste heat of the motor unit 12, save energy consumption and cost.

[0110] In this embodiment, the heat of the coolant in the seventh 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 seventh 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.

[0111] When the vehicle is used in winter, although the motor unit 12 generates heat during driving, due to the low ambient temperature, the motor unit 12 does not need to dissipate heat at this time. Through the setting of the above first motor coolant self-circulation circuit and the second motor coolant self-circulation circuit, on the one hand, it can prevent the local temperature of the motor unit 12 from being too high and achieve the temperature equalization effect on the motor unit 12; on the other hand, it can enable the heat generated by the motor unit 12 to accumulate continuously. When the heat of the motor unit 12 exceeds a certain load, the coolant integration module with a motor bypass can be switched to the waste heat recovery mode, send the heat to places that need heat such as the passenger compartment and the battery pack unit 16, and then the motor unit 12 performs self-circulation and heat storage, thereby improving the utilization rate of heat and achieving the purpose of saving energy consumption and cost.

[0112] It should be noted that, as Figures 2 - 8 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, the fifth high-temperature side closed-loop circuit, the sixth high-temperature side closed-loop circuit and the seventh high-temperature side closed-loop circuit in this embodiment are all represented by dotted lines with arrows; 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, the fifth low-temperature side closed-loop circuit, the sixth low-temperature side closed-loop circuit and the seventh low-temperature side closed-loop circuit are all represented by multi-segment lines with arrows; as Figures 2 - 3 shown, the first motor coolant self-circulation circuit and the second motor coolant self-circulation circuit in this embodiment are both represented by double-dotted lines with arrows. It can be understood that, as Figures 2 - 8The solid lines therein indicate that there is no coolant flowing in the flow path in the corresponding working mode.

[0113] It can be understood that the coolant integrated module with motor bypass in this embodiment further includes a controller, which is electrically connected to the first water pump 31, the second water pump 32, the third water pump 33, the five-way valve 21, the six-way valve 22, the first three-way proportional regulating valve and the second three-way proportional regulating valve, so that the controller can flexibly switch the above seven working modes to meet different 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 will not be elaborated in this embodiment.

[0114] This embodiment also provides an automotive thermal management system, which includes a refrigerant circuit and the above-mentioned coolant integrated module with motor bypass. The refrigerant circuit exchanges heat with the coolant integrated module with motor bypass through the condenser 11 and the battery cooler 15.

[0115] Since the automotive thermal management system adopts the above-mentioned coolant integrated module with motor bypass, the space occupied by the automotive thermal management system in the vehicle front compartment is small, the space utilization rate of the whole vehicle is improved, the integration degree of the automotive thermal management system is improved, and the cost is saved. At the same time, the working modes of the automotive thermal management system are diversified, which can meet different needs of users. In addition, the automotive thermal management system can extend the service life of the motor unit 12, improve the working efficiency of the motor unit 12, and save energy consumption.

[0116] Obviously, the above are only the preferred embodiments of the present invention and the applied technical principles. 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.

[0117] 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 expressions 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. A coolant integrated module with a motor bypass, characterized in that, It includes a condenser (11), a motor unit (12), a radiator (13), a heater 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), a five-way valve (21), a six-way valve (22), a first three-way proportional regulating valve, and a second three-way proportional regulating valve; The coolant integrated module with motor bypass has an idle battery cooling and motor self-circulation mode. In the idle battery cooling and motor self-circulation mode: The outlet of the condenser (11) is sequentially connected to the a port and b port of the first three-way proportional regulating valve, the a port and e port of the five-way valve (21), the radiator (13), the a port and c port of the second three-way proportional regulating valve, the first water pump (31), and the inlet of the condenser (11) to form a first high-temperature side closed-loop circuit; The outlet of the battery cooler (15) is sequentially connected to the c port and b port of the five-way valve (21), the third water pump (33), and the battery pack unit (16). The battery pack unit (16) is sequentially connected to the c port and d port of the six-way valve (22) and the inlet of the battery cooler (15) to form a first low-temperature side closed-loop circuit; The outlet of the motor unit (12) is sequentially connected to the e port and f port of the six-way valve (22) and the second water pump (32), and the second water pump (32) is connected to the inlet of the motor unit (12) to form a first motor coolant self-circulation circuit.

2. The coolant integration module with motor bypass according to claim 1, characterized in that The coolant integrated module with motor bypass has a battery waste heat heating the cabin and motor self-circulation mode. In the battery waste heat heating the cabin and motor self-circulation mode: The outlet of the condenser (11) is sequentially connected to the a port and c port of the first three-way proportional regulating valve, the heater core (14), the first water pump (31), and the inlet of the condenser (11) to form a second high-temperature side closed-loop circuit.

3. The coolant integration module with motor bypass according to claim 2, characterized in that, The coolant integrated module with motor bypass has a battery waste heat heating the cabin and motor self-circulation mode. In the battery waste heat heating the cabin and motor self-circulation mode: The outlet of the battery cooler (15) is sequentially connected to the c port and b port of the five-way valve (21), the third water pump (33), and the battery pack unit (16). The battery pack unit (16) is sequentially connected to the c port and d port of the six-way valve (22) and the inlet of the battery cooler (15) to form a second low-temperature side closed-loop circuit.

4. The coolant integration module with motor bypass according to claim 2, characterized in that, The coolant integrated module with motor bypass has a battery waste heat heating the cabin and motor self-circulation mode. In the battery waste heat heating the cabin and motor self-circulation mode: The outlet of the motor unit (12) is sequentially connected to the e port and f port of the six-way valve (22) and the second water pump (32), and the second water pump (32) is connected to the inlet of the motor unit (12) to form a second motor coolant self-circulation circuit.

5. The coolant integration module with motor bypass according to claim 1, characterized in that, The coolant integrated module with motor bypass has a battery cooling mode. In the battery cooling mode: The outlet of the condenser (11) is sequentially connected to the a-port and b-port of the first three-way proportional regulating valve, the a-port and e-port of the five-way valve (21), the radiator (13), the a-port and b-port of the second three-way proportional regulating valve, the second water pump (32), and the motor unit (12). The motor unit (12) is sequentially connected to the g-port and a-port of the six-way valve (22), the first water pump (31), and the inlet of the condenser (11) to form a third high-temperature side closed-loop circuit; The outlet of the battery cooler (15) is sequentially connected to the c-port and b-port of the five-way valve (21), the third water pump (33), and the battery pack unit (16). The battery pack unit (16) is sequentially connected to the c-port and d-port of the six-way valve (22) and the inlet of the battery cooler (15) to form a third low-temperature side closed-loop circuit.

6. The coolant integration module with motor bypass according to claim 1, characterized in that, The coolant integration module with motor bypass has a vehicle cabin heating mode. In the vehicle cabin heating mode: The outlet of the condenser (11) is sequentially connected to the a-port and c-port of the first three-way proportional regulating valve, the warm core (14), the first water pump (31), and the inlet of the condenser (11) to form a fourth high-temperature side closed-loop circuit; The outlet of the battery cooler (15) is sequentially connected to the c-port and e-port of the five-way valve (21), the radiator (13), the a-port and b-port of the second three-way proportional regulating valve, the second water pump (32), and the motor unit (12). The motor unit (12) is sequentially connected to the e-port and d-port of the six-way valve (22) and the inlet of the battery cooler (15) to form a fourth low-temperature side closed-loop circuit.

7. The coolant integration module with motor bypass according to claim 1, characterized in that, The coolant integration module with motor bypass has a mode of heating the battery and the vehicle cabin simultaneously. In the mode of heating the battery and the vehicle cabin simultaneously: The outlet of the condenser (11) is connected to the a-port, b-port, and c-port of the first three-way proportional regulating valve. The c-port of the first three-way proportional regulating valve is sequentially connected to the warm core (14), the first water pump (31), and the inlet of the condenser (11); the b-port of the first three-way proportional regulating valve is sequentially connected to the a-port and b-port of the five-way valve (21), the third water pump (33), the battery pack unit (16), and the c-port and a-port of the six-way valve (22). The a-port of the six-way valve (22) is connected to the first water pump (31) to form a fifth high-temperature side closed-loop circuit; The outlet of the battery cooler (15) is sequentially connected to the c-port and e-port of the five-way valve (21), the radiator (13), the a-port and b-port of the second three-way proportional regulating valve, the second water pump (32), and the motor unit (12). The motor unit (12) is sequentially connected to the e-port and d-port of the six-way valve (22) and the inlet of the battery cooler (15) to form a fifth low-temperature side closed-loop circuit.

8. The coolant integration module with motor bypass according to claim 1, characterized in that The coolant integration module with motor bypass has a battery heating mode. In the battery heating mode: The outlet of the condenser (11) is connected to port a and port b of the first three-way proportional regulating valve, port a and port b of the five-way valve (21), the third water pump (33), the battery pack unit (16), port c and port a of the six-way valve (22), and the first water pump (31) to form a sixth high-temperature side closed-loop circuit; The outlet of the battery cooler (15) is sequentially connected to port c and port e of the five-way valve (21), the radiator (13), port a and port b of the second three-way proportional regulating valve, the second water pump (32), and the motor unit (12). The motor unit (12) is sequentially connected to port e and port d of the six-way valve (22) and the inlet of the battery cooler (15) to form a sixth low-temperature side closed-loop circuit.

9. The coolant integration module with motor bypass according to claim 1, wherein The coolant integration module with motor bypass has a waste heat recovery mode. In the waste heat recovery mode: The outlet of the condenser (11) is connected to port a, port b, and port c of the first three-way proportional regulating valve. Port c of the first three-way proportional regulating valve is sequentially connected to the warm core (14), the first water pump (31), and the inlet of the condenser (11). Port b of the first three-way proportional regulating valve is sequentially connected to port a and port b of the five-way valve (21), the third water pump (33), the battery pack unit (16), port c and port a of the six-way valve (22). Port a of the six-way valve (22) is connected to the first water pump (31) to form a seventh high-temperature side closed-loop circuit; The outlet of the battery cooler (15) is sequentially connected to port c and port d of the five-way valve (21), the second water pump (32), and the motor unit (12). The motor unit (12) is sequentially connected to port e and port d of the six-way valve (22) and the battery cooler (15) to form a seventh low-temperature side closed-loop circuit.

10. An automotive thermal management system, characterized in that, The vehicle thermal management system includes a refrigerant circuit and the coolant integration module with motor bypass according to any one of claims 1-9. The refrigerant circuit exchanges heat with the coolant integration module with motor bypass through the condenser (11) and the battery cooler (15).

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