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. The system comprises a first water pump, a second water pump, a third water pump, a first three-way proportional regulating valve, a second three-way proportional regulating valve, a third three-way proportional regulating valve, a fourth three-way proportional regulating valve, a fifth three-way proportional regulating valve, a sixth three-way proportional regulating valve and a seventh three-way proportional regulating valve, according to the cooling liquid integrated module with the motor bypass, the condenser, the motor unit, the radiator, the warm core, the battery cooler and the battery pack unit load are integrated in the cooling liquid integrated module with the motor bypass through the arrangement of the eighth three-way proportional regulating valve and the ninth three-way proportional regulating valve, so that the integration level of the cooling liquid integrated 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, in particular 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 for 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 operating temperature range, thereby reducing the operating efficiency of the motor, increasing energy consumption, and increasing costs.

[0004] Therefore, it is urgent 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, and achieves the purpose of cost savings; improves the operating 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 heater core, a battery cooler, a battery pack unit, a first water pump, a second water pump, a third water pump, and a first three-way proportional control valve, a second three-way proportional control valve, a third three-way proportional control valve, a fourth three-way proportional control valve, a fifth three-way proportional control valve, a sixth three-way proportional control valve, a seventh three-way proportional control valve, an eighth three-way proportional control valve, and a ninth three-way proportional control 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 the c port of the first three-way proportional regulating valve, the a port and the c port of the second three-way proportional regulating valve, and the radiator. The radiator is sequentially connected to the a port and the b port of the ninth 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;

[0010] The outlet of the battery cooler is sequentially connected to the c port and the b port of the fifth three-way proportional regulating valve, the third water pump and the battery pack unit. The battery pack unit is sequentially connected to the c port and the a port of the seventh three-way proportional regulating valve, the c port and the b port of the sixth three-way proportional regulating 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 the a port and the b port of the eighth three-way proportional regulating 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 cabin and motor self-circulation. In the mode of using battery waste heat to heat the cabin and motor self-circulation:

[0013] The outlet of the condenser is sequentially connected to the a port and the b port 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 cabin and motor self-circulation. In the mode of using battery waste heat to heat the cabin and motor self-circulation:

[0015] The outlet of the battery cooler is sequentially connected to the c port and the b port of the fifth three-way proportional regulating valve, the third water pump and the battery pack unit. The battery pack unit is sequentially connected to the c port and the a port of the seventh three-way proportional regulating valve, the c port and the b port of the sixth three-way proportional regulating 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 cabin and motor self-circulation. In the mode of using battery waste heat to heat the cabin and motor self-circulation:

[0017] The outlet of the motor unit is sequentially connected to port a and port b of the eighth three-way proportional regulating valve, 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 loop.

[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 c of the first three-way proportional regulating valve, port a and port c of the second three-way proportional regulating valve, the radiator, port a and port c of the ninth three-way proportional regulating valve, the second water pump, and the motor unit. The motor unit is sequentially connected to port a and port c of the eighth three-way proportional regulating valve, port a and port b of the third three-way proportional regulating 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 fifth three-way proportional regulating valve, the third water pump, and the battery pack unit. The battery pack unit is sequentially connected to port c and port a of the seventh three-way proportional regulating valve, port c and port b of the sixth three-way proportional regulating 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 integration module with motor bypass, the coolant integration module with motor bypass has a cabin heating mode. In the cabin heating mode:

[0022] The outlet of the condenser is sequentially connected to port a and port b 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 a of the fifth three-way proportional regulating valve, port c and port b of the fourth three-way proportional regulating valve, the radiator, port a and port c of the ninth three-way proportional regulating valve, the second water pump, and the motor unit. The motor unit is sequentially connected to port a and port c of the eighth three-way proportional regulating valve, port a and port c of the third three-way proportional regulating 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 integration module with motor bypass, the coolant integration module with motor bypass has a battery and cabin simultaneous heating mode. In the battery and cabin simultaneous heating mode:

[0025] The outlet of the condenser is connected to ports a, b, and c of the first three-way proportional regulating valve. The b port 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. The c port of the first three-way proportional regulating valve is sequentially connected to ports a and b of the second three-way proportional regulating valve, the third water pump, the battery pack unit, ports c and a of the seventh three-way proportional regulating valve, and ports c and a of the sixth three-way proportional regulating valve. The a port of the sixth three-way proportional regulating 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 ports c and a of the fifth three-way proportional regulating valve, ports c and b of the fourth three-way proportional regulating valve, the radiator, ports a and c of the ninth three-way proportional regulating valve, the second water pump, and the motor unit. The motor unit is sequentially connected to ports a and c of the eighth three-way proportional regulating valve, ports a and c of the third three-way proportional regulating 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 the coolant integration module with motor bypass, the coolant integration module with motor bypass has a battery heating mode. In the battery heating mode:

[0028] The outlet of the condenser is sequentially connected to ports a and c of the first three-way proportional regulating valve, ports a and b of the second three-way proportional regulating valve, the third water pump, the battery pack unit, ports c and a of the seventh three-way proportional regulating valve, and ports c and a of the sixth three-way proportional regulating valve. The a port of the sixth three-way proportional regulating valve is connected to 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 ports c and a of the fifth three-way proportional regulating valve, ports c and b of the fourth three-way proportional regulating valve, the radiator, ports a and c of the ninth three-way proportional regulating valve, the second water pump, and the motor unit. The motor unit is sequentially connected to ports a and c of the eighth three-way proportional regulating valve, ports a and c of the third three-way proportional regulating 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 the coolant integration module with motor bypass, the coolant integration 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 ports a, b, and c of the first three-way proportional regulating valve. Port b 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 c of the first three-way proportional regulating valve is sequentially connected to ports a and b of the second three-way proportional regulating valve, the third water pump, the battery pack unit, ports c and a of the seventh three-way proportional regulating valve, and ports c and a of the sixth three-way proportional regulating valve. Port a of the sixth three-way proportional regulating 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 ports c and a of the fifth three-way proportional regulating valve, ports c and a of the fourth three-way proportional regulating valve, the second water pump, and the motor unit. The motor unit is sequentially connected to ports a and c of the eighth three-way proportional regulating valve, ports a and c of the third three-way proportional regulating 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 less space in the front compartment of the vehicle, improves the integration degree, and saves costs. It 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 integration module with motor bypass described in any one of the above optional technical solutions. The refrigerant circuit exchanges heat with the coolant integration module with motor bypass through the condenser and the battery cooler.

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

[0037] The present invention provides a coolant integration module with motor bypass, which includes a condenser, a motor unit, a radiator, a warm core, a battery cooler, a battery pack unit, a first water pump, a second water pump, a third water pump, and first, second, third, fourth, fifth, sixth, seventh, eighth, and ninth three-way proportional regulating valves.

[0038] 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 is sequentially connected to the a port and c port of the first three-way proportional regulating valve, the a port and c port of the second three-way proportional regulating valve, and the radiator. The radiator is sequentially connected to the a port and b port of the ninth 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 sequentially connected to the c port and b port of the fifth three-way proportional regulating valve, the third water pump and the battery pack unit. The battery pack unit is sequentially connected to the c port and a port of the seventh three-way proportional regulating valve, the c port and b port of the sixth three-way proportional regulating valve, and the inlet of the battery cooler to form a first low-temperature side closed-loop circuit; the outlet of the motor unit is sequentially connected to the a port and b port of the eighth three-way proportional regulating 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 described above, through the settings of the first water pump, the second water pump, the third water pump, the first three-way proportional regulating valve, the second three-way proportional regulating valve, the third three-way proportional regulating valve, the fourth three-way proportional regulating valve, the fifth three-way proportional regulating valve, the sixth three-way proportional regulating valve, the seventh three-way proportional regulating valve, the eighth three-way proportional regulating valve and the ninth three-way proportional regulating valve, the loads of the condenser, the motor unit, the radiator, the warm core, the battery cooler and the battery pack unit are integrated into the coolant integrated module with motor bypass, thereby improving the integration degree of the coolant integrated module with motor bypass, saving installation space, improving space utilization rate and saving costs.

[0040] In addition, the coolant integrated 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 can be cooled to extend the service life of the battery pack unit and improve safety. At the same time, the motor unit can achieve self-circulation under the series connection of the second water pump and the eighth three-way proportional regulating valve, so that the motor unit can always maintain a constant temperature state, avoiding the phenomenon of excessive local temperature or too low local temperature, achieving the temperature equalization effect 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 vehicle's front compartment, 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] To more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments of the present invention. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained according to the content of the embodiments of the present invention and these drawings.

[0043] Figure 1 is the schematic diagram of the coolant integrated module with motor bypass provided by the embodiment of the present invention;

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

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

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

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

[0048] Figure 6 is the schematic diagram of the coolant integrated module with motor bypass provided by the embodiment of the present invention in the battery and cabin heating mode at the same time;

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

[0050] Figure 8 is the schematic diagram of the coolant integrated module with motor bypass provided by the embodiment of the present invention 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] 31. First water pump; 32. Second water pump; 33. Third water pump. Detailed implementation manners

[0054] To make the objectives, technical solutions, and advantages of the embodiments of the present utility model clearer, the technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. Apparently, the described embodiments are some, but not all, of the embodiments of the present utility model. The components of the embodiments of the present utility model described and illustrated herein can be arranged and designed in various different configurations.

[0055] Therefore, the detailed description of the embodiments of the present utility model provided in the accompanying drawings is not intended to limit the scope of the claimed present utility model, but merely represents selected embodiments of the present utility model. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the scope of protection of the present utility model.

[0056] 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.

[0057] 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 should not be construed as indicating or implying relative importance. In the description of the present utility model, unless otherwise specified, the meaning of "a plurality" is two or more.

[0058] In the description of the present utility model, it should also be noted that unless otherwise clearly defined and limited, the terms "set" and "connect" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0059] In the present utility model, unless otherwise clearly defined and limited, the first feature being "above" or "below" the second feature may include direct contact between the first and second features, or may include the first and second features not being in direct contact but in contact through additional features therebetween. Moreover, the first feature being "above", "over" and "on top of" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature has a higher horizontal height than 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 first feature has a lower horizontal height than the second feature.

[0060] Embodiments of the present utility model will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, where like or similar reference numerals denote like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary only for explaining the present utility model and should not be construed as limiting the present utility model.

[0061] This embodiment provides a coolant integrated module with a motor bypass, which has a high degree of integration, can save installation space and achieve the purpose of cost savings; at the same time, it can improve the working efficiency of the motor unit, protect the motor unit and save energy consumption.

[0062] 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, and a first three-way proportional regulating valve, a second three-way proportional regulating valve, a third three-way proportional regulating valve, a fourth three-way proportional regulating valve, a fifth three-way proportional regulating valve, a sixth three-way proportional regulating valve, a seventh three-way proportional regulating valve, an eighth three-way proportional regulating valve and a ninth three-way proportional regulating valve.

[0063] 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:

[0064] 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 a port and c port of the second three-way proportional regulating valve, and the radiator 13. The radiator 13 is sequentially connected to the a port and b port of the ninth 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.

[0065] The outlet of the battery cooler 15 is sequentially connected to the c port and b port of the fifth three-way proportional regulating valve, the third water pump 33, and the battery pack unit 16. The battery pack unit 16 is sequentially connected to the c port and a port of the seventh three-way proportional regulating valve, the c port and b port of the sixth three-way proportional regulating valve, and the inlet of the battery cooler 15 to form a first low-temperature side closed-loop circuit.

[0066] The outlet of the motor unit 12 is sequentially connected to the a port and b port of the eighth three-way proportional regulating valve 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.

[0067] Based on the above design, in this embodiment, through the settings of the first water pump 31, the second water pump 32, the third water pump 33, and the first three-way proportional regulating valve, the second three-way proportional regulating valve, the third three-way proportional regulating valve, the fourth three-way proportional regulating valve, the fifth three-way proportional regulating valve, the sixth three-way proportional regulating valve, the seventh three-way proportional regulating valve, the eighth three-way proportional regulating valve, and the ninth 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.

[0068] 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 down, 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 in series with the second water pump 32 and the eighth three-way proportional regulating valve, 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 circuit can also play a role in storing heat for the motor unit 12, saving energy consumption.

[0069] It can be understood that in the first motor coolant self-circulation circuit, through the settings of the second water pump 32 and the eighth three-way proportional regulating valve, the coolant can circulate smoothly, realizing the circulation of the coolant in the first motor coolant self-circulation circuit. Usually, the medium-temperature coolant circulates in the first motor coolant self-circulation circuit.

[0070] The settings of the first three-way proportional control valve, the second three-way proportional control valve, the third three-way proportional control valve, the fourth three-way proportional control valve, the fifth three-way proportional control valve, the sixth three-way proportional control valve, the seventh three-way proportional control valve, the eighth three-way proportional control valve, and the ninth three-way proportional control 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 control valve, the second three-way proportional control valve, the third three-way proportional control valve, the fourth three-way proportional control valve, the fifth three-way proportional control valve, the sixth three-way proportional control valve, the seventh three-way proportional control valve, the eighth three-way proportional control valve, and the ninth three-way proportional control valve in this embodiment are all common components on the market, and their working principles and specific structures will not be elaborated here.

[0071] 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 then can realize heating or cooling of the coolant, so as to form high-temperature side coolant and low-temperature side coolant under different working modes, so as to meet the heating or cooling requirements of the coolant for different loads under different working modes.

[0072] It can be understood that the warm core 14 in this embodiment is used to heat the passenger compartment to meet the actual needs of passengers for the temperature of the passenger compartment.

[0073] 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 increase the flow rate of the coolant, and then improve the working efficiency of the coolant integration module with motor bypass.

[0074] In addition, the first water pump 31, the second water pump 32, the third water pump 33, the first three-way proportional control valve, the second three-way proportional control valve, the third three-way proportional control valve, the fourth three-way proportional control valve, the fifth three-way proportional control valve, the sixth three-way proportional control valve, the seventh three-way proportional control valve, the eighth three-way proportional control valve, and the ninth three-way proportional control 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 connection of the flow paths between the loads, reduces the length of the flow paths, and then can reduce the heat loss of the coolant in the flow paths, improve the heat exchange efficiency, save energy consumption, and save costs. At the same time, such an arrangement can also improve the integration degree of the coolant 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 the loads, improve the assembly efficiency, and is also beneficial to the later maintenance and repair.

[0075] The coolant integrated 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 integrated module with motor bypass also has the battery waste heat heating the cabin and motor self-circulation mode, battery cooling mode, cabin heating mode, battery and cabin heating simultaneously mode, battery heating mode, and waste heat recovery mode. This can meet the user's requirements for different modes, improve the user experience, and enhance the functional diversity and flexible applicability of the coolant integrated module with motor bypass.

[0076] The flow direction of the coolant in 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

[0077] are as follows:

[0078] Condenser 11 (WCC), motor unit 12 (EDU), radiator 13 (LTR), warm core 14 (HTR), battery cooler 15 (Chiller), battery pack unit 16 (BAT);

[0079] First three-way proportional regulating valve (TWV1); Second three-way proportional regulating valve (TWV2); Third three-way proportional regulating valve (TWV3); Fourth three-way proportional regulating valve (TWV4); Fifth three-way proportional regulating valve (TWV5); Sixth three-way proportional regulating valve (TWV6); Seventh three-way proportional regulating valve (TWV7); Eighth three-way proportional regulating valve (TWV8); Ninth three-way proportional regulating valve (TWV9);

[0080] 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 from the outlet of the condenser 11 successively passes through the a port and c port of the first three-way proportional regulating valve and flows into the radiator 13, enabling the coolant to exchange heat with the radiator 13. The coolant flowing out of the radiator 13 successively passes through the a port and b port of the ninth 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.

[0081] 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 fifth three-way proportional regulating valve, 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 a port of the seventh three-way proportional regulating valve, the c port and the b port of the sixth three-way proportional regulating valve, and the inlet of the battery cooler 15, and then flows back into the battery cooler 15 to complete the circulating flow of the coolant in the first low-temperature side closed-loop circuit.

[0082] The coolant (medium temperature) flowing out of the outlet of the motor unit 12 sequentially passes through the a port and the b port of the eighth three-way proportional regulating valve and the second water pump 32, and then flows back into the motor unit 12 to complete the circulating flow 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 operating temperature range, and improving the operating efficiency of the motor unit 12.

[0083] It should be noted that in the idle battery cooling and motor self-circulation mode, the idle battery cooling means that when the vehicle is in a parked state, the battery pack unit 16 is 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 in series with the second water pump 32 and the eighth three-way proportional regulating valve, enabling the motor unit 12 to always maintain a constant temperature state, avoiding the phenomenon of excessive local temperature or too low local temperature, extending the service life of the motor unit 12, improving the operating efficiency of the motor unit 12, and saving energy consumption.

[0084] In this embodiment, the heat of the coolant in the first 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 first 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 first motor coolant self-circulation circuit 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 excessive local temperature or too low local temperature, thereby achieving the effect of equalizing the temperature of the motor unit 12, extending the service life of the motor unit 12, improving the operating efficiency of the motor unit 12, and saving energy consumption.

[0085] Such as Figure 3As shown, when the coolant integrated module with motor bypass is in the mode of using battery waste heat to heat the cabin and the motor self-circulation mode, the coolant (high temperature) flowing out of the outlet of the condenser 11 passes through the port a and port b 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 is driven by the first water pump 31 to the inlet of the condenser 11 to complete the circulating flow of the coolant in the second high-temperature side closed-loop circuit.

[0086] The coolant (low temperature) flowing out of the outlet of the battery cooler 15 passes through the port c and port b of the fifth three-way proportional regulating valve, 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 port c and port a of the seventh three-way proportional regulating valve, the port c and port b of the sixth three-way proportional regulating valve 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.

[0087] The coolant (medium temperature) flowing out of the outlet of the motor unit 12 passes through the port a and port b of the eighth three-way proportional regulating valve and the second water pump 32 in sequence and then flows back into the motor unit 12 to complete the circulating flow of the coolant in the second 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, achieving the effect of temperature uniformity and improving the working efficiency.

[0088] It should be noted that in the mode of using battery waste heat to heat the 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 heat to the battery cooler 15, and then the battery cooler 15 transfers this part of 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, which can be used to heat the warm core 14 to realize the heating effect on the cabin.

[0089] In the second 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 second 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 second motor coolant self-circulation circuit of this embodiment, the heat of the coolant is exchanged with the motor unit 12, so that the motor unit 12 can always maintain a constant temperature, avoiding the phenomenon of too high or too low local temperature, thereby achieving the effect of equalizing the temperature of the motor unit 12, prolonging 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 second motor coolant self-circulation circuit can also play a role in storing heat for the motor unit 12, saving energy consumption.

[0090] 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 sequentially passes through the a port and c port of the first three-way proportional regulating valve, the a port and c port of the second three-way proportional regulating valve, the radiator 13, the a port and c port of the ninth three-way proportional regulating valve, the second water pump 32 and the motor unit 12. The coolant exchanges heat with the motor unit 12, and then the coolant after heat exchange sequentially passes through the a port and c port of the eighth three-way proportional regulating valve, the a port and b port of the third three-way proportional regulating valve, and the first water pump 31 and flows back to the inlet of the condenser 11, completing the circulation of the coolant in the third high-temperature side closed-loop circuit.

[0091] The coolant (low temperature) flowing out of the outlet of the battery cooler 15 sequentially passes through the c port and b port of the fifth three-way proportional regulating valve and the third water pump 33 and flows into the battery pack unit 16, so that the coolant exchanges heat with the battery pack unit 16, and then the coolant after heat exchange passes through the c port and a port of the seventh three-way proportional regulating valve and the c port and b port of the sixth three-way proportional regulating valve and flows back to the inlet of the battery cooler 15, completing the circulation of the coolant in the third low-temperature side closed-loop circuit.

[0092] In the third 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 third 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.

[0093] As Figure 5As shown, when the coolant integrated module with motor bypass is in the vehicle cabin heating mode, the coolant (high temperature) flowing out from the outlet of the condenser 11 passes through port a and port b of the first three-way proportional control valve in sequence and then enters the heating core 14, enabling the coolant to exchange heat with the heating core 14. The heating core 14 heats the vehicle cabin. The coolant flowing out from the heating core 14 flows back to the inlet of the condenser 11 through the first water pump 31 to complete the circulating flow of the coolant in the fourth high-temperature side closed-loop circuit.

[0094] The coolant (low temperature) flowing out from the outlet of the battery cooler 15 passes through port c and port a of the fifth three-way proportional control valve, port c and port b of the fourth three-way proportional control valve, the radiator 13, port a and port c of the ninth three-way proportional control valve, and the second water pump 32 in sequence 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 from the motor unit 12 passes through port a and port c of the eighth three-way proportional control valve and port a and port c of the third three-way proportional control valve and then flows back to the inlet of the battery cooler 15 to complete the circulating flow of the coolant in the fourth low-temperature side closed-loop circuit.

[0095] 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 from 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 from the battery cooler 15 can be in a low-temperature state.

[0096] As Figure 6 shown, in this embodiment, when the coolant integrated module with motor bypass is in the mode of heating the battery and the vehicle cabin simultaneously, the coolant (high temperature) flowing out from 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 from port b to the heating core 14 and exchanges heat with the heating core 14. Finally, the coolant flowing out from the heating core 14 flows back to the inlet of the condenser 11 through the first water pump 31. The other part of the coolant passes through port c of the first three-way proportional control valve, port a and port b of the first three-way proportional control valve, and the third water pump 33 and then flows to the battery pack unit 16, enabling the coolant to exchange heat with the battery pack unit 16. The coolant flowing out from the battery pack unit 16 passes through port c and port a of the seventh three-way proportional control valve and port c and port a of the sixth three-way proportional control valve and then converges with the coolant flowing out from the heating core 14, and then is driven by the first water pump 31 to the inlet of the condenser 11 to complete the circulating flow of the coolant in the fifth 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 a port of the fifth three-way proportional regulating valve, the c port and b port of the fourth three-way proportional regulating valve, the radiator 13, the a port and c port of the ninth three-way proportional regulating valve, and the second water pump 32 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 a port and c port of the eighth three-way proportional regulating valve and the a port and c port of the third three-way proportional regulating valve 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.

[0098] In this embodiment, the heat of the coolant in the fifth high-temperature side closed-loop circuit is exchanged with the refrigerant in the refrigerant circuit through the condenser 11 so that the coolant flowing out of the condenser 11 can be in a high-temperature state. The heat of the coolant in the fifth low-temperature side closed-loop circuit in this embodiment is exchanged with the refrigerant in the refrigerant circuit through the battery cooler 15 so that the coolant flowing out of the battery cooler 15 can be in a low-temperature state.

[0099] 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 the a port and c port of the first three-way proportional regulating valve, the a port and b port of the second three-way proportional regulating valve, and the third water pump 33 and then flows into 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 passes through the c port and a port of the seventh three-way proportional regulating valve and the c port and a port of the sixth three-way proportional regulating valve and is then driven by the first water pump 31 to the inlet of the condenser 11 to complete the circulation of the coolant in the sixth high-temperature side closed-loop circuit.

[0100] The coolant (low temperature) flowing out of the outlet of the battery cooler 15 sequentially passes through the c port and a port of the fifth three-way proportional regulating valve, the c port and b port of the fourth three-way proportional regulating valve, the radiator 13, the a port and c port of the ninth three-way proportional regulating valve, and the second water pump 32 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 a port and c port of the eighth three-way proportional regulating valve and the a port and c port of the third three-way proportional regulating valve 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.

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

[0102] Generally, the coolant on the low-temperature side can only exchange heat with the environment through the radiator 13. In this way, in the cold winter, the heat absorption effect of the coolant from the environment through the radiator 13 is not good, 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.

[0103] Therefore, the coolant integrated module with motor bypass in this embodiment can well solve the technical problems that when the environmental temperature is low, the coolant cannot absorb heat from the environment through the radiator 13 and the heat of the motor unit 12 is wasted through the waste heat recovery mode.

[0104] As Figure 8 shown, in this embodiment, when the coolant integrated module with motor bypass is in the waste heat recovery mode, the coolant (high temperature) flowing out of the outlet of the condenser 11 flows into the a port and c port of the first three-way proportional regulating valve, the a port and b port of the second three-way proportional regulating valve, 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 passes through the c port and a port of the seventh three-way proportional regulating valve and the c port and a port of the sixth three-way proportional regulating valve and is then driven by the first water pump 31 to the inlet of the condenser 11 to complete the circulating flow of the coolant in the seventh high-temperature side closed-loop circuit.

[0105] The coolant (low temperature) flowing out of the outlet of the battery cooler 15 sequentially passes through the c port and a port of the fifth three-way proportional regulating valve, the c port and a port of the fourth three-way proportional regulating valve, and the second water pump 32 and flows to the motor unit 12, so that the coolant exchanges heat with the motor unit 12 and reduces the temperature of the motor unit 12. The coolant flowing out of the motor unit 12 sequentially passes through the a port and c port of the eighth three-way proportional regulating valve and the a port and c port of the third three-way proportional regulating valve 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.

[0106] In this way, in the waste heat recovery mode, the coolant can absorb the heat of the motor unit 12, avoid the heat dissipation of the motor unit 12, realize the function of waste heat recovery of the motor unit 12, save energy consumption and cost.

[0107] In the seventh 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 seventh 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.

[0108] 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-mentioned first motor coolant self-circulation circuit and the second motor coolant self-circulation circuit, on the one hand, it can avoid 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, sending the heat to places that need heat such as the vehicle cabin 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 and cost.

[0109] 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 2-8 shown, the solid lines in

[0110] It can be understood that the coolant integration 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 first three-way proportional regulating valve, the second three-way proportional regulating valve, the third three-way proportional regulating valve, the fourth three-way proportional regulating valve, the fifth three-way proportional regulating valve, the sixth three-way proportional regulating valve, the seventh three-way proportional regulating valve, the eighth three-way proportional regulating valve, and the ninth 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 are not described in detail in this embodiment.

[0111] This embodiment also provides an automotive thermal management system, which includes a refrigerant circuit and the above-mentioned coolant integration module with motor bypass. The refrigerant circuit exchanges heat with the coolant integration module with motor bypass through the condenser 11 and the battery cooler 15.

[0112] Since the automotive thermal management system adopts the above-mentioned coolant integration module with motor bypass, the space occupied by the automotive thermal management system in the front cabin of the vehicle is small, which improves the space utilization rate of the whole vehicle, enhances the integration degree of the automotive thermal management system, and saves costs. At the same time, the working modes of the automotive thermal management system are diversified, which can meet different needs of users. 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.

[0113] Obviously, the above is only the preferred embodiment of the present invention and the applied technical principle. Those skilled in the art will understand that the present invention is not limited to the specific embodiments here, and 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.

[0114] Note that in the description of this specification, the descriptions referring to terms such as "some embodiments" and "other embodiments" 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 integration 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), and a first three-way proportional control valve, a second three-way proportional control valve, a third three-way proportional control valve, a fourth three-way proportional control valve, a fifth three-way proportional control valve, a sixth three-way proportional control valve, a seventh three-way proportional control valve, an eighth three-way proportional control valve, and a ninth three-way proportional control 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 c port of the first three-way proportional control valve, the a port and c port of the second three-way proportional control valve, and the radiator (13). The radiator (13) is sequentially connected to the a port and b port of the ninth three-way proportional control 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; The outlet of the battery cooler (15) is sequentially connected to the c port and b port of the fifth three-way proportional control valve, the third water pump (33), and the battery pack unit (16). The battery pack unit (16) is sequentially connected to the c port and a port of the seventh three-way proportional control valve, the c port and b port of the sixth three-way proportional control valve, 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 a port and b port of the eighth three-way proportional control valve 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, wherein, 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 b port of the first three-way proportional control 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 fifth three-way proportional control valve, the third water pump (33), and the battery pack unit (16). The battery pack unit (16) is sequentially connected to the c port and a port of the seventh three-way proportional control valve, the c port and b port of the sixth three-way proportional control valve, 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, wherein 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 port a and port b of the eighth three-way proportional regulating valve 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 loop.

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 port a and port c of the first three-way proportional regulating valve, port a and port c of the second three-way proportional regulating valve, the radiator (13), port a and port c of the ninth three-way proportional regulating valve, the second water pump (32), and the motor unit (12). The motor unit (12) is sequentially connected to port a and port c of the eighth three-way proportional regulating valve, port a and port b of the third three-way proportional regulating valve, the first water pump (31), and the inlet of the condenser (11) to form a third high-temperature side closed loop; The outlet of the battery cooler (15) is sequentially connected to port c and port b of the fifth three-way proportional regulating valve, the third water pump (33), and the battery pack unit (16). The battery pack unit (16) is sequentially connected to port c and port a of the seventh three-way proportional regulating valve, port c and port b of the sixth three-way proportional regulating valve, and the inlet of the battery cooler (15) to form a third low-temperature side closed loop.

6. The coolant integration module with motor bypass according to claim 1, characterized in that, The coolant integrated 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 port a and port b 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; The outlet of the battery cooler (15) is sequentially connected to port c and port a of the fifth three-way proportional regulating valve, port c and port b of the fourth three-way proportional regulating valve, the radiator (13), port a and port c of the ninth three-way proportional regulating valve, the second water pump (32), and the motor unit (12). The motor unit (12) is sequentially connected to port a and port c of the eighth three-way proportional regulating valve, port a and port c of the third three-way proportional regulating valve, and the inlet of the battery cooler (15) to form a fourth low-temperature side closed loop.

7. The coolant integration module with motor bypass according to claim 1, characterized in that, 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: The outlet of the condenser (11) is communicated with ports a, b, and c of the first three-way proportional regulating valve. The b port of the first three-way proportional regulating valve is successively communicated with the warm core (14), the first water pump (31), and the inlet of the condenser (11). The c port of the first three-way proportional regulating valve is successively communicated with ports a and b of the second three-way proportional regulating valve, the third water pump (33), the battery pack unit (16), ports c and a of the seventh three-way proportional regulating valve, and ports c and a of the sixth three-way proportional regulating valve. The a port of the sixth three-way proportional regulating valve is communicated with the first water pump (31) to form a fifth high-temperature side closed-loop circuit. The outlet of the battery cooler (15) is successively communicated with ports c and a of the fifth three-way proportional regulating valve, ports c and b of the fourth three-way proportional regulating valve, the radiator (13), ports a and c of the ninth three-way proportional regulating valve, the second water pump (32), and the motor unit (12). The motor unit (12) is successively communicated with ports a and c of the eighth three-way proportional regulating valve, ports a and c of the third three-way proportional regulating valve, 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, wherein The coolant integrated module with motor bypass has a battery heating mode. In the battery heating mode: The outlet of the condenser (11) is successively communicated with ports a and c of the first three-way proportional regulating valve, ports a and b of the second three-way proportional regulating valve, the third water pump (33), the battery pack unit (16), ports c and a of the seventh three-way proportional regulating valve, and ports c and a of the sixth three-way proportional regulating valve. The a port of the sixth three-way proportional regulating valve is communicated with the first water pump (31) to form a sixth high-temperature side closed-loop circuit. The outlet of the battery cooler (15) is successively communicated with ports c and a of the fifth three-way proportional regulating valve, ports c and b of the fourth three-way proportional regulating valve, the radiator (13), ports a and c of the ninth three-way proportional regulating valve, the second water pump (32), and the motor unit (12). The motor unit (12) is successively communicated with ports a and c of the eighth three-way proportional regulating valve, ports a and c of the third three-way proportional regulating valve, 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 integrated module with motor bypass has a waste heat recovery mode. In the waste heat recovery mode: The outlet of the condenser (11) is communicated with ports a, b, and c of the first three-way proportional regulating valve. The b port of the first three-way proportional regulating valve is successively communicated with the warm core (14), the first water pump (31), and the inlet of the condenser (11). The c port of the first three-way proportional regulating valve is successively communicated with ports a and b of the second three-way proportional regulating valve, the third water pump (33), the battery pack unit (16), ports c and a of the seventh three-way proportional regulating valve, and ports c and a of the sixth three-way proportional regulating valve. The a port of the sixth three-way proportional regulating valve is communicated with the first water pump (31) to form a seventh high-temperature side closed-loop circuit. The outlet of the battery cooler (15) is successively communicated with ports c and a of the fifth three-way proportional regulating valve, ports c and a of the fourth three-way proportional regulating valve, the second water pump (32), and the motor unit (12). The motor unit (12) is successively communicated with ports a and c of the eighth three-way proportional regulating valve, ports a and c of the third three-way proportional regulating valve, 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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