Thermal management system and vehicle

Abstract

The utility model relates to a heat management system and a vehicle. The heat management system comprises a compressor, an in-vehicle condenser, a dual-energy valve, a heat exchanger, a battery expansion valve and a battery cold plate. The compressor is communicated with the in-vehicle condenser; the in-vehicle condenser is communicated with the dual-energy valve; the dual-energy valve selectively switches on / off or throttles a refrigerant flowing out of the in-vehicle condenser, so that the thermal management system can realize a first functional mode and a second functional mode; when the heat management system is in a first function mode, a refrigerant flowing out of a condenser in a vehicle flows to a compressor through a heat exchanger after being throttled by a dual-energy valve; and when the heat management system is in the second function mode, the refrigerant flowing out of the in-vehicle condenser flows to the battery expansion valve through the dual-energy valve and flows to the compressor through the battery cold plate. The heat management system and the vehicle have the beneficial effects that the possibility is provided for achieving battery cooling and air conditioner heating at the same time, and the design of the valves and the pipelines is simpler.

Description

Technical Field

[0001] The present application relates to the field of vehicle thermal management technology, and in particular to a thermal management system and a vehicle. Background Art

[0002] A vehicle thermal management system typically includes multiple components that coordinate the relationship between heat and the entire vehicle, ensuring that each component in the vehicle can operate within the appropriate temperature range.

[0003] With the rapid development of automobiles, the demand for in-vehicle thermal management systems is also increasing. New energy vehicles, in particular, often require more complex thermal management modes. Consequently, these complex thermal management modes often require more complex piping and redundant valve combinations. Utility Model Content

[0004] The embodiments of the present application provide a thermal management system and a vehicle, which make it possible to simultaneously achieve battery cooling and air conditioning heating, meet more vehicle usage scenarios, and simplify the design of valves and pipelines.

[0005] To achieve the above-mentioned object, according to a first aspect of the present application, a thermal management system is provided, characterized in that it includes: a compressor, an in-vehicle condenser, a dual-energy valve, a heat exchanger, a battery expansion valve and a battery cold plate;

[0006] The outlet of the compressor is adapted to be communicated with the inlet of the in-vehicle condenser; the outlet of the in-vehicle condenser is adapted to be communicated with the first end of the dual-energy valve;

[0007] The dual-function valve is configured to selectively open, close, or throttle the refrigerant flowing out of the outlet of the in-vehicle condenser, so that the thermal management system can at least achieve a first functional mode and a second functional mode;

[0008] In the first functional mode of the thermal management system, the refrigerant flowing out of the outlet of the vehicle condenser is throttled by the dual-energy valve and then flows to the inlet of the compressor after passing through the heat exchanger;

[0009] In the second functional mode of the thermal management system, the refrigerant flowing out of the outlet of the in-vehicle condenser flows through the dual-energy valve to the battery expansion valve for throttling, and then flows through the battery cold plate to the inlet of the compressor.

[0010] Optionally, the heat exchanger is connected between the dual-energy valve and the battery expansion valve, so that when the thermal management system is in the second functional mode, the refrigerant passes through the dual-energy valve and then flows to the battery expansion valve through the heat exchanger.

[0011] Optionally, the heat exchanger has a refrigerant heat exchange flow path for the refrigerant to pass through; the second end of the dual-energy valve is connected to the refrigerant heat exchange flow path; the battery expansion valve is connected to the refrigerant heat exchange flow path; and the battery cold plate is connected between the compressor and the battery expansion valve.

[0012] Optionally, the thermal management system further includes: a first one-way valve; wherein the first one-way valve is arranged between the heat exchanger and the battery expansion valve, so that the refrigerant heat exchange flow path of the heat exchanger is suitable for unidirectional communication to the battery expansion valve through the first one-way valve.

[0013] Optionally, the thermal management system further has a third functional mode;

[0014] In the third functional mode of the thermal management system, the refrigerant flowing out of the outlet of the compressor flows to the battery cold plate, flows through the battery cold plate to the battery expansion valve, and then flows through the heat exchanger to the inlet of the compressor.

[0015] Optionally, the thermal management system further comprises: a second one-way valve; wherein the battery expansion valve is adapted to be unidirectionally connected to the heat exchanger through the second one-way valve.

[0016] Optionally, the battery expansion valve includes: a first electronic expansion valve and a second electronic expansion valve;

[0017] The battery cold plate includes: a first battery cold plate and a second battery cold plate;

[0018] Particularly, the first end of the second one-way valve is connected to the refrigerant heat exchange flow path of the heat exchanger, the first end of the first electronic expansion valve and the first end of the second electronic expansion valve are both connected to the second end of the second one-way valve; the second end of the first electronic expansion valve is connected to the first end of the first battery cold plate; the second end of the second electronic expansion valve is connected to the first end of the second battery cold plate; and the second end of the first battery cold plate is connected to the compressor.

[0019] Optionally, the thermal management system further comprises: a third electronic expansion valve and a fourth electronic expansion valve;

[0020] Wherein, the first end of the third electronic expansion valve is communicated with the second end of the first battery cold plate; the second end of the third electronic expansion valve is connected to the compressor;

[0021] A first end of the fourth electronic expansion valve is communicated with a second end of the second battery cold plate; and a second end of the fourth electronic expansion valve is connected to the compressor.

[0022] Optionally, the thermal management system further comprises: a first control valve;

[0023] The second end of the third electronic expansion valve and the second end of the fourth electronic expansion valve are both connected to the first end of the first control valve; the second end of the first control valve is connected to the inlet of the compressor.

[0024] Optionally, the thermal management system further comprises: a second control valve;

[0025] The outlet of the compressor is communicated with the first end of the second control valve; the second end of the third electronic expansion valve and the second end of the fourth electronic expansion valve are adapted to be communicated with the second end of the second control valve.

[0026] Optionally, the thermal management system further comprises: a third control valve;

[0027] Wherein, the third control valve is connected between the refrigerant heat exchange flow path of the heat exchanger and the inlet of the compressor.

[0028] Optionally, the dual-energy valve is configured as a zigzag electronic expansion valve.

[0029] Optionally, the thermal management system further includes: an external condenser, a fifth electronic expansion valve, and an internal evaporator;

[0030] Among them, the outlet of the compressor is also suitable for communicating with the inlet of the external condenser; the outlet of the external condenser is suitable for communicating with the first end of the fifth electronic expansion valve; the second end of the fifth electronic expansion valve is suitable for communicating with the inlet of the in-vehicle evaporator; the outlet of the in-vehicle evaporator is suitable for communicating with the inlet of the compressor.

[0031] Optionally, the thermal management system further comprises: a third one-way valve;

[0032] The third one-way valve is suitable for connecting the outlet of the external condenser to the fifth electronic expansion valve in a one-way manner.

[0033] Optionally, the third one-way valve is arranged between the heat exchanger and the outlet of the external condenser.

[0034] Optionally, the heat exchanger further has a cooling heat exchange flow path for coolant to flow, the cooling heat exchange flow path and the refrigerant heat exchange flow path are suitable for heat exchange, and a radiator and / or an oil-cooled heat exchanger is provided on the cooling heat exchange flow path.

[0035] Optionally, the thermal management system further comprises: a thermal management integrated module;

[0036] Wherein, the thermal management integrated module includes: a refrigerant side substrate;

[0037] The dual-energy valve is installed to the refrigerant side substrate, and the refrigerant side substrate forms at least one first flow channel structure for refrigerant circulation; the outlet of the in-vehicle condenser is connected to the first flow channel structure; the dual-energy valve is suitable for selectively opening and closing or throttling the refrigerant passing through the first flow channel structure.

[0038] Optionally, the heat exchanger is mounted to the refrigerant-side substrate.

[0039] Optionally, the battery expansion valve is mounted to the refrigerant-side substrate.

[0040] Optionally, the thermal management integrated module further comprises: a water-side substrate;

[0041] Among them, the water side substrate and the refrigerant side substrate are fixedly connected; the water side substrate forms at least one second flow channel structure for circulating coolant; the heat exchanger is also provided with a cooling heat exchange flow path; the cooling heat exchange flow path of the heat exchanger is connected to the second flow channel structure.

[0042] Optionally, the refrigerant-side substrate is provided with at least one first interface, and each first interface is communicated with the corresponding first flow channel structure;

[0043] The water-side substrate is further provided with a plurality of second interfaces, each of which is in communication with a corresponding second flow channel structure;

[0044] The first interface and the second interface are respectively located on different sides of the whole formed by the refrigerant-side substrate and the water-side substrate.

[0045] According to a second aspect of the present application, a vehicle is also provided, comprising the thermal management system as described above.

[0046] The beneficial effect of the present application is to provide a thermal management system and a vehicle that adopt a relatively streamlined valve combination and pipeline design to obtain the possibility of simultaneously realizing different heat exchange modes.

[0047] More specifically, some embodiments of the present application may produce the following specific beneficial effects:

[0048] The thermal management system provided in this application enables the compressor, condenser, dual-function valve, and heat exchanger to release heat to the vehicle in the circuit formed by the vehicle to achieve air conditioning and heating when the dual-function valve provides throttling and expansion. When the dual-function valve provides throttling and shut-off flow, the compressor, condenser, battery expansion valve, and battery cold plate can release heat to the vehicle in the circuit formed by the vehicle to achieve air conditioning and heating, and the battery cold plate can absorb heat from the battery to achieve battery cooling. Thus, by utilizing the functional state changes of the dual-function valve, at least the air conditioning and heating function and the battery cooling function can be flexibly selected, providing the possibility of achieving both battery cooling and air conditioning and heating simultaneously, meeting more vehicle usage scenarios while streamlining the valve and piping design.

[0049] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0051] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0052] Figure 1 1 is a schematic diagram of a first mode of a thermal management system provided in an exemplary embodiment of the present application;

[0053] Figure 2 is a schematic diagram of a second mode of a thermal management system provided in an exemplary embodiment of the present application;

[0054] Figure 3 is a schematic diagram of a third mode of a thermal management system provided in an exemplary embodiment of the present application;

[0055] Figure 4 is a schematic diagram of a fourth mode of a thermal management system provided in an exemplary embodiment of the present application;

[0056] Figure 5 is a schematic diagram of a fifth mode of a thermal management system provided in an exemplary embodiment of the present application;

[0057] Figure 6 is a sixth mode schematic diagram of the thermal management system provided in an exemplary embodiment of the present application;

[0058] Figure 7is a schematic structural diagram of a thermal management integrated module provided in an exemplary embodiment of the present application;

[0059] Figure 8 yes Figure 7 The schematic diagram of the structure of the thermal management integrated module shown in the first perspective;

[0060] Figure 9 yes Figure 7 The schematic diagram of the structure of the thermal management integrated module shown in the second perspective;

[0061] Figure 10 yes Figure 9 A schematic structural diagram of the first cover plate;

[0062] Figure 11 yes Figure 9 A cross-sectional view of the first cover plate;

[0063] Figure 12 yes Figure 7 A schematic structural diagram of the first substrate in the thermal management integrated module shown;

[0064] Figure 13 yes Figure 9 The schematic structural diagram of the second substrate shown in the first viewing angle;

[0065] Figure 14 yes Figure 9 A schematic structural diagram of the second substrate shown at a second viewing angle;

[0066] Figure 15 yes Figure 7 A schematic structural diagram of the second cover plate in the thermal management integrated module shown;

[0067] Figure 16 1 is a seventh mode schematic diagram of a thermal management system provided in an exemplary embodiment of the present application;

[0068] Figure 17 is a schematic diagram of an eighth mode of the thermal management system provided in an exemplary embodiment of the present application;

[0069] Figure 18 is a ninth mode schematic diagram of a thermal management system provided in an exemplary embodiment of the present application;

[0070] Figure 19 is a schematic diagram of a tenth mode of a thermal management system provided in an exemplary embodiment of the present application;

[0071] Figure 20 is a schematic diagram of an eleventh mode of a thermal management system provided in an exemplary embodiment of the present application;

[0072] Figure 21is a schematic diagram of a twelfth mode of a thermal management system provided in an exemplary embodiment of the present application;

[0073] Figure 22 This is a schematic diagram of the thirteenth mode of the water-side substrate in the thermal management system provided in an exemplary embodiment of the present application;

[0074] Figure 23 This is a fourteenth schematic diagram of a water-side substrate in a thermal management system provided in an exemplary embodiment of the present application;

[0075] Figure 24 15th schematic diagram of a water-side substrate in a thermal management system provided in an exemplary embodiment of the present application;

[0076] Figure 25 16th schematic diagram of a water-side substrate in a thermal management system provided in an exemplary embodiment of the present application;

[0077] Figure 26 is a schematic structural diagram of a second thermal management integrated module provided in an exemplary embodiment of the present application;

[0078] Figure 27 is a structural schematic diagram of a second thermal management integrated module provided in an exemplary embodiment of the present application from another perspective;

[0079] Figure 28 is a schematic diagram of a vehicle provided in an exemplary embodiment of the present application.

[0080] Description of reference numerals:

[0081] 10. Vehicles;

[0082] 1000, thermal management system; 1001, compressor; 1002, in-vehicle condenser; 1003, dual-energy valve; 1004, heat exchanger; 1005, first electronic expansion valve; 1006, first battery cold plate; 1007, first control valve; 1008, second electronic expansion valve; 1009, second control valve; 1010, third electronic expansion valve; 1011, second battery cold plate; 1012, fourth electronic expansion valve; 1013 1014, first one-way valve; 1015, third control valve; 1016, exterior condenser; 1017, fifth electronic expansion valve; 1018, interior evaporator; 1019, third one-way valve; 1020, gas-liquid separator; 1021, four-way valve; a3, four-way valve interface; a4, four-way valve interface; 1022, water pump; 1023, water tank; 1024, oil-cooled heat exchanger; 1025, radiator;

[0083] 100. Thermal management integrated module;

[0084] 110. Refrigerant side substrate;

[0085] 111, first flow channel structure; 111a, first sub-flow channel; 111b, second sub-flow channel; 111c, third sub-flow channel; 111d, fourth sub-flow channel; 111e, fifth sub-flow channel; 111f, sixth sub-flow channel; 111g, seventh sub-flow channel; 111h, eighth sub-flow channel; 111i, ninth sub-flow channel; 111j, tenth sub-flow channel; 111k, eleventh sub-flow channel;

[0086] 112, first interface; 112a, first pipeline interface; 112b, second pipeline interface; 112c, third pipeline interface; 112d, fourth pipeline interface; 112e, fifth pipeline interface; 112f, sixth pipeline interface; 112g, seventh pipeline interface; 112h, eighth pipeline interface;

[0087] 113, first mounting hole; 113a, first connection port; 113b, second connection port; 113c, first sub-interface; 113d, second sub-interface; 113e, third sub-interface; 113f, fourth sub-interface; 113g, fifth sub-interface; 113h, sixth sub-interface; 113i, seventh sub-interface; 113j, eighth sub-interface;

[0088] 114. First cover plate;

[0089] 115. First substrate;

[0090] 120, water side matrix;

[0091] 121, second flow channel structure; 122a, ninth sub-interface; 122b, first cooling interface; 122c, first cooling flow channel; 122d, second cooling flow channel; 122e, third cooling flow channel;

[0092] 122. Second interface;

[0093] 123, second cover plate;

[0094] 124. Second substrate;

[0095] 130. Integrated wiring harness; 131. Integrated portion; 132. Sub-wiring harness;

[0096] 140. Water temperature sensor; DETAILED DESCRIPTION

[0097] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0098] According to the first aspect of the present application, a thermal management system 1000 is provided. Figure 1 The thermal management system 1000 includes: a compressor 1001, an in-vehicle condenser 1002, a dual-energy valve 1003, a heat exchanger 1004, a battery expansion valve and a battery cold plate.

[0099] A first electronic expansion valve 1005 and a first battery cold plate 1006 .

[0100] Among them, the outlet of the compressor 1001 is suitable for communicating with the inlet of the in-vehicle condenser 1002; the outlet of the in-vehicle condenser 1002 is suitable for communicating with the first end of the dual-energy valve 1003; the dual-energy valve 1003 is configured to be suitable for switching on and off or throttling the refrigerant flowing out of the outlet of the in-vehicle condenser 1002, so that the thermal management system 1000 can at least achieve the first functional mode and the second functional mode; when the thermal management system 1000 is in the first functional mode, the refrigerant flowing out of the outlet of the in-vehicle condenser 1002 is throttled by the dual-energy valve 1003, and then flows to the inlet of the compressor 1001 after passing through the heat exchanger 1004; when the thermal management system 1000 is in the second functional mode, the refrigerant flowing out of the outlet of the in-vehicle condenser 1002 passes through the dual-energy valve 1003 to the battery expansion valve for throttling, and then flows to the inlet of the compressor 1001 after passing through the battery cold plate 1006.

[0101] Specifically, the compressor 1001 outputs a high-temperature and high-pressure refrigerant (e.g., refrigerant), which is then released through the condenser 1002 in the vehicle to achieve air conditioning and heating. Figure 1 When the thermal management system 1000 is in the first functional mode and the dual-energy valve 1003 provides the throttling expansion function, a refrigerant in a medium-temperature and high-pressure state is formed after heat release at the in-vehicle condenser 1002, and flows to the dual-energy valve 1003 for expansion to form a refrigerant in a low-temperature and low-pressure state. The refrigerant is then heat-exchanged and evaporated through the refrigerant heat exchange path in the heat exchanger 1004, and then continues to flow into the inlet of the compressor 1001, completing the refrigerant circulation.

[0102] See also Figure 3In the second functional mode, the thermal management system 1000 provides on-off control of the refrigerant between the outlet of the in-vehicle condenser 1002 and the battery expansion valve. After heat release at the in-vehicle condenser 1002, the refrigerant forms a medium-temperature and high-pressure state, which flows to the dual-energy valve 1003 through the outlet of the in-vehicle condenser 1002. By opening the dual-energy valve 1003, the refrigerant flows to the battery expansion valve, and is further throttled by the first electronic expansion valve 1005 to form a low-temperature and low-pressure state refrigerant, which then flows into the battery cold plate, absorbs the heat of the battery and evaporates, thereby cooling the battery in the process. The refrigerant flowing out of the battery cold plate flows into the inlet of the compressor 1001 and circulates again.

[0103] As such, the provided thermal management system 1000 allows the compressor 1001, the in-vehicle condenser 1002, the dual-function valve 1003, and the heat exchanger 1004 to release heat to the vehicle in the circuit formed by the compressor 1001, the in-vehicle condenser 1002, the dual-function valve 1003, and the heat exchanger 1004, to achieve air conditioning and heating. When the dual-function valve 1003 provides a flow-blocking function, the compressor 1001, the in-vehicle condenser 1002, the battery expansion valve, and the battery cold plate can absorb heat from the battery to achieve battery cooling. Thus, by utilizing the functional state of the dual-function valve 1003, at least one flexible selection between air conditioning and heating and battery cooling is achieved, providing the possibility of achieving both battery cooling and air conditioning and heating simultaneously, meeting a wider range of vehicle usage scenarios while streamlining the valve and piping design.

[0104] As a specific solution, the dual-energy valve 1003 is configured as a zigzag electronic expansion valve, for example. The application does not elaborate on the principle structure of the zigzag electronic expansion valve for switching between on-off control and throttling expansion.

[0105] In some embodiments, heat exchanger 1004 is connected between dual-function valve 1003 and the battery expansion valve. When thermal management system 1000 is in the second functional mode, refrigerant passes through dual-function valve 1003 and then flows to the battery expansion valve via heat exchanger 1004. This process allows the refrigerant to flow through heat exchanger 1004, exchanging heat with, for example, the vehicle's coolant, thereby achieving more functions.

[0106] In some embodiments, the heat exchanger 1004 has a refrigerant heat exchange flow path for the flow of refrigerant; the second end of the dual-energy valve 1003 is suitable for communicating with the refrigerant heat exchange flow path of the heat exchanger 1004; the refrigerant heat exchange flow path of the heat exchanger 1004 is suitable for connecting to the inlet of the compressor 1001; the refrigerant heat exchange flow path of the heat exchanger 1004 is also suitable for communicating with the battery expansion valve; the battery cold plate is connected between the compressor 1001 and the battery expansion valve.

[0107] In some embodiments, see Figure 3 Thermal management system 1000 also includes a second one-way valve 1014. The battery expansion valve is adapted to be unidirectionally connected to heat exchanger 1004 via second one-way valve 1014. This prevents refrigerant from bypassing heat exchanger 1004 and flowing directly to the battery expansion valve and battery cold plate in the first functional mode. Second one-way valve 1014 is connected between the battery expansion valve and heat exchanger 1004.

[0108] In some embodiments, the battery expansion valve includes: a first electronic expansion valve 1005 and a second electronic expansion valve 1008 ; the battery cold plate includes: a first battery cold plate 1006 and a second battery cold plate 1011 .

[0109] The first end of second one-way valve 1014 is connected to the refrigerant heat exchange flow path of heat exchanger 1004, the first end of first electronic expansion valve 1005 and the first end of second electronic expansion valve 1008 are both connected to the second end of second one-way valve 1014; the second end of first electronic expansion valve 1005 is connected to the first end of first battery cold plate 1006; the second end of second electronic expansion valve 1008 is connected to the first end of second battery cold plate 1011; and the second end of first battery cold plate 1006 is connected to compressor 1001. Specifically, the first end of first electronic expansion valve 1005 and / or the first end of second electronic expansion valve 1008 are adapted to be unidirectionally connected to the refrigerant heat exchange flow path of heat exchanger 1004 through second one-way valve 1014.

[0110] Vehicles often have more than one battery cold plate for heat exchange with the batteries. For example, the battery cold plates may include an upper battery cold plate and a lower battery cold plate, which sandwich the batteries to achieve better heat exchange. In this application, one of the first battery cold plate 1006 and the second battery cold plate 1011 can serve as the upper battery cold plate, while the other serves as the lower battery cold plate. Alternatively, a third battery cold plate, a fourth battery cold plate, and so on can be configured.

[0111] In some embodiments, the thermal management system 1000 also has a third functional mode; in the third functional mode of the thermal management system 1000, the refrigerant flowing out of the outlet of the compressor 1001 flows to the battery cold plate, flows to the battery expansion valve through the battery cold plate, and then flows to the inlet of the compressor 1001 through the heat exchanger 1004.

[0112] In a specific solution, in the third functional mode, the refrigerant flowing out of the outlet of the compressor 1001 flows to the first battery cold plate 1006 and the second battery cold plate 1011 to heat the battery. The refrigerant then undergoes throttling expansion through the first electronic expansion valve 1005 and the second electronic expansion valve 1008, flows from the second one-way valve 1014 to the heat exchanger 1004, and flows back from the heat exchanger 1004 to the inlet of the compressor 1001, thereby heating the battery.

[0113] In some embodiments, the thermal management system 1000 further includes a third electronic expansion valve 1010 and a fourth electronic expansion valve 1012 .

[0114] Among them, the first end of the third electronic expansion valve 1010 is connected to the second end of the first battery cold plate 1006; the second end of the third electronic expansion valve 1010 is connected to the compressor 1001, so that when the thermal management system 1000 is in the third functional mode, the refrigerant flowing out of the outlet of the compressor 1001 passes through the third electronic expansion valve 1010 and flows to the first battery cold plate 1006; the first end of the fourth electronic expansion valve 1012 is connected to the second end of the second battery cold plate 1011; the second end of the fourth electronic expansion valve 1012 is connected to the compressor 1001, so that when the thermal management system 1000 is in the third functional mode, the refrigerant flowing out of the outlet of the compressor 1001 passes through the fourth electronic expansion valve 1012 and flows to the second battery cold plate 1011.

[0115] Taking into account the different amounts of heat required for cabin heating and battery heating, a third electronic expansion valve 1010 and a fourth electronic expansion valve 1012 are provided to throttle the refrigerant as it flows from the outlet of the compressor 1001 to the first battery cold plate 1006 and the second battery cold plate 1011. This allows for adjustment of the pressure balance of the refrigerant in different pipelines to achieve simultaneous cabin heating and battery heating when necessary.

[0116] In some embodiments, the thermal management system further includes a first one-way valve 1013. The first one-way valve 1013 is disposed between the heat exchanger 1004 and the battery expansion valve, such that the refrigerant heat exchange flow path of the heat exchanger 1004 is adapted to be unidirectionally connected to the battery expansion valve through the first one-way valve 1013.

[0117] In a specific embodiment, the refrigerant heat exchange flow path of the heat exchanger 1004 is adapted to be unidirectionally connected to the battery expansion valve through the first one-way valve 1013. In a more specific embodiment, the refrigerant heat exchange flow path of the heat exchanger 1004 is adapted to be unidirectionally connected to the first electronic expansion valve 1005 and the first end of the second electronic expansion valve 1008 through the first one-way valve 1013.

[0118] In the first functional mode, thermal management system 1000 utilizes second one-way valve 1014 to restrict the flow of refrigerant exiting the outlet of vehicle condenser 1002. Furthermore, when thermal management system 1000 is in the second functional mode, first one-way valve 1013 is provided to restrict refrigerant exiting the first end of first electronic expansion valve 1005 and / or the first end of second electronic expansion valve 1008 from bypassing heat exchanger 1004 and flowing directly to the inlet of compressor 1001, thereby ensuring the correct flow of refrigerant to heat exchanger 1004. Furthermore, the refrigerant can exchange heat with, for example, coolant at heat exchanger 1004, thereby achieving more functions.

[0119] Furthermore, when the air conditioning heating and battery cooling functions are realized simultaneously, the setting of the second one-way valve 1014 and the first one-way valve 1013 helps the refrigerant to circulate along the correct flow direction, thereby ensuring the complete realization of the air conditioning heating and battery cooling.

[0120] In some embodiments, the thermal management system 1000 further includes: a first control valve 1007 .

[0121] Among them, the second end of the third electronic expansion valve 1010 and the second end of the fourth electronic expansion valve 1012 are both connected to the first end of the first control valve 1007; the second end of the first control valve 1007 is connected to the inlet of the compressor (1001), so that the first control valve 1007 can be used to control whether the refrigerant flows to the inlet of the compressor 1001 through the first battery cold plate 1006 and the second battery cold plate 1011 and forms a circulation, and can then be used to control the start and stop of the battery cooling function.

[0122] In some embodiments, the thermal management system 1000 further includes a second control valve 1009 .

[0123] The outlet of the compressor 1001 is connected to the first end of the second control valve 1009 ; the second end of the third electronic expansion valve 1010 and the second end of the fourth electronic expansion valve 1012 are adapted to be connected to the second end of the second control valve 1009 .

[0124] In this scenario, see Figure 2By opening the second control valve 1009 and closing the first control valve 1007, the high-temperature, high-pressure refrigerant at the outlet of the compressor 1001 can flow to the third and fourth electronic expansion valves 1010, 1012. Specifically, the diameter of the third electronic expansion valve 1010 can be configured to be larger than that of the first electronic expansion valve 1005, and the diameter of the fourth electronic expansion valve 1012 can be configured to be larger than that of the second electronic expansion valve 1008. In this way, the high-temperature, high-pressure refrigerant is throttled and expanded by the third and fourth electronic expansion valves 1010, 1012 to form a medium-temperature, medium-pressure refrigerant, which then flows to the first and second battery cold plates 1006, 1011, exchanging heat with the batteries at the first and second battery cold plates 1006, 1011, thereby heating the batteries. The refrigerant further flows to the first and second electronic expansion valves 1005 and 1008, where it undergoes throttling and expansion to form low-temperature, low-pressure refrigerant. The refrigerant then flows to the refrigerant heat exchange path of the heat exchanger 1004, where it undergoes heat exchange and evaporates before continuing to flow into the inlet of the compressor 1001, completing the refrigerant cycle. In this way, the first and second battery cold plates 1006 and 1011 can be used to heat the batteries together, improving the battery heating effect. The second electronic expansion valve 1008 helps regulate the flow between the compressor 1001 and the first battery cold plate 1006, while the fourth electronic expansion valve 1012 helps regulate the flow between the compressor 1001 and the second battery cold plate 1011, achieving better heating for the batteries.

[0125] It is understandable that the first battery cold plate 1006 and the second battery cold plate 1011 can cool the batteries simultaneously to improve the cooling effect on the batteries.

[0126] In some embodiments, see Figure 1 The thermal management system 1000 further includes: a third control valve 1015 .

[0127] The third control valve 1015 is connected between the refrigerant heat exchange path of the heat exchanger 1004 and the inlet of the compressor 1001. By providing the third control valve 1015, the flow of refrigerant from the vehicle condenser 1002 and the heat exchanger 1004 to the inlet of the compressor 1001 is controlled, thereby controlling whether the air conditioning and heating functions are fully realized.

[0128] In some embodiments, see Figure 4 The thermal management system 1000 further includes: an external condenser 1016 , a fifth electronic expansion valve 1017 , and an internal evaporator 1018 .

[0129] The outlet of compressor 1001 is also adapted to communicate with the inlet of an off-vehicle condenser 1016. The outlet of off-vehicle condenser 1016 is adapted to communicate with the first end of a fifth electronic expansion valve 1017. The second end of fifth electronic expansion valve 1017 is adapted to communicate with the inlet of an on-vehicle evaporator 1018. The outlet of on-vehicle evaporator 1018 is adapted to communicate with the inlet of compressor 1001.

[0130] Specifically, see Figure 4 After the compressor 1001 outputs the refrigerant in a high-temperature and high-pressure state, it enters the external condenser 1016 and, after heat release and liquefaction, forms a refrigerant in a medium-temperature and high-pressure state. The liquid refrigerant in the medium-temperature and high-pressure state is throttled and expanded by the fifth electronic expansion valve 1017 to form a low-temperature and low-pressure gas-liquid mixture. The low-temperature and low-pressure gas-liquid mixture enters the evaporator 1018 in the vehicle to absorb heat and evaporate, causing the temperature of the passenger compartment to drop. The refrigerant flowing out of the evaporator 1018 in the vehicle returns to the inlet of the compressor 1001. This can realize the heating function of the air conditioner to obtain more functional modes.

[0131] In some embodiments, the thermal management system 1000 further includes a third one-way valve 1019 .

[0132] The third one-way valve 1019 is adapted to connect the outlet of the external condenser 1016 to the fifth electronic expansion valve 1017 in a one-way manner. The third one-way valve 1019 can control the flow direction of the refrigerant, allowing the refrigerant to flow from the outlet of the external condenser 1016 to the first end of the fifth electronic expansion valve 1017.

[0133] In a specific embodiment, third one-way valve 1019 is disposed between heat exchanger 1004 and the outlet of external condenser 1016. In a more specific embodiment, third one-way valve 1019 is disposed between the refrigerant heat exchange flow path of heat exchanger 1004 and the outlet of external condenser 1016. This configuration prevents refrigerant in the refrigerant heat exchange flow path of heat exchanger 1004 from flowing to the outlet of external condenser 1016, thereby enabling external condenser 1016 and heat exchanger 1004 to operate relatively independently. Consequently, the battery cooling function can be adaptively operated independently or in conjunction with the air conditioning cooling function, thereby achieving a wider range of functional modes.

[0134] As an example, see Figure 5In some embodiments, after compressor 1001 outputs high-temperature, high-pressure refrigerant, it enters off-board condenser 1016 and, after exothermic liquefaction, forms medium-temperature, high-pressure refrigerant. This medium-temperature, high-pressure refrigerant can then flow through fifth electronic expansion valve 1017 and the evaporator to the inlet of compressor 1001, completing a cycle operation and achieving air conditioning and cooling. The medium-temperature, high-pressure refrigerant after passing through off-board condenser 1016 can also flow through first electronic expansion valve 1005 or third electronic expansion valve 1010, where it undergoes throttling expansion and then flows to first battery cold plate 1006 or second battery cold plate 1011, achieving battery cooling. The refrigerant then flows through second electronic expansion valve 1008 or fourth electronic expansion valve 1012 to the inlet of compressor 1001, completing a cycle operation. In other words, while off-board condenser 1016 is achieving air conditioning and cooling, it can also be used for battery cooling by opening first control valve 1007, thus enriching the functional mode options.

[0135] See also Figure 6 When the compressor 1001, the external condenser 1016, the fifth electronic expansion valve 1017 and the evaporator are used to realize the air conditioning and cooling function, the first control valve 1007 can be further closed and the third control valve 1015 can be opened, so that the compressor 1001, the internal condenser 1002, the dual-energy valve 1003 and the heat exchanger 1004 can form a loop for the circulation of the refrigerant to realize the air conditioning and heating function. The combined use of the air conditioning and cooling function can be used to dehumidify the ambient gas that exchanges heat with the refrigerant, thereby realizing the dehumidification function, further enriching the selection of functional modes.

[0136] In some embodiments, the thermal management system 1000 further includes a gas-liquid separator 1020 . The gas-liquid separator 1020 is configured to communicate with the inlet of the compressor 1001 to dehumidify the refrigerant entering the inlet of the compressor 1001 .

[0137] In some embodiments, the heat exchanger 1004 also has a cooling heat exchange flow path for the flow of coolant, the cooling heat exchange flow path is suitable for forming heat exchange with the refrigerant heat exchange flow path, and a radiator 1025 and / or an oil-cooled heat exchanger 1024 is provided on the cooling heat exchange flow path.

[0138] In other words, radiator 1025 and / or oil-cooled heat exchanger 1024 can achieve heat exchange between the refrigerant and the coolant. Radiator 1025 in the coolant flow path can, for example, be used to dissipate heat from the vehicle's motor, while oil-cooled heat exchanger 1024 can, for example, dissipate heat from the electronic control. The heat exchange between the coolant and the refrigerant in heat exchanger 1004 enables different operating modes, improving heat dissipation for the motor and electronic control.

[0139] In some embodiments, see Figures 1 to 6Thermal management system 1000 also includes a four-way valve 1021 and a water pump 1022. A first end of four-way valve 1021 communicates with the cooling and heat exchange flow path of heat exchanger 1004, specifically, with the coolant outlet of the cooling and heat exchange flow path through which coolant is discharged. A second end of four-way valve 1021 communicates with the cooling and heat exchange flow path of heat exchanger 1004, specifically, with the coolant inlet of the cooling and heat exchange flow path through which coolant is introduced. The second end of four-way valve 1021 also communicates with the outlet of water pump 1022. A third end of four-way valve 1021 communicates with the connecting pipeline between the first end of oil-cooled heat exchanger 1024 and the second end of radiator 1025. A fourth end of four-way valve 1021 communicates with the first end of radiator 1025. The inlet of water pump 1022 communicates with the second end of oil-cooled heat exchanger 1024, and the outlet of water pump 1022 also communicates with the coolant inlet of the cooling and heat exchange flow path of heat exchanger 1004.

[0140] The four-way valve 1021 can realize different flow directions of the coolant, thereby realizing the switching of different working modes, such as the coolant circulating only in the radiator 1025, the coolant circulating simultaneously in the radiator 1025 and the oil-cooled heat exchanger 1024, etc. The water pump 1022 can provide power for the circulation of the coolant.

[0141] In some embodiments, see Figures 1 to 6 Thermal management system 1000 also includes a water tank 1023, which is located within the coolant circulation path and is used to store the coolant. The first end of water tank 1023 is connected to oil-cooled heat exchanger 1024. The first end of water tank 1023 also connects to the connecting pipe between the first end of oil-cooled heat exchanger 1024 and the second end of radiator 1025. The second end of water tank 1023 is connected to the inlet of water pump 1022. The specific operating mode in which the four-way valve 1021, water pump 1022, oil-cooled heat exchanger 1024, radiator 1025, and water tank 1023 cooperate to achieve different coolant flow directions will be described later.

[0142] See also Figure 7 and Figure 8 In some embodiments of the present application, the thermal management system can integrate components such as various valves and heat exchangers into a single entity to improve the spatial integration of the thermal management system. Specifically, the thermal management system includes a thermal management integrated module 100 . The thermal management integrated module 100 includes a refrigerant-side substrate 110 .

[0143] The dual-function valve 1003 is installed to the refrigerant side substrate 110, and the refrigerant side substrate 110 is formed with at least one first flow channel structure 111 for the circulation of refrigerant; the outlet of the in-vehicle condenser 1002 is connected to the first flow channel structure 111, and the dual-function valve 1003 is suitable for selectively opening and closing or throttling the refrigerant passing through the first flow channel structure 111.

[0144] Since the dual-energy valve 1003 is configured on the thermal management integrated module 100, the dual-energy valve 1003 is switched during use to realize the function of opening and closing the flow path or realizing the function of throttling and expanding, so that the temperature, pressure and other parameters of the refrigerant flowing to the first flow channel structure 111 are different, and then the refrigerant can be transported by further configuring the corresponding pipeline connected to the first flow channel structure 111, so as to realize different functional modes by using refrigerants with different parameters. That is, the thermal management integrated module 100 of the present application provides the possibility of realizing functions such as battery cooling and air conditioning heating, and integrates two functional states on the dual-energy valve, which can simplify the valve combination in the thermal management system 1000, that is, fewer valves can be configured on the thermal management integrated module 100 to realize multiple functional modes of the thermal management system 1000, which is also conducive to optimizing the flow path for the circulation of the refrigerant, thereby improving the spatial integration of the thermal management integrated module 100.

[0145] In some embodiments, the heat exchanger 1004 is mounted to the refrigerant-side substrate 110 . In a specific solution, the refrigerant heat exchange flow path of the heat exchanger 1004 is connected to the first flow channel structure 111 .

[0146] In some embodiments, the dual-function valve 1003 is connected to the refrigerant heat exchange flow path of the heat exchanger 1004. The dual-function valve 1003 has at least a first use state and a second use state. When the dual-function valve 1003 is in the first use state, the refrigerant flows to the refrigerant heat exchange flow path of the heat exchanger 1004 after being throttled by the dual-function valve 1003. When the dual-function valve 1003 is in the second use state, the refrigerant flows through the dual-function valve 1003 to the first flow channel structure 111. With the above scheme, the temperature, pressure, etc. of the refrigerant flowing through the dual-function valve 1003 are different between the first use state and the second use state of the dual-function valve 1003. When the refrigerant subsequently flows to the heat exchanger 1004 or the first flow channel structure 111, different functions can be achieved by using the refrigerant with corresponding parameters.

[0147] In some embodiments, the first end of dual-function valve 1003 is adapted to connect to the outlet of the vehicle's in-vehicle condenser 1002. The second end of dual-function valve 1003 is adapted to connect to the refrigerant heat exchange path via first flow channel structure 111. Referring to the above description of thermal management system 1000, when dual-function valve 1003 is in the throttling expansion refrigerant function, air conditioning and heating can be achieved using in-vehicle condenser 1002, while heat exchanger 1004 can be used to heat the evaporating refrigerant.

[0148] In some embodiments, the battery expansion valve is mounted on the refrigerant-side substrate 110 , so that more valves can be integrated on the thermal management integrated module 100 , thereby improving the spatial integration of the thermal management integrated module 100 .

[0149] As an example, a first electronic expansion valve 1005 is mounted to the refrigerant-side substrate 110. A first end of the first electronic expansion valve 1005 is adapted to connect to the refrigerant heat exchange path via a first flow channel structure 111. A second end of the first electronic expansion valve 1005 is adapted to connect to the vehicle's battery upper cold plate. Referring to the aforementioned description of the thermal management system 1000, when the energy-saving valve is in the on-off flow path functional state, air conditioning and heating can be achieved using the vehicle's condenser 1002, and further, battery cooling can be achieved using the first electronic expansion valve 1005 and the battery upper cold plate.

[0150] In some embodiments, referring to the above description of the thermal management system 1000, the aforementioned first control valve 1007, second control valve 1009, second electronic expansion valve 1008, third electronic expansion valve 1010, fourth electronic expansion valve 1012, second check valve 1014, first check valve 1013, third control valve 1015, and other structures may be further provided on the refrigerant-side substrate 110, and a corresponding first flow channel structure 111 may be configured to cooperate with devices such as the upper and lower battery cold plates to implement functions such as battery heating. This allows for the integration of more valves and flow channels into the thermal management integrated module 100, thereby improving the spatial integration of the thermal management integrated module 100.

[0151] In some embodiments, the first control valve 1007 , the second control valve 1009 , and the third control valve 1015 may be configured as solenoid valves.

[0152] In some embodiments, referring to the above description of the thermal management system 1000, the aforementioned fifth electronic expansion valve 1017, third one-way valve 1019 and other structures can be further arranged on the refrigerant side substrate 110, and a corresponding first flow channel structure 111 can be configured to cooperate with the outdoor condenser 1016, evaporator and other equipment to realize functions such as air conditioning and refrigeration.

[0153] In some embodiments, the thermal management integrated module 100 further includes a water-side substrate 120 .

[0154] Among them, the water-side substrate 120 is fixedly connected to the refrigerant-side substrate 110. The water-side substrate 120 is formed with at least one second flow channel structure 121 for the circulation of coolant. The cooling and heat exchange flow path of the heat exchanger 1004 is connected to the second flow channel structure 121. By configuring the refrigerant-side substrate 110 and the water-side substrate 120 to be fixedly connected as a whole, the space occupied by the thermal management integrated module 100 can be fully utilized to integrate the flow path for the flow of refrigerant, the flow path for the flow of coolant, and the space for heat exchange between the refrigerant and the coolant, so that the vehicle thermal management integrated module can be used to realize more functional modes.

[0155] In some embodiments, the refrigerant side substrate 110 is provided with at least one first interface 112, and each first interface 112 is connected to the corresponding first flow channel structure 111. Correspondingly, the water side substrate 120 is also provided with a plurality of second interfaces 122, and each second interface 122 is connected to the corresponding second flow channel structure 121. Among them, the first interface 112 and the second interface 122 are respectively located on different sides of the whole formed by the refrigerant side substrate 110 and the water side substrate 120. This configuration method can reasonably arrange the pipelines for cooling water flow and the pipelines for refrigerant flow around the periphery of the thermal management integrated module 100, thereby improving the rationality of the pipeline layout.

[0156] It is understandable that the plurality of first interfaces 112 and the plurality of second interfaces 122 all include a liquid inlet and a liquid outlet to enable the inflow and outflow of refrigerant or cooling water, thereby ensuring the circulation of the heat exchange medium.

[0157] In some embodiments, see Figure 7 In order to realize the installation of the various electronic expansion valves and control valves mentioned above, a plurality of first mounting holes 113 are provided on the side of the refrigerant side substrate 110 away from the water side substrate 120, and a plurality of second mounting holes (not shown in the figure) are provided on the side of the water side substrate 120 away from the refrigerant side substrate 110.

[0158] It is understandable that the first mounting hole 113 is provided at the end of a portion of the first flow channel structure 111 , and the first mounting hole 113 can also be directly provided at the first interface 112 to achieve communication and closure between the first interface 112 and other components in the thermal management system 1000 .

[0159] For example, the first mounting hole 113 and the second mounting hole may adopt a threaded structure, and other components are mounted to the first mounting hole 113 or the second mounting hole through a matching threaded structure to achieve connection and fixation.

[0160] The first mounting hole 113 and the second mounting hole can be contoured, mirroring the component to be mounted. The contoured structure is formed by hot forging. Heat treatment can alter the molecular structure of the metal within the material, thereby increasing structural strength and eliminating the need for reinforcement. This reduces overall mass while maintaining structural strength, facilitating a lightweight design for the thermal management integrated module.

[0161] In addition, the first mounting hole 113 and the second mounting hole can also be used to install other components, such as a sensor component.

[0162] In some embodiments, see Figure 9Referring to the above description of thermal management system 1000, the aforementioned four-way valve 1021, water pump 1022, water tank 1023, etc. can be further installed on the water-side substrate 120, and a temperature sensor can also be installed. Four-way valve 1021, water pump 1022, and water tank 1023 are also installed through the second mounting hole. Specifically, four-way valve 1021 can switch between different circulation modes, water pump 1022 can circulate the coolant and provide power for the coolant, water tank 1023 can be used to store the coolant, and the temperature sensor is used to monitor the coolant temperature.

[0163] For specific solutions, please refer to Figure 10 、 Figure 11 and Figure 12 The refrigerant side base 110 includes a first cover plate 114 and a first base plate 115, and the first cover plate 114 and the first base plate 115 are fitted and connected to form a first flow channel structure 111. The first mounting hole 113 is provided on the side of the first cover plate 114 facing away from the first base plate 115. That is, the refrigerant side base 110 is composed of at least two parts, and the first flow channel structure 111 can be formed by surrounding the first cover plate 114 and the first base plate 115. For example, a groove is provided in the first cover plate 114 on the side close to the first base plate 115, or a groove is provided in the first base plate 115 on the side close to the first cover plate 114, or a hollow structure is provided in the first base plate 115, etc., and the two are fitted and connected to form the first flow channel structure 111.

[0164] The first cover plate 114 and the first base plate 115 may be connected by brazing to ensure that the refrigerant-side substrate 110 has good airtightness and explosion-proof properties.

[0165] As a specific solution, the following will mainly describe by way of example a specific implementation scheme of integrating the thermal management integrated module 100 into a vehicle as part of the thermal management system 1000, and integrating multiple valves and flow paths on the thermal management integrated module 100 to control the flow direction of the refrigerant or coolant to achieve different functions. It should be noted that the following specific implementation scheme of the thermal management integrated module 100 should be regarded as an exemplary solution for illustrating the inventive concept of the present application, and is not the sole limitation to the specific implementation scheme of the present application.

[0166] In some embodiments, see Figure 13 、 Figure 14 、 Figure 15 The water-side substrate 120 includes a second cover plate 123 and a second base plate 124. The second cover plate 123 and the second base plate 124 are bonded together to form a second flow channel structure 121. A second mounting hole is provided on the side of the second cover plate 123 facing away from the second base plate 124. The water-side substrate 120 utilizes a similar arrangement to the refrigerant-side substrate 110 to form the second flow channel structure 121, the second mounting hole, and other structures, and will not be further described here.

[0167] It is understandable that when the refrigerant side substrate 110 and the water side substrate 120 are assembled, the first substrate 115 and the second substrate 124 are attached to each other and then connected and fixed by connecting parts such as screws, or by welding and other processes.

[0168] In some embodiments, see Figure 7 、 Figure 8 and Figure 9 The heat exchanger 1004 is arranged on the side of the refrigerant-side substrate 110 facing away from the water-side substrate 120. A first connection port 113a is provided on the refrigerant-side substrate 110. The side of the heat exchanger 1004 close to the refrigerant-side substrate 110 is connected to the first connection port, which can reduce the connecting pipes between the refrigerant-side substrate 110 and the heat exchanger 1004 and improve the heat exchange efficiency. The first connection port can be further configured to allow refrigerant to enter the heat exchanger 1004. Correspondingly, a second connection port 113b can be provided on the refrigerant-side substrate 110 to communicate with the heat exchanger 1004 and to allow refrigerant to flow out of the heat exchanger 1004. Similarly, corresponding connection ports in communication with the heat exchanger 1004 can also be provided on the water-side substrate 120 to provide a cooling and heat exchange flow path for coolant to enter and exit the heat exchanger 1004. These connection ports are not shown in the drawings.

[0169] In a specific embodiment, the coolant can flow from bottom to top in the cooling and heat exchange flow path of the heat exchanger 1004. This arrangement has been shown to improve heat exchange efficiency by 30%-40% compared to an arrangement where the coolant enters from the top and exits from the bottom of the heat exchanger 1004.

[0170] In some embodiments, the heat exchanger 1004 is a plate heat exchanger. The plate heat exchanger has a smaller volume and can be integrated with the refrigerant side substrate 110 and the water side substrate 120 while reducing the overall volume and ensuring the heat exchange effect.

[0171] To achieve better heat exchange efficiency, the refrigerant and coolant inlets and outlets on the heat exchanger 1004 can be reversed, i.e., the refrigerant inlet and the coolant outlet are located at the same height, and the refrigerant outlet and the coolant inlet are located at the same height. For example, the coolant can flow from bottom to top in the cooling and heat exchange flow path of the heat exchanger 1004, while the refrigerant can flow from top to bottom in the cooling and heat exchange flow path of the heat exchanger 1004.

[0172] In some embodiments, see Figure 11 and Figure 12There are gaps between the first flow channel structures 111. That is, gaps are set between each first flow channel structure 111, and the heat exchange between the refrigerants in different first flow channel structures 111 is reduced through air insulation, thereby better realizing different thermal management modes.

[0173] In some embodiments, see Figure 7 and Figure 15 , there is a gap between the second flow channel structures 121. The second flow channel structure 121 also adopts a similar configuration, which will not be described in detail here.

[0174] In some embodiments, see Figure 8 and Figure 9 The thermal management integrated module also includes an integrated wiring harness 130. The integrated wiring harness 130 includes an integrated portion 131 and multiple sub-wiring harnesses 132. One end of each of the sub-wiring harnesses 132 is connected to the integrated portion 131, and the other end is connected to different control valves in the thermal management integrated module. At least two sub-wiring harnesses 132 have different lengths.

[0175] By providing an integrated wiring harness 130, multiple sub-wiring harnesses 132 can be integrated into a single unit, facilitating electrical connections between the thermal management integrated module and the vehicle while reducing wiring. By setting at least two sub-wiring harnesses 132 to different lengths, the probability of incorrect connection can be reduced. Specifically, by matching the length of a sub-wiring harness 132 with the distance between its corresponding connection point and the integrated unit 131, incorrect connection is prevented and the resulting clutter and space occupation caused by redundant lengths of sub-wiring harnesses 132 are reduced.

[0176] In some embodiments, see Figure 10 In order to realize the installation of each electronic expansion valve and control valve, the refrigerant side base 110 is provided with a first sub-interface, a second sub-interface, a third sub-interface, a fourth sub-interface, a fifth sub-interface, a sixth sub-interface, a seventh sub-interface and an eighth sub-interface.

[0177] Among them, the first electronic expansion valve 1005 is correspondingly installed at the first sub-interface 113c by means of threaded connection, the second electronic expansion valve 1008 is correspondingly installed at the second sub-interface 113d by means of threaded connection, the dual-energy valve 1003 is correspondingly installed at the third sub-interface 113e by means of threaded connection, the third electronic expansion valve 1010 is correspondingly installed at the third sub-interface 113e by means of threaded connection, the fourth electronic expansion valve 1012 is correspondingly installed at the fourth sub-interface 113f by means of threaded connection, and the fifth electronic expansion valve 1017 is correspondingly installed at the fifth sub-interface 113g by means of threaded connection.

[0178] The first control valve 1007 is fixedly installed at the sixth sub-interface 113h by means of threaded connection, the second control valve 1009 is fixedly installed at the seventh sub-interface 113i by means of threaded connection, and the third control valve 1015 is fixedly installed at the eighth sub-interface 113j by means of threaded connection.

[0179] The water temperature sensor 140 is fixedly mounted on the water side base 120 by means of threaded connection or the like, and is inserted into the second flow channel structure 121 formed by the water side base 120 for detecting the temperature of the coolant. The specific matching form of the water temperature sensor 140 and the second flow channel structure 121 is not shown in the drawings.

[0180] The four-way valve 1021 is fixed to the water side base 120 by means of threaded connection or the like, and a sealing ring can be provided between the four-way valve 1021 and the water side base 120 to prevent leakage of the working medium in the water channel. Figure 1 The four-way valve 1021 is set on the water channel, which is connected between multiple channels of the water channel. Through the control of the four-way valve 1021, the flow direction of the water medium in the water channel can be changed. For example, the water medium can be controlled to flow to the plate heat exchanger 1004, or to an external device using the water medium connected to the water channel.

[0181] The water tank 1023 is connected to the ninth sub-interface 122a on the water side base 120 that is connected to the water channel through the interface that is connected to the space inside the tank, so that the water medium can flow between the space inside the tank and the water channel. In a specific solution, the water pump 1022 is fixed to the water side base 120. The water inlet of the water pump 1022 is connected to the ninth sub-interface 122a, and the water outlet of the water pump 1022 is connected to the water channel, so that when the water pump 1022 is working, it can pump the water medium in the space inside the tank into the water channel formed by the water side base 120. A sealing ring can be set between the water pump 1022 and the water side base 120 to prevent leakage of the water medium.

[0182] In some specific embodiments, when the thermal management integrated module is integrated into a vehicle and is used to connect to devices on the vehicle, such as a condenser, an evaporator, an upper battery cold plate for exchanging heat with the battery, a lower battery cold plate, and a motor radiator 1025 for exchanging heat with the motor, to provide a cooling medium (such as a refrigerant) to these devices, the cooling medium substrate and the components thereon can achieve at least the following 12 operating modes:

[0183] Mode 1: Air conditioning and heating mode

[0184] See also Figure 1Compressor 1001 discharges high-temperature, high-pressure gaseous refrigerant, which then enters the vehicle's condenser 1002. The refrigerant releases heat in condenser 1002, and the blower blows the hot air into the vehicle, heating it. The refrigerant exits condenser 1002 through a pipeline and enters first pipeline interface 112a. It then flows through first sub-channel 111a, enters dual-function valve 1003 for throttling and expansion, and then flows through second sub-channel 111b to heat exchanger 1004, where it absorbs heat and evaporates. The refrigerant exits heat exchanger 1004 through third sub-channel 111c, enters third control valve 1015, and then flows through fourth sub-channel 111d, through second pipeline interface 112b, into gas-liquid separator 1020 and compressor 1001, completing the heating cycle.

[0185] Mode 2: Battery heating mode

[0186] See also Figure 2 The high-temperature and high-pressure refrigerant flows out of the compressor 1001, is connected to the refrigerant-side substrate 110 through the sixth pipe interface 112f, and enters the second control valve 1009 through the ninth sub-channel 111i. At this time, the second control valve 1009 is opened. After passing through the seventh sub-channel 111g, the refrigerant flow is divided into two, passing through the second electronic expansion valve 1008 and the fourth electronic expansion valve 1012 respectively and flowing into the first battery cold plate 1006 and the second battery cold plate 1011. At this time, the refrigerant condenses and releases heat to heat the battery. When the external ambient temperature is low, heating the battery can extend the battery life, improve the battery efficiency, increase the battery capacity and vehicle range at low temperatures, and effectively shorten the charging time. The refrigerant after releasing heat enters the first electronic expansion valve 1005 and the third electronic expansion valve 1010 through the seventh pipe interface 112g, the eighth pipe interface 112h, the tenth sub-channel 111j, and the eleventh sub-channel 111k respectively. After throttling expansion, it enters the heat exchanger 1004 from the fifth sub-channel 111e, the second one-way valve 1014 and the second sub-channel 111b to absorb heat and evaporate. The refrigerant coming out of the heat exchanger 1004 enters the third control valve 1015 from the third sub-channel 111c, and then connects through the second pipe interface 112b at the fourth sub-channel 111d, so that the refrigerant enters the gas-liquid separator 1020 and the compressor 1001 to perform the battery heating cycle.

[0187] Mode 3: Battery cooling + air conditioning heating mode

[0188] See also Figure 3After compressor 1001 discharges high-temperature, high-pressure gaseous refrigerant, it enters the vehicle's condenser 1002, where it releases heat. The blower then blows the hot air into the vehicle, heating it. The refrigerant exits condenser 1002 through a pipeline and enters first pipeline interface 112a. It then flows through first sub-channel 111a, enters dual-function valve 1003 for throttling and expansion, and then flows through second sub-channel 111b to heat exchanger 1004, where it absorbs heat and evaporates. The refrigerant exiting heat exchanger 1004 is split into two paths: one path passes through third sub-channel 111c, enters third control valve 1015, and then through fourth sub-channel 111d, through second pipeline interface 112b, into gas-liquid separator 1020 and compressor 1001.

[0189] The other refrigerant passes through the first one-way valve 1013 and enters the fifth sub-channel 111e. The internal channel then splits into two, flowing through the first and third electronic expansion valves 1005 and 1010, respectively, before throttling and expanding and flowing into the first and second battery cold plates 1006 and 1011. At this point, the low-temperature, low-pressure gas-liquid mixture absorbs heat from the batteries and evaporates, cooling the power battery when it becomes overheated. The refrigerant then enters the refrigerant-side substrate 110 through the third and fourth pipe connections 112c and 112d, passing through the sixth and seventh sub-channels 111f and 111g, respectively, and entering the second and fourth electronic expansion valves 1008 and 1012. After passing through the first control valve 1007, the refrigerant enters the gas-liquid separator 1020 and compressor 1001 through the second pipe connection 112b, completing the battery cooling and air conditioning heating cycle.

[0190] Mode 4: Air conditioning cooling mode

[0191] See also Figure 4 The compressor 1001 discharges high-temperature and high-pressure gaseous refrigerant and enters the external condenser 1016. After the refrigerant releases heat and liquefies in the external condenser 1016, it becomes a medium-temperature and high-pressure liquid. It is connected to the refrigerant side base 110 from the fifth pipe interface 112e, passes through the third one-way valve 1019, and enters the fifth electronic expansion valve 1017 for throttling expansion through the eighth sub-channel 111h and the third sub-channel 111c. The low-temperature and low-pressure gas-liquid mixture enters the evaporator to absorb heat and evaporate, that is, it absorbs heat from the environment, so that the temperature of the passenger compartment drops. The low-temperature and low-pressure gas enters the gas-liquid separator 1020 and the compressor 1001 through the external pipeline to perform the air-conditioning refrigeration cycle.

[0192] Mode 5: Battery cooling + air conditioning cooling mode

[0193] See also Figure 5Compressor 1001 discharges high-temperature, high-pressure gaseous refrigerant, which splits into two paths. One path enters the off-board condenser 1016. After releasing heat and liquefying in off-board condenser 1016, the refrigerant becomes a medium-temperature, high-pressure liquid. It then enters the integrated module through fifth pipe port 112e, passes through third one-way valve 1019, flows through eighth sub-channel 111h and third sub-channel 111c, and then through first one-way valve 1013 into fifth sub-channel 111e. The internal flow path then splits into two, with the refrigerant expanding through first and third electronic expansion valves 1005 and 1010, respectively, before flowing into the first and second battery cold plates 1006 and 1011. At this point, the low-temperature, low-pressure gas-liquid mixture absorbs heat from the batteries and evaporates, cooling the power battery when it becomes overheated. The refrigerant enters the refrigerant-side base 110 again through the third and fourth pipe interfaces 112c and 112d, then flows through the sixth and seventh sub-channels 111f and 111g, respectively, into the second and fourth electronic expansion valves 1008 and 1012. After passing through the first control valve 1007, the refrigerant is connected to the second pipe interface 112b through a pipeline, allowing the refrigerant to enter the gas-liquid separator 1020.

[0194] The other path enters the external condenser 1016, where the refrigerant releases heat and liquefies into a medium-temperature, high-pressure liquid. It then enters the refrigerant-side base 110 through the fifth pipe interface 112e, passes through the third one-way valve 1019, and then through the eighth and third sub-channels 111h and 111c to the throttling expansion valve 1017. The low-temperature, low-pressure gas-liquid mixture then enters the evaporator, where it absorbs heat and evaporates, thereby cooling the passenger compartment. The low-temperature, low-pressure gas then flows through an external pipeline into the gas-liquid separator 1020. A pipeline connects the gas-liquid separator 1020 to the compressor 1001, completing the battery cooling and air conditioning refrigeration cycle.

[0195] Mode 6: Dehumidification mode

[0196] See also Figure 6 In the vehicle's air conditioning cooling mode, compressor 1001 discharges high-temperature, high-pressure gaseous refrigerant, which is split into two paths. One path enters the external condenser 1016, where it releases heat and liquefies into a medium-temperature, high-pressure liquid. It then enters the refrigerant-side base 110 through the fifth pipe interface 112e, passes through the third one-way valve 1019, and then through the eighth and third sub-channels 111h and 111c to the fifth electronic expansion valve 1017. The low-temperature, low-pressure gas-liquid mixture then enters the evaporator, where it absorbs heat and evaporates, thereby lowering the passenger compartment temperature. The low-temperature, low-pressure gas then flows through an external pipeline into the gas-liquid separator 1020 and compressor 1001. The gas-liquid separator 1020 is connected via a pipeline.

[0197] The other path enters the vehicle's condenser 1002, where the refrigerant releases heat. The blower then blows the hot air into the vehicle, heating it. The refrigerant exits the condenser 1002 through a pipeline and enters the first pipeline interface 112a. It then flows through the first sub-channel 111a, where it enters the dual-function valve 1003 for throttling and expansion. It then flows through the second sub-channel 111b, where it enters the heat exchanger 1004, where it absorbs heat and evaporates. The refrigerant exits the heat exchanger 1004 through the third sub-channel 111c, enters the third control valve 1015, and then flows through the fourth sub-channel 111d. It then flows through the second pipeline interface 112b, where it enters the gas-liquid separator 1020 and the compressor 1001, where it begins the dehumidification cycle.

[0198] Mode 7: Battery Cooling Mode

[0199] See also Figure 16 Compressor 1001 discharges high-temperature, high-pressure gaseous refrigerant, which enters the off-board condenser 1016. After releasing heat and liquefying in off-board condenser 1016, the refrigerant becomes a medium-temperature, high-pressure liquid. It then enters the integrated module through fifth pipe port 112e, passes through third check valve 1019, flows through eighth sub-channel 111h and third sub-channel 111c, and then through first check valve 1013 into fifth sub-channel 111e. The internal flow path then splits into two, with the refrigerant expanding through first and third electronic expansion valves 1005 and 1010, respectively, before flowing into the first and second battery cold plates 1006 and 1011. The low-temperature, low-pressure gas-liquid mixture absorbs heat from the batteries and evaporates, cooling the power battery when it becomes overheated. The refrigerant enters the refrigerant-side substrate 110 again through the third and fourth pipe interfaces 112c and 112d, then flows through the sixth and seventh sub-channels 111f and 111g, respectively, into the second and fourth electronic expansion valves 1008 and 1012. After passing through the first control valve 1007, the refrigerant is connected to the second pipe interface 112b via a pipeline, allowing it to enter the gas-liquid separator 1020 and the compressor 1001, completing the battery cooling cycle.

[0200] Mode 8: Battery heating + air conditioning cooling mode

[0201] See also Figure 17The high-temperature and high-pressure refrigerant flows out of the compressor 1001, is connected to the refrigerant-side substrate 110 through the sixth pipe interface 112f, and enters the second control valve 1009 through the ninth sub-channel 111i. At this time, the second control valve 1009 is opened. After passing through the seventh sub-channel 111g, the refrigerant flow is divided into two, passing through the second electronic expansion valve 1008 and the fourth electronic expansion valve 1012 respectively and flowing into the first battery cold plate 1006 and the second battery cold plate 1011. At this time, the refrigerant condenses and releases heat to heat the battery. When the external ambient temperature is low, heating the battery can extend the battery life, improve the battery efficiency, increase the battery capacity and vehicle range at low temperatures, and effectively shorten the charging time. The refrigerant after releasing heat enters the first electronic expansion valve 1005 and the third electronic expansion valve 1010 through the seventh pipeline interface 112g, the eighth pipeline interface 112h, the tenth sub-channel 111j, and the eleventh sub-channel 111k respectively. After throttling expansion, it enters the heat exchanger 1004 from the fifth sub-channel 111e, the second one-way valve 1014 and the second sub-channel 111b to absorb heat and evaporate. The refrigerant coming out of the heat exchanger 1004 enters the third control valve 1015 from the third sub-channel 111c, and then connects through the second pipeline interface 112b at the fourth sub-channel 111d, so that the refrigerant enters the gas-liquid separator 1020 and the compressor 1001.

[0202] The other path enters the outdoor condenser 1016. After the refrigerant releases heat and liquefies in the outdoor condenser 1016, it becomes a medium-temperature and high-pressure liquid. It is connected to the refrigerant side base 110 from the fifth pipe interface 112e, passes through the third one-way valve 1019, and enters the fifth electronic expansion valve 1017 for throttling expansion via the eighth sub-channel 111h and the third sub-channel 111c. The low-temperature and low-pressure gas-liquid mixture enters the evaporator to absorb heat and evaporate, that is, it absorbs heat from the environment, causing the temperature of the passenger compartment to drop. The low-temperature and low-pressure gas enters the gas-liquid separator 1020 and the compressor 1001 through the external pipeline to perform the air-conditioning refrigeration cycle.

[0203] Mode 9: Battery heating + air conditioning heating mode

[0204] See also Figure 18The compressor 1001 discharges high-temperature and high-pressure gaseous refrigerant, which is divided into two paths. One path is connected to the refrigerant-side substrate 110 through the sixth pipe interface 112f, and enters the second control valve 1009 through the ninth sub-channel 111i. At this time, the second control valve 1009 is opened, and the refrigerant flows through the seventh sub-channel 111g and is divided into two directions. The refrigerant flows through the second electronic expansion valve 1008 and the fourth electronic expansion valve 1012 and flows into the first battery cold plate 1006 and the second battery cold plate 1011 respectively. At this time, the refrigerant condenses and releases heat to heat the battery. When the external ambient temperature is low, heating the battery can extend the battery life, improve the battery efficiency, increase the battery capacity and vehicle range at low temperatures, and effectively shorten the charging time. The refrigerant after releasing heat enters the first electronic expansion valve 1005 and the third electronic expansion valve 1010 through the seventh pipeline interface 112g, the eighth pipeline interface 112h, the tenth sub-channel 111j, and the eleventh sub-channel 111k respectively. After throttling expansion, it enters the heat exchanger 1004 from the fifth sub-channel 111e, the second one-way valve 1014 and the second sub-channel 111b to absorb heat and evaporate. The refrigerant coming out of the heat exchanger 1004 enters the third control valve 1015 from the third sub-channel 111c, and then connects through the second pipeline interface 112b at the fourth sub-channel 111d, so that the refrigerant enters the gas-liquid separator 1020 and the compressor 1001.

[0205] The other path enters the vehicle's condenser 1002, where the refrigerant releases heat. The blower then blows the hot air into the vehicle, heating it. The refrigerant exits condenser 1002 through a pipeline and enters first pipeline port 112a. It then flows through first sub-channel 111a, enters dual-function valve 1003 for throttling and expansion, and then flows through second sub-channel 111b to heat exchanger 1004, where it absorbs heat and evaporates. The refrigerant exits heat exchanger 1004 through third sub-channel 111c, enters third control valve 1015, and then flows through fourth sub-channel 111d, through second pipeline port 112b, into gas-liquid separator 1020 and compressor 1001, completing the battery heating and air conditioning heating cycle.

[0206] Mode 10: Second battery cooling + air conditioning heating mode

[0207] See also Figure 19Compressor 1001 discharges high-temperature, high-pressure gaseous refrigerant, which splits into two paths. One path enters the off-board condenser 1016, where it releases heat and liquefies into a medium-temperature, high-pressure liquid. The refrigerant then enters the refrigerant-side substrate through the fifth pipe interface 112e. After passing through the third one-way valve 1019, it flows through the eighth sub-channel 111h and the third sub-channel 111c, and then through the first one-way valve 1013 into the fifth sub-channel 111e. The internal flow path then splits into two, with the refrigerant expanding through the first and third electronic expansion valves 1005 and 1010, respectively, before flowing into the first and second battery cold plates 1006 and 1011. At this point, the low-temperature, low-pressure gas-liquid mixture absorbs heat from the batteries and evaporates, cooling the power battery when it becomes overheated. The refrigerant enters the refrigerant-side base 110 again through the third and fourth pipe interfaces 112c and 112d, and then flows through the sixth and seventh sub-channels 111f and 111g, respectively, into the second and fourth electronic expansion valves 1008 and 1012. After passing through the first control valve 1007, the refrigerant is connected to the second pipe interface 112b through a pipeline, allowing the refrigerant to enter the gas-liquid separator 1020 and the compressor 1001.

[0208] Another refrigerant discharged from compressor 1001 enters the vehicle's condenser 1002, where it releases heat. The blower then blows the hot air into the vehicle, heating it. The refrigerant exits condenser 1002 through a pipeline and enters first pipe port 112a. It then flows through first sub-channel 111a, enters dual-function valve 1003 for throttling and expansion, and then flows through second sub-channel 111b to heat exchanger 1004, where it absorbs heat and evaporates. The refrigerant exits heat exchanger 1004 through third sub-channel 111c, enters third control valve 1015, and then flows through fourth sub-channel 111d, through second pipe port 112b, into gas-liquid separator 1020 and compressor 1001, completing the battery cooling and air conditioning and heating cycle.

[0209] Mode 11: Dehumidification + battery heating mode

[0210] See also Figure 20The high-temperature and high-pressure refrigerant flows out of the compressor 1001 and is divided into three paths. One path is connected to the refrigerant-side substrate 110 through the sixth pipe interface 112f, and enters the second control valve 1009 through the ninth sub-channel 111i. At this time, the second control valve 1009 is opened. After passing through the seventh sub-channel 111g, the refrigerant flow is divided into two, and flows into the first battery cold plate 1006 and the second battery cold plate 1011 through the second electronic expansion valve 1008 and the fourth electronic expansion valve 1012 respectively. At this time, the refrigerant condenses and releases heat to heat the battery. When the external ambient temperature is low, heating the battery can extend the battery life, improve the battery efficiency, increase the battery capacity and vehicle range at low temperatures, and effectively shorten the charging time. The refrigerant after releasing heat enters the first electronic expansion valve 1005 and the third electronic expansion valve 1010 through the seventh pipeline interface 112g, the eighth pipeline interface 112h, the tenth sub-channel 111j, and the eleventh sub-channel 111k respectively. After throttling expansion, it enters the heat exchanger 1004 from the fifth sub-channel 111e, the second one-way valve 1014 and the second sub-channel 111b to absorb heat and evaporate. The refrigerant coming out of the heat exchanger 1004 enters the third control valve 1015 from the third sub-channel 111c, and then connects through the second pipeline interface 112b at the fourth sub-channel 111d, so that the refrigerant enters the gas-liquid separator 1020 and the compressor 1001.

[0211] The second path enters the external condenser 1016. After releasing heat and liquefying in the external condenser 1016, the refrigerant becomes a medium-temperature, high-pressure liquid. It then enters the refrigerant-side base 110 through the fifth pipeline interface 112e. It then passes through the third one-way valve 1019, the eighth sub-channel 111h, and the third sub-channel 111c before entering the throttling expansion valve 1017 of the fifth electronic expansion valve. The low-temperature, low-pressure gas-liquid mixture then enters the evaporator, absorbing heat and evaporating. This absorbs ambient heat, lowering the passenger compartment temperature. The low-temperature, low-pressure gas then flows through an external pipeline into the gas-liquid separator 1020 and compressor 1001. This is connected to the gas-liquid separator 1020 via a pipeline.

[0212] The third channel enters the vehicle's condenser 1002, where the refrigerant releases heat. The blower then blows the hot air into the vehicle, heating it. The refrigerant exits condenser 1002 through a pipeline and enters first pipeline port 112a. It then flows through first sub-channel 111a, enters dual-function valve 1003 for throttling and expansion, and then flows through second sub-channel 111b to enter heat exchanger 1004, where it absorbs heat and evaporates. The refrigerant exits heat exchanger 1004 through third sub-channel 111c, enters third control valve 1015, and then flows through fourth sub-channel 111d, through second pipeline port 112b, into gas-liquid separator 1020 and compressor 1001, completing the dehumidification and battery heating cycle.

[0213] Mode 12: Dehumidification + battery cooling mode

[0214] See also Figure 21 Compressor 1001 discharges high-temperature, high-pressure gaseous refrigerant, which is divided into three paths. One path enters the vehicle's condenser 1002, where it releases heat. The blower then blows the hot air into the vehicle, heating it. The refrigerant from condenser 1002 enters the first pipeline port 112a through a pipeline, passes through the first sub-channel 111a, enters the dual-function valve 1003, and then passes through the second sub-channel 111b to enter the heat exchanger 1004. The refrigerant from heat exchanger 1004 passes through the first check valve 1013 and enters the fifth sub-channel 111e. The internal flow path then splits into two, with the refrigerant flowing through the first and third electronic expansion valves 1005 and 1010, respectively, before flowing into the first and second battery cold plates 1006 and 1011. At this point, the low-temperature, low-pressure gas-liquid mixture absorbs heat from the batteries and evaporates, cooling the power battery when it becomes overheated. The refrigerant enters the refrigerant-side base 110 again through the third pipe interface 112c and the fourth pipe interface 112d, and then enters the second electronic expansion valve 1008 and the fourth electronic expansion valve 1012 through the sixth sub-channel 111f and the seventh sub-channel 111g, respectively. After passing through the first control valve 1007, the refrigerant enters the gas-liquid separator 1020 and the compressor 1001 through the second pipe interface 112b.

[0215] The second path enters the external condenser 1016. After releasing heat and liquefying in the external condenser 1016, the refrigerant becomes a medium-temperature, high-pressure liquid. It then enters the refrigerant-side base 110 through the fifth pipeline interface 112e. It then passes through the third one-way valve 1019, the eighth sub-channel 111h, and the third sub-channel 111c before entering the throttling expansion valve 1017 of the fifth electronic expansion valve. The low-temperature, low-pressure gas-liquid mixture then enters the evaporator, absorbing heat and evaporating. This absorbs ambient heat, lowering the passenger compartment temperature. The low-temperature, low-pressure gas then flows through an external pipeline into the gas-liquid separator 1020 and compressor 1001. This is connected to the gas-liquid separator 1020 via a pipeline.

[0216] The third channel enters the vehicle's condenser 1002, where the refrigerant releases heat. The blower then blows the hot air into the vehicle, heating it. The refrigerant exits condenser 1002 through a pipeline and enters first pipeline port 112a. It then flows through first sub-channel 111a, enters dual-function valve 1003 for throttling and expansion, and then flows through second sub-channel 111b to heat exchanger 1004, where it absorbs heat and evaporates. The refrigerant exits heat exchanger 1004 through third sub-channel 111c, enters third control valve 1015, and then flows through fourth sub-channel 111d, through second pipeline port 112b, into gas-liquid separator 1020 and compressor 1001, completing the dehumidification and battery cooling cycle.

[0217] It should be noted that the above is only an exemplary description of the working mode of the thermal management system implemented based on the inventive concept of this application, and is not the only limitation on the working mode of the thermal management system provided by this application. For other possible working modes of the thermal management system, those skilled in the art can flexibly configure them according to actual needs, and this application will not go into details here.

[0218] The water-side substrate 120 and its components can achieve four working modes:

[0219] High temperature cooling mode

[0220] See also Figure 22 The coolant of the oil-cooled heat exchanger 1024 passes through the first cooling interface 122b, passes through the first cooling channel 122c and enters the water pump 1022, then enters the four-way valve 1021 through the second cooling channel 122d and flows out from the interface a4 of the four-way valve. The pipeline is connected to enter the motor radiator 1025 and the oil-cooled heat exchanger 1024, realizing the circulation operation of the high-temperature heat dissipation mode.

[0221] Heat pump working mode below -10℃

[0222] See also Figure 23 The coolant of the oil-cooled heat exchanger 1024 passes through the first cooling interface 122b, passes through the first cooling channel 122c and enters the water pump 1022, and then enters the cooling and heat exchange flow path of the heat exchanger 1004 through the second cooling channel 122d. After exchanging heat with the refrigerant in the heat exchanger 1004, it passes through the third cooling channel 122e and enters the four-way valve 1021, flows out from the interface a3 of the four-way valve, and is connected to the oil-cooled heat exchanger 1024 through the pipeline, realizing the circulation operation of the heat pump working mode below -10℃.

[0223] Heat pump working mode between -10℃~10℃

[0224] See also Figure 24 The coolant of the oil-cooled heat exchanger 1024 passes through the first cooling interface 122b and the first cooling channel 122c into the water pump 1022, and then enters the cooling and heat exchange flow path of the heat exchanger 1004 through the second cooling channel 122d. After exchanging heat with the refrigerant in the heat exchanger 1004, it passes through the third cooling channel 122e into the four-way valve 1021, flows out from the interface a4 of the four-way valve, and the pipeline is connected to enter the motor radiator 1025 and the oil-cooled heat exchanger 1024, realizing the circulation operation of the heat pump working mode between -10 and 10℃.

[0225] Heat absorption and heat dissipation working modes

[0226] See also Figure 25The coolant of the oil-cooled heat exchanger 1024 passes through the first cooling interface 122b and the first cooling channel 122c into the water pump 1022, and then enters the cooling and heat exchange path of the heat exchanger 1004 through the second cooling channel 122d. After exchanging heat with the refrigerant in the heat exchanger 1004, it passes through the third cooling channel 122e into the four-way valve 1021, flows out from the interface a3 of the four-way valve and the interface a4 of the four-way valve, and the pipeline is connected to enter the motor radiator 1025 and the oil-cooled heat exchanger 1024, realizing the circulation operation of the heat absorption and heat dissipation working mode.

[0227] See also Figure 26 and Figure 27 , is another arrangement method of the present application. Under the premise of ensuring the realization of the function, the inlet and outlet of the heat exchanger 1004 on the refrigerant side are arranged at the upper end of the inlet and outlet of the water side, that is, the inlet and outlet of the refrigerant at the heat exchanger 1004 are both top-in and top-out. Since the water side is arranged on the lower side, under the action of gravity, the heat exchange capacity of the heat exchanger 1004 under this arrangement is the same as that of the main scheme.

[0228] See also Figure 26 and Figure 27 , is another arrangement of the present application, in which the lowest liquid level line of the water side water tank 1023 is still arranged above the plate heat exchanger 1004, fully ensuring the heat exchange efficiency.

[0229] See also Figure 28 According to some aspects of the present application, a vehicle 10 is further provided, comprising the aforementioned thermal management system 1000, or the aforementioned thermal management integrated module 100. The vehicle 10 has all the beneficial effects of the aforementioned thermal management system 1000 or thermal management integrated module 100, which will not be further elaborated herein.

[0230] The vehicle 10 may be a fuel vehicle, a plug-in hybrid vehicle, a new energy vehicle, etc., and this disclosure does not specifically limit this.

[0231] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0232] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0233] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other unless there is any conflict.

[0234] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A thermal management system (1000), characterized in that: include: Compressor (1001), in-vehicle condenser (1002), dual-energy valve (1003), heat exchanger (1004), battery expansion valve and battery cold plate; The outlet of the compressor (1001) is adapted to be in communication with the inlet of the in-vehicle condenser (1002); the outlet of the in-vehicle condenser (1002) is adapted to be in communication with the first end of the dual-energy valve (1003); The dual-function valve (1003) is configured to selectively open, close, or throttle the refrigerant flowing out of the outlet of the in-vehicle condenser (1002), so that the thermal management system (1000) can at least achieve a first functional mode and a second functional mode; In the first functional mode of the thermal management system (1000), the refrigerant flowing out of the outlet of the in-vehicle condenser (1002) is throttled by the dual-function valve (1003) and then flows to the inlet of the compressor (1001) after passing through the heat exchanger (1004); In the second functional mode of the thermal management system (1000), the refrigerant flowing out of the outlet of the vehicle condenser flows through the dual-energy valve (1003) to the battery expansion valve for throttling, and then flows to the inlet of the compressor (1001) after passing through the battery cold plate.

2. The thermal management system (1000) according to claim 1, characterized in that The heat exchanger (1004) is connected between the dual-energy valve (1003) and the battery expansion valve so that when the thermal management system (1000) is in the second functional mode, the refrigerant passes through the dual-energy valve (1003) and then flows to the battery expansion valve through the heat exchanger (1004).

3. The thermal management system (1000) according to claim 1, characterized in that Also includes: a first one-way valve (1013); The first one-way valve (1013) is arranged between the heat exchanger (1004) and the battery expansion valve, so that the heat exchanger (1004) is suitable for being unidirectionally connected to the battery expansion valve through the first one-way valve (1013).

4. The thermal management system (1000) according to claim 1, characterized in that The thermal management system (1000) also has a third functional mode; In the third functional mode of the thermal management system (1000), the refrigerant flowing out of the outlet of the compressor (1001) flows to the battery cold plate, flows through the battery cold plate to the battery expansion valve, and then flows through the heat exchanger (1004) to the inlet of the compressor.

5. The thermal management system (1000) according to claim 1, characterized in that Also includes: a second one-way valve (1014); The battery expansion valve is adapted to be unidirectionally connected to the heat exchanger (1004) via the second one-way valve (1014).

6. The thermal management system (1000) according to claim 1, characterized in that The heat exchanger (1004) has a refrigerant heat exchange flow path for the refrigerant to pass through; the second end of the dual-energy valve (1003) is connected to the refrigerant heat exchange flow path; the battery expansion valve is connected to the refrigerant heat exchange flow path; and the battery cold plate is connected between the compressor (1001) and the battery expansion valve.

7. The thermal management system (1000) according to claim 6, characterized in that Also includes: a first one-way valve (1013); The first one-way valve (1013) is provided between the heat exchanger (1004) and the battery expansion valve, so that the heat exchanger (1004) is suitable for being connected to the battery expansion valve in one direction through the first one-way valve (1013); The battery expansion valve comprises: a first electronic expansion valve (1005) and a second electronic expansion valve (1008); The battery cold plate comprises: a first battery cold plate (1006) and a second battery cold plate (1011); The first end of the first one-way valve (1013) is connected to the refrigerant heat exchange flow path of the heat exchanger (1004); the first end of the first electronic expansion valve (1005) and the first end of the second electronic expansion valve (1008) are both connected to the second end of the first one-way valve (1013); the second end of the first electronic expansion valve (1005) is connected to the first end of the first battery cold plate (1006); the second end of the second electronic expansion valve (1008) is connected to the first end of the second battery cold plate (1011); and the second end of the first battery cold plate (1006) and the second end of the second battery cold plate (1011) are both connected to the compressor (1001).

8. The thermal management system (1000) according to claim 7, characterized in that Also includes: a third electronic expansion valve (1010) and a fourth electronic expansion valve (1012); wherein the first end of the third electronic expansion valve (1010) is in communication with the second end of the first battery cold plate (1006); the second end of the third electronic expansion valve (1010) is connected to the compressor (1001); A first end of the fourth electronic expansion valve (1012) is in communication with a second end of the second battery cold plate (1011); and a second end of the fourth electronic expansion valve (1012) is connected to the compressor (1001).

9. The thermal management system (1000) according to claim 8, characterized in that Also includes: a first control valve (1007); The second end of the third electronic expansion valve (1010) and the second end of the fourth electronic expansion valve (1012) are both connected to the first end of the first control valve (1007); and the second end of the first control valve (1007) is connected to the inlet of the compressor (1001).

10. The thermal management system (1000) according to claim 8, characterized in that Also includes: a second control valve (1009); The outlet of the compressor (1001) is connected to the first end of the second control valve (1009); the second end of the third electronic expansion valve (1010) and the second end of the fourth electronic expansion valve (1012) are suitable for connecting to the second end of the second control valve (1009).

11. The thermal management system (1000) according to claim 3, characterized in that Also includes: a third control valve (1015); Wherein, the third control valve (1015) is connected between the refrigerant heat exchange flow path of the heat exchanger (1004) and the inlet of the compressor (1001).

12. The thermal management system (1000) according to claim 1, characterized in that The dual-energy valve (1003) is configured as a broken-line electronic expansion valve.

13. The thermal management system (1000) according to claim 1, characterized in that Also includes: An external condenser (1016), a fifth electronic expansion valve (1017), and an internal evaporator (1018); The outlet of the compressor (1001) is also suitable for communicating with the inlet of the off-vehicle condenser (1016); the outlet of the off-vehicle condenser (1016) is suitable for communicating with the first end of the fifth electronic expansion valve (1017); the second end of the fifth electronic expansion valve (1017) is suitable for communicating with the inlet of the in-vehicle evaporator (1018); and the outlet of the in-vehicle evaporator (1018) is suitable for communicating with the inlet of the compressor (1001).

14. The thermal management system (1000) according to claim 13, characterized in that Also includes: a third one-way valve (1019); The third one-way valve (1019) is suitable for connecting the outlet of the off-vehicle condenser (1016) to the fifth electronic expansion valve (1017) in a one-way manner.

15. The thermal management system (1000) according to claim 14, characterized in that The third one-way valve (1019) is arranged between the outlet of the heat exchanger (1004) and the outlet of the external condenser (1016).

16. The thermal management system (1000) according to claim 3, characterized in that The heat exchanger (1004) further comprises a cooling heat exchange flow path for the flow of coolant, the cooling heat exchange flow path and the refrigerant heat exchange flow path being suitable for heat exchange, and a radiator (1025) and / or an oil-cooled heat exchanger (1024) being provided on the cooling heat exchange flow path.

17. The thermal management system according to any one of claims 1 to 16, characterized in that: include: Thermal management integrated module (100); Wherein, the thermal management integrated module comprises: a refrigerant side substrate (110); The dual-function valve (1003) is installed on the refrigerant side substrate (110), and the refrigerant side substrate (110) is formed with at least one first flow channel structure (111) for circulating refrigerant; the outlet of the in-vehicle condenser (1002) is connected to the first flow channel structure (111), and the dual-function valve (1003) is suitable for selectively opening, closing or throttling the refrigerant passing through the first flow channel structure (111).

18. The thermal management system according to claim 17, wherein: The heat exchanger (1004) is mounted to the refrigerant-side substrate (110).

19. The thermal management system according to claim 18, wherein: The battery expansion valve is mounted on the refrigerant-side substrate (110).

20. The thermal management system according to claim 18, wherein: The thermal management integrated module further includes: a water-side substrate (120); The water-side substrate (120) and the refrigerant-side substrate (110) are fixedly connected; the water-side substrate (120) is formed with at least one second flow channel structure (121) for circulating cooling liquid; the heat exchanger (1004) is also provided with a cooling heat exchange flow path; the cooling heat exchange flow path of the heat exchanger (1004) is connected to the second flow channel structure (121).

21. The thermal management system according to claim 20, wherein: The refrigerant-side substrate (110) is provided with at least one first interface (112), and each first interface (112) is in communication with the corresponding first flow channel structure (111); The water-side substrate (120) is further provided with a plurality of second interfaces (122), each of the second interfaces (122) being in communication with a corresponding second flow channel structure (121); The first interface (112) and the second interface (122) are respectively located on different sides of the whole formed by the refrigerant side substrate (110) and the water side substrate (120).

22. A vehicle (10), characterized in that A thermal management system (1000) comprising the thermal management system according to any one of claims 1 to 21.

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