Integrated thermal management system and vehicle with same

Abstract

The utility model provides an integrated thermal management system and a vehicle with the same. The integrated thermal management system comprises a cockpit module which comprises an air conditioner warm air core body and a first evaporator; the integrated module comprises a condenser, a second evaporator, a first control valve and a second control valve, the condenser is communicated with a first interface of the first control valve, and the second evaporator is communicated with a second interface of the first control valve and a first interface of the second control valve; a third interface of the first control valve is communicated with a second interface of the second control valve; a heat source heat exchanger; one part of the refrigerant penetrates through the condenser, the first control valve, the second control valve and the air conditioner warm air core body to form a cockpit cooling liquid loop, and the other part of the refrigerant penetrates through the compressor, the condenser and the second evaporator to form a refrigerant loop; a part of the refrigerant passes through the second evaporator, the first control valve, the heat source heat exchanger and the second control valve to form a heat source loop. According to the utility model, the problem of poor integration level of the thermal management system in the prior art is solved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of automobile, specifically, an integrated heat management system and vehicle with same. BACKGROUND

[0002] At present, in the field of new energy engineering machinery, with the acceleration of the electric trend, the demand for heat management system is increasingly prominent. The existing heat management system design is mainly based on distributed architecture, that is, the cockpit, battery, electric drive and hydraulic system are independently operated, and each has its own heat management component.

[0003] However, the heat management system components are relatively dispersed, it is difficult to achieve high integration, leading to unreasonable use of vehicle interior space, and the independence between systems limits the flexibility and compactness of the design, which is not conducive to the development trend of small and light engineering machinery. UTILITY MODEL CONTENT

[0004] The main purpose of the utility model is to provide an integrated heat management system and vehicle with same, to solve the problem of poor integration of the heat management system of the vehicle in the prior art.

[0005] In order to achieve the above purpose, according to one aspect of the utility model, an integrated heat management system is provided, comprising: a cockpit module comprising an air conditioning warm air core and a first evaporator; an integrated module comprising a condenser, a second evaporator, a first control valve and a second control valve, the condenser being in communication with the first interface of the first control valve, the second evaporator being in communication with the second interface of the first control valve, the second evaporator being in communication with the first interface of the second control valve; the third interface of the first control valve is in communication with the second interface of the second control valve; a compressor; a heat source heat exchanger; wherein a part of the refrigerant passes through the condenser, the first control valve, the second control valve and the air conditioning warm air core in sequence to form a cockpit cooling liquid circuit, a part of the refrigerant passes through the compressor, the condenser and the second evaporator in sequence to form a refrigerant circuit, and a part of the refrigerant passes through the second evaporator, the first control valve, the heat source heat exchanger and the second control valve in sequence to form a heat source circuit.

[0006] Further, the integrated heat management system further comprises: a first main pipeline, the first end of the first main pipeline being in communication with the condenser; a first branch pipeline, the second end of the first main pipeline being in communication with the first end of the first branch pipeline, and the second end of the first branch pipeline being in communication with the second evaporator; a control module; wherein the integrated module further comprises: a liquid supplementing device arranged on the first main pipeline; a first stop valve arranged on the first branch pipeline for controlling the on-off state of the first branch pipeline.

[0007] Furthermore, the integrated thermal management system also includes: a second main pipe, the first end of which is connected to the condenser; a second branch pipe, the first end of which is connected to the second evaporator, and the second end of which is connected to the second end of the second main pipe; a third branch pipe, the first end of which is connected to the second end of the first main pipe, and the second end of which is connected to the second end of the second main pipe; the first evaporator is installed on the third branch pipe; and a second shut-off valve is installed on the third branch pipe to control the on / off state of the third branch pipe; wherein the second shut-off valve is electrically connected to the control module, and when the control module controls the second shut-off valve to be in the closed state, controls the first shut-off valve to be in the open state, and controls the second main pipe to be connected to the second branch pipe, a portion of the refrigerant is used to form a refrigerant loop.

[0008] Furthermore, the integrated thermal management system also includes: a third main pipe, the first end of which is connected to the fourth interface of the first control valve; a third control valve, the second end of which is connected to the first interface of the third control valve; a fourth branch pipe, the first end of which is connected to the second interface of the third control valve, and the second end of which is connected to the third interface of the second control valve; a heat source heat exchanger is installed on the fourth branch pipe; wherein, the third control valve is connected to the control module, and when the control module controls the first interface of the third control valve to connect to the second interface, controls the second interface of the first control valve to connect to the fourth interface, and controls the first interface of the second control valve to connect to the third interface, a portion of the refrigerant forms a heat source loop.

[0009] Furthermore, the integrated thermal management system also includes: a fourth main pipe, the first end of which is connected to the condenser; a fifth branch pipe, the first end of which is connected to the second end of the fourth main pipe, and the second end of which is connected to the fourth interface of the second control valve; and an air conditioning heater core is installed on the fifth branch pipe; wherein, when the control module controls the first interface of the first control valve to connect to the third interface, controls the second interface of the second control valve to connect to the fourth interface, and controls the fourth main pipe to connect to the fifth branch pipe, a portion of the refrigerant is used to form a cockpit coolant circuit.

[0010] Furthermore, the integrated thermal management system also includes: a sixth branch pipe, the first end of which is connected to the fifth interface of the first control valve, and the second end of which is connected to the fifth interface of the second control valve; and a battery module, which is installed on the sixth branch pipe. When the control module controls the first interface of the first control valve to connect to the fifth interface, and controls the fifth interface of the second control valve to connect to the fourth interface, a portion of the refrigerant forms a battery heating circuit. When the control module controls both the first and second shut-off valves to be closed, controls the first interface of the first control valve to connect to the fourth interface, controls the third interface of the second control valve to connect to the fourth interface, and controls the fourth main pipe to connect to the fifth branch pipe, a portion of the refrigerant forms a cockpit heating circuit.

[0011] Furthermore, the integrated thermal management system also includes: a seventh branch pipe, the first end of which is connected to the second end of the fourth main pipe, and the second end of the seventh branch pipe is connected to the third interface of the third control valve; and a radiator installed on the seventh branch pipe. Specifically, when the control module controls the fourth interface of the first control valve to connect with the first interface, controls the first interface of the third control valve to connect with the third interface, controls the first interface of the third control valve to disconnect from the second interface, controls the fourth main pipe to connect with the seventh branch pipe, and controls the fourth main pipe to disconnect from the fifth branch pipe, a portion of the refrigerant forms a heat dissipation circuit. When the control module controls both the first and second shut-off valves to be in the open state, a portion of the refrigerant forms a cockpit cooling circuit. When the control module controls the second interface of the first control valve to connect with the fifth interface, and controls the first interface of the second control valve to connect with the fifth interface, a portion of the refrigerant forms a battery cooling circuit.

[0012] Furthermore, the integrated module also includes: a fifth main pipe, the first end of which is connected to the condenser, and the second end of which is connected to the first interface of the first control valve; and a first pump body, which is mounted on the fifth main pipe.

[0013] Furthermore, the integrated module also includes: a second pump body disposed on the fourth branch pipe; and / or, a third pump body disposed on the sixth branch pipe; and / or, the integrated thermal management system also includes: an eighth branch pipe disposed in parallel with the fourth branch pipe; and a fourth control valve disposed on the eighth branch pipe for controlling the on / off state of the eighth branch pipe.

[0014] According to another aspect of the present invention, a vehicle is provided, including the aforementioned integrated thermal management system.

[0015] The integrated thermal management system, applying the technical solution of this utility model, includes a cockpit module, an integrated module, a compressor, and a heat source heat exchanger. The integrated module includes an air conditioning heating core and a first evaporator. The integrated module includes a condenser, a second evaporator, a first control valve, and a second control valve. The condenser is connected to the first interface of the first control valve, the second evaporator is connected to the second interface of the first control valve, and the second evaporator is connected to the first interface of the second control valve; the third interface of the first control valve is connected to the second interface of the second control valve. In this way, when the heat source temperature is low, the energy of the hydraulic oil circuit is transferred to the cockpit coolant circuit, realizing the secondary utilization of hydraulic oil energy. At this time, there are three circuits in the integrated thermal management system: a part of the refrigerant circulates through the condenser, the first control valve, the second control valve, and the air conditioning heater core to form the cockpit coolant circuit, so as to absorb heat from the condenser and release heat to the cockpit at the air conditioning heater core; a part of the refrigerant circulates through the compressor, the condenser, and the second evaporator to form the refrigerant circuit. The coolant absorbs heat from the second evaporator, and after being compressed by the compressor, the high-temperature and high-pressure gas releases heat to the cockpit circuit in the condenser, realizing the transfer of heat; a part of the refrigerant circulates through the second evaporator, the first control valve, the heat source heat exchanger, and the second control valve to form the heat source circuit. The heat source heat exchanger transfers the heat source energy to the coolant, and then from the coolant to the second evaporator, realizing the reuse of redundant heat sources in the vehicle. This solves the problem of poor integration of the vehicle thermal management system in the prior art, and reduces the assembly difficulty and the overall vehicle cost. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0017] Figure 1 The diagram shows the flow path of the cockpit coolant circuit, refrigerant circuit, and heat source circuit when they are put into use according to an embodiment of the integrated thermal management system of the present invention.

[0018] Figure 2 The diagram shows the flow path of the battery heating circuit and the cockpit heating circuit when they are put into use according to an embodiment of the integrated thermal management system of the present invention.

[0019] Figure 3 The diagram shows the flow path of the heat dissipation circuit, the cockpit cooling circuit, and the battery cooling circuit when the integrated thermal management system according to this utility model is put into use.

[0020] The above figures include the following reference numerals:

[0021] 10. Air conditioning heater core; 20. First evaporator; 30. Condenser; 40. Second evaporator; 50. First control valve; 60. Second control valve; 70. Compressor; 80. Heat source heat exchanger; 90. Cockpit coolant circuit; 100. Refrigerant circuit; 110. Heat source circuit; 120. First main pipe; 130. First branch pipe; 140. Liquid replenishment device; 150. First shut-off valve; 160. Second main pipe; 170. Second branch pipe; 180. Third branch pipe; 190. Second shut-off valve; 200. Third main pipe; 210. Third control valve ; 220, Fourth branch pipe; 230, Fourth main pipe; 240, Fifth branch pipe; 250, Sixth branch pipe; 260, Battery module; 270, Battery heating circuit; 280, Cockpit heating circuit; 290, Seventh branch pipe; 300, Radiator; 310, Heat dissipation circuit; 320, Cockpit cooling circuit; 330, Battery cooling circuit; 340, Fifth main pipe; 350, First pump body; 360, Second pump body; 370, Third pump body; 380, Eighth branch pipe; 390, Fourth control valve; 400, Water replenishment device; 410, Heating device. Detailed Implementation

[0022] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0023] It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0024] In this utility model, unless otherwise stated, directional terms such as "upper" and "lower" are generally used in relation to the direction shown in the accompanying drawings, or in relation to the vertical, perpendicular, or gravitational direction; similarly, for ease of understanding and description, "left" and "right" are generally used in relation to the left and right shown in the accompanying drawings; "inner" and "outer" refer to the inner and outer contours of each component itself, but the above directional terms are not used to limit this utility model.

[0025] To address the issue of poor integration in existing vehicle thermal management systems, this application provides an integrated thermal management system and a vehicle incorporating it.

[0026] like Figures 1 to 3As shown, the integrated thermal management system includes a cockpit module, an integrated module, a compressor 70, and a heat source heat exchanger 80. The cockpit module includes an air conditioning heater core 10 and a first evaporator 20. The integrated module includes a condenser 30, a second evaporator 40, a first control valve 50, and a second control valve 60. The condenser 30 is connected to the first interface of the first control valve 50, the second evaporator 40 is connected to the second interface of the first control valve 50, and the second evaporator 40 is connected to the first interface of the second control valve 60. The third interface of the first control valve 50 is connected to the second interface of the second control valve 60. A portion of the refrigerant passes sequentially through the condenser 30, the first control valve 50, the second control valve 60, and the air conditioning heater core 10 to form a cockpit coolant circuit 90; a portion of the refrigerant passes sequentially through the compressor 70, the condenser 30, and the second evaporator 40 to form a refrigerant circuit 100; and a portion of the refrigerant passes sequentially through the second evaporator 40, the first control valve 50, the heat source heat exchanger 80, and the second control valve 60 to form a heat source circuit 110.

[0027] Applying the technical solution of this embodiment, when the heat source temperature is low, the energy of the hydraulic oil circuit is transferred to the cockpit coolant circuit, realizing the secondary utilization of hydraulic oil energy. At this time, there are three circuits in the integrated thermal management system: a portion of the refrigerant circulates sequentially through the condenser, the first control valve, the second control valve, and the air conditioning heater core to form the cockpit coolant circuit, so as to realize the function of absorbing heat from the condenser and releasing heat to the cockpit at the air conditioning heater core; a portion of the refrigerant circulates sequentially through the compressor, the condenser, and the second evaporator to form the refrigerant circuit, the coolant absorbs heat from the second evaporator, and after being compressed by the compressor, the high-temperature and high-pressure gas releases heat to the cockpit circuit in the condenser, realizing the transfer of heat; a portion of the refrigerant circulates sequentially through the second evaporator, the first control valve, the heat source heat exchanger, and the second control valve to form the heat source circuit, the heat source energy is transferred to the coolant through the heat source heat exchanger, and then transferred from the coolant to the second evaporator, realizing the reuse of redundant heat sources of the whole vehicle, thereby solving the problem of poor integration of the vehicle thermal management system in the prior art, reducing the assembly difficulty and the overall vehicle cost.

[0028] In this embodiment, when the heat source temperature is low, the direction of the water circuit is adjusted by regulating the first control valve 50 and the second control valve 60. This allows the heat pump to transfer energy from the hydraulic oil circuit to the cockpit coolant circuit 90, achieving secondary utilization of the hydraulic oil energy. At this time, the entire system has three circuits:

[0029] (1) Cockpit coolant circuit 90: It circulates through the first pump body 350, condenser 30, air conditioning heater core 10, first control valve 50 and second control valve 60 to absorb heat from the condenser 30 and release heat to the cockpit at the air conditioning heater core 10.

[0030] (2) Refrigerant circuit 100: Through compressor 70, condenser 30, liquid replenishment device 140 and second evaporator 40, its function is to absorb heat from the coolant in the second evaporator 40, and after being compressed by compressor 70, the high temperature and high pressure gas releases heat to the cockpit circuit in condenser 30 to achieve heat transfer.

[0031] (3) Heat source circuit 110: Through the second pump body 360, the second control valve 60, the second evaporator 40, the first control valve 50 and the heat source heat exchanger 80, this circuit transfers heat source energy to the coolant through the heat source heat exchanger 80, and then transfers it from the coolant to the second evaporator 40, so as to realize the reuse of redundant heat sources of the whole vehicle.

[0032] like Figure 1 As shown, the integrated thermal management system also includes a first main pipe 120, a first branch pipe 130, and a control module. The first end of the first main pipe 120 is connected to the condenser 30, the second end of the first main pipe 120 is connected to the first end of the first branch pipe 130, and the second end of the first branch pipe 130 is connected to the second evaporator 40. The integrated module also includes a refrigerant replenishment device 140 and a first shut-off valve 150. The refrigerant replenishment device 140 is installed on the first main pipe 120. The first shut-off valve 150 is installed on the first branch pipe 130 to control the on / off state of the first branch pipe 130. Thus, the refrigerant replenishment device 140, installed on the first main pipe 120, ensures that the refrigerant level in the system is appropriate, preventing insufficient or excessive refrigerant during the thermal management cycle, thereby ensuring stable system operation under various operating conditions. Simultaneously, the first shut-off valve 150, installed on the first branch pipe 130, can quickly cut off or restore the refrigerant supply to the second evaporator 40 according to system needs, improving the system's response speed and safety.

[0033] In this embodiment, the aforementioned configuration of the first main pipe 120 and the first branch pipe 130 provides a clear path for the refrigerant flow, making the refrigerant circulation between the condenser 30 and the second evaporator 40 smoother. The on / off control of the first shut-off valve 150 allows for the selective opening or closing of specific circuits according to actual needs.

[0034] like Figure 1As shown, the integrated thermal management system also includes a second main pipe 160, a second branch pipe 170, a third branch pipe 180, and a second shut-off valve 190. The first end of the second main pipe 160 is connected to the condenser 30, the first end of the second branch pipe 170 is connected to the second evaporator 40, and the second end of the second branch pipe 170 is connected to the second end of the second main pipe 160. The first end of the third branch pipe 180 is connected to the second end of the first main pipe 120, and the second end of the third branch pipe 180 is connected to the second end of the second main pipe 160; the first evaporator 20 is installed on the third branch pipe 180. The second shut-off valve 190 is installed on the third branch pipe 180 to control the on / off state of the third branch pipe 180. The second shut-off valve 190 is electrically connected to the control module. When the control module controls the second shut-off valve 190 to be closed, controls the first shut-off valve 150 to be open, and controls the connection between the second main pipe 160 and the second branch pipe 170, a portion of the refrigerant forms a refrigerant circuit 100. Thus, the design of the second main pipe 160 and the second branch pipe 170 provides a direct path for the refrigerant from the condenser 30 to the second evaporator 40, making the refrigerant circulation more efficient and reducing energy loss. By controlling the on / off state of the second shut-off valve 190, the first evaporator 20 can be isolated when needed, allowing the refrigerant circuit 100 to operate independently. For example, in scenarios where only battery cooling is required, closing the second shut-off valve 190 can prevent unnecessary refrigerant flow through the cockpit module, thereby reducing energy waste.

[0035] In this embodiment, the second shut-off valve 190 is electrically connected to the control module, enabling the system to automatically adjust the refrigerant flow direction according to real-time heat demand. Under the control of the control module, when the second shut-off valve 190 is closed, the first shut-off valve 150 is open, and the second main pipe 160 and the second branch pipe 170 are connected, the refrigerant will flow directly from the condenser 30 to the second evaporator 40, forming a highly efficient refrigerant circuit 100 for battery temperature regulation. This intelligent control improves the response speed and accuracy of the thermal management system, ensuring that the battery operates within the optimal temperature range, and also improves the temperature control accuracy of the cockpit. The second shut-off valve 190 can not only control the refrigerant flow but also cut off the refrigerant circuit under specific circumstances to prevent system overheating or other abnormalities, enhancing system safety. Furthermore, through the control of the second shut-off valve 190, the parts related to the first evaporator 20 can be maintained or inspected independently without affecting the battery cooling system or other parts, improving the system's maintenance efficiency and convenience. Meanwhile, through the rational layout of pipelines and the integrated control of shut-off valves, unnecessary components in the system are reduced, the assembly process of the whole vehicle is simplified, assembly costs and potential installation errors are reduced, the number of connection points in the system is reduced, the risk of leakage is reduced, and the overall reliability of the system is improved.

[0036] like Figure 1 As shown, the integrated thermal management system also includes a heating device 410. The heating device 410 is installed on the fifth branch pipe 240 to heat the refrigerant flowing through the fifth branch pipe 240.

[0037] Optionally, the heating device 410 is a PTC heater.

[0038] like Figure 1 As shown, the integrated thermal management system also includes a third main pipe 200, a third control valve 210, and a fourth branch pipe 220. The first end of the third main pipe 200 is connected to the fourth interface of the first control valve 50, the second end of the third main pipe 200 is connected to the first interface of the third control valve 210, the first end of the fourth branch pipe 220 is connected to the second interface of the third control valve 210, and the second end of the fourth branch pipe 220 is connected to the third interface of the second control valve 60. A heat source heat exchanger 80 is installed on the fourth branch pipe 220. The third control valve 210 is connected to the control module. When the control module controls the first and second interfaces of the third control valve 210 to connect, controls the second and fourth interfaces of the first control valve 50 to connect, and controls the first and third interfaces of the second control valve 60 to connect, a portion of the refrigerant forms a heat source loop 110. Thus, the design of the heat source loop 110 allows the system to recover heat from secondary heat sources of the vehicle (such as the electric drive system and hydraulic system). When the first port of the third control valve 210 is connected to the second port, the second port of the first control valve 50 is connected to the fourth port, and the first port of the second control valve 60 is connected to the third port, the refrigerant can effectively absorb heat from the heat source heat exchanger 80 through the loop formed by these control valves and pipes, and then transfer this heat to the battery or cockpit that needs to be heated, thereby realizing the secondary utilization of heat source energy.

[0039] In this embodiment, the third control valve 210 is electrically connected to the control module, allowing the system to automatically adjust the opening and closing of the heat source circuit according to real-time heat demand and external environmental conditions. This control makes heat recovery and distribution more precise and can be flexibly adjusted according to the vehicle's operating status, ensuring optimal operating conditions for the battery and cockpit under different temperature conditions. Simultaneously, the integration of the heat source heat exchanger 80 and related piping reduces the number of independent components in the system, simplifying the system structure and thus reducing maintenance complexity. Maintenance personnel can more easily access and inspect the heat source heat exchanger 80, reducing maintenance time and costs.

[0040] like Figure 1As shown, the integrated thermal management system also includes a fourth main pipe 230 and a fifth branch pipe 240. The first end of the fourth main pipe 230 is connected to the condenser 30, the first end of the fifth branch pipe 240 is connected to the second end of the fourth main pipe 230, and the second end of the fifth branch pipe 240 is connected to the fourth interface of the second control valve 60; the air conditioning heater core 10 is installed on the fifth branch pipe 240. Specifically, when the control module controls the first interface of the first control valve 50 to connect to the third interface, controls the second interface of the second control valve 60 to connect to the fourth interface, and controls the fourth main pipe 230 to connect to the fifth branch pipe 240, a portion of the refrigerant forms the cockpit coolant circuit 90. This design of the cockpit coolant circuit 90 ensures precise regulation of the cockpit temperature. When the control module directs the first control valve 50 to connect its first and third ports, the second control valve 60 to connect its second and fourth ports, and confirms that the fourth main pipe 230 and the fifth branch pipe 240 are connected, the refrigerant can absorb heat through the condenser 30 and then transfer it to the air conditioning heater core 10 through the cockpit coolant circuit 90, thereby heating or cooling the cockpit. This configuration allows the thermal management system to intelligently adjust the direction and flow of refrigerant according to the real-time temperature requirements of the cockpit, providing a more comfortable and personalized driving environment.

[0041] In this embodiment, the fifth branch pipe 240 is directly connected to the second control valve 60 and the air conditioning heater core 10, reducing the distance and time of refrigerant transmission and improving the system's response speed to changes in cockpit temperature. When a rapid change in cockpit temperature is required, this direct connection allows for quick refrigerant transfer, enabling rapid temperature regulation and enhancing the driving experience. Simultaneously, the cockpit coolant circuit 90 fully utilizes the thermal energy of the condenser 30, avoiding energy waste. When heating is needed, the refrigerant transfers heat from the condenser 30 to the cockpit, reducing reliance on auxiliary heating equipment (such as a PTC heater) and thus improving energy efficiency.

[0042] like Figure 2As shown, the integrated thermal management system also includes a sixth branch pipe 250 and a battery module 260. The first end of the sixth branch pipe 250 is connected to the fifth interface of the first control valve 50, and the second end of the sixth branch pipe 250 is connected to the fifth interface of the second control valve 60. The battery module 260 is mounted on the sixth branch pipe 250. Specifically, when the control module controls the first interface of the first control valve 50 to connect to the fifth interface, and controls the fifth interface of the second control valve 60 to connect to the fourth interface, a portion of the refrigerant forms a battery heating circuit 270. When the control module controls both the first shut-off valve 150 and the second shut-off valve 190 to be closed, controls the first interface of the first control valve 50 to connect to the fourth interface, controls the third interface of the second control valve 60 to connect to the fourth interface, and controls the fourth main pipe 230 to connect to the fifth branch pipe 240, a portion of the refrigerant forms a cockpit heating circuit 280. Thus, the design of the battery heating circuit 270 allows the system to intelligently adjust the flow of refrigerant according to the actual temperature requirements of the battery module 260. When the control module connects the first and fifth ports of the first control valve 50 and the fifth and fourth ports of the second control valve 60, the refrigerant will flow directly through the battery module 260 to heat or cool the battery according to its needs, ensuring that the battery is always within the optimal operating temperature range, thereby improving battery performance and extending its service life.

[0043] Specifically, the formation of the cockpit heating circuit 280 ensures that the cockpit can quickly and efficiently obtain heat in low-temperature environments. When the control module controls both the first shut-off valve 150 and the second shut-off valve 190 to be closed, and simultaneously controls the first interface of the first control valve 50 to connect with the fourth interface, the third interface of the second control valve 60 to connect with the fourth interface, and the fourth main pipe 230 to connect with the fifth branch pipe 240, the refrigerant will obtain heat through the condenser 30 and directly transfer it to the air conditioning heater core 10, providing rapid heating for the cockpit and improving driving comfort. At the same time, through the precise control of the first control valve 50 and the second control valve 60 by the control module, the system can intelligently switch between the battery heating circuit 270 and the cockpit heating circuit 280, maximizing energy recovery and utilization. When both the battery and the cockpit need heating, the system can prioritize the use of waste heat from the vehicle's heat sources (such as the electric drive system and hydraulic system), reducing the use of auxiliary heating equipment and improving energy efficiency.

[0044] In this embodiment, when the heat source temperature is high, the direction of the water path is adjusted by adjusting the first control valve 50 and the second control valve 60, and the higher temperature coolant is used directly to heat the cockpit and battery module 260, eliminating the energy consumption of components such as the compressor 70 and further improving the range.

[0045] like Figure 3As shown, the integrated thermal management system also includes a seventh branch pipe 290 and a radiator 300. The first end of the seventh branch pipe 290 is connected to the second end of the fourth main pipe 230, and the second end of the seventh branch pipe 290 is connected to the third interface of the third control valve 210. The radiator 300 is mounted on the seventh branch pipe 290. Specifically, when the control module controls the fourth interface of the first control valve 50 to connect with the first interface, controls the first interface of the third control valve 210 to connect with the third interface, controls the first interface of the third control valve 210 to disconnect from the second interface, controls the fourth main pipe 230 to connect with the seventh branch pipe 290, and controls the fourth main pipe 230 to disconnect from the fifth branch pipe 240, a portion of the refrigerant forms a heat dissipation circuit 310; when the control module controls both the first shut-off valve 150 and the second shut-off valve 190 to be in the open state, a portion of the refrigerant forms a cockpit cooling circuit 320; when the control module controls the second interface of the first control valve 50 to connect with the fifth interface, and controls the first interface of the second control valve 60 to connect with the fifth interface, a portion of the refrigerant forms a battery cooling circuit 330. Thus, the design of the heat dissipation circuit 310 ensures that, when heat dissipation is required, the refrigerant can effectively dissipate heat to the environment through the radiator 300, preventing the battery and electric drive system from overheating and maintaining their optimal performance. When the control module controls the fourth port of the first control valve 50 to connect with the first port, controls the first port of the third control valve 210 to connect with the third port, simultaneously disconnects the second port, and confirms that the fourth main pipe 230 is connected to the seventh branch pipe 290 while disconnecting from the fifth branch pipe 240, the refrigerant will dissipate heat through the radiator 300, improving the system's heat dissipation efficiency and the reliability of the battery and electric drive system.

[0046] In this embodiment, the formation of the cockpit cooling circuit 320 enables the system to provide effective cooling for the cockpit when needed. When the control module controls both the first shut-off valve 150 and the second shut-off valve 190 to be open, the refrigerant can cool the cockpit through refrigeration components such as the evaporator, meeting the cooling requirements of the cockpit in high-temperature environments and improving driving comfort and safety. Simultaneously, the design of the battery cooling circuit 330 ensures that the battery can achieve precise temperature control through refrigerant circulation when cooling is required. When the control module controls the second and fifth interfaces of the first control valve 50 to be connected, and simultaneously controls the first and fifth interfaces of the second control valve 60 to be connected, the refrigerant will flow directly through the battery module and be cooled by the radiator 300 or the condenser 30. This effectively prevents battery overheating, extends battery life, and improves battery energy utilization efficiency.

[0047] Specifically, when the cockpit and battery module 260 need cooling, cooling can be achieved for the cockpit and battery module 260 respectively. If only cooling of battery module 260 or cockpit is required, the control valve of the corresponding circuit can be directly closed.

[0048] like Figures 1 to 3 As shown, the integrated module also includes a fifth main pipe 340 and a first pump body 350. The first end of the fifth main pipe 340 is connected to the condenser 30, and the second end is connected to the first interface of the first control valve 50. The first pump body 350 is mounted on the fifth main pipe 340. Thus, the mounting of the first pump body 350 on the fifth main pipe 340 provides the necessary power support for the circulation of refrigerant between the condenser 30 and the first control valve 50. During refrigerant circulation, the first pump body 350 ensures stable refrigerant flow within the system, maintaining efficient system operation even under high load or large temperature difference conditions, and preventing a decrease in thermal management efficiency due to poor refrigerant flow.

[0049] In this embodiment, the configuration of the fifth main pipe 340 and the first pump body 350 increases the system cooling capacity. Especially in high-temperature environments, the first pump body 350 can effectively drive the refrigerant through the condenser 30 for more efficient heat exchange, and quickly dissipate the heat absorbed from the battery or cockpit into the environment, thereby keeping the battery and cockpit within a suitable operating temperature range, extending battery life and improving driving comfort.

[0050] Optionally, the integrated module further includes a second pump body 360, which is disposed on the fourth branch pipe 220; and / or, the integrated module further includes a third pump body 370, which is disposed on the sixth branch pipe 250; and / or, the integrated thermal management system further includes an eighth branch pipe 380 and a fourth control valve 390, with the eighth branch pipe 380 connected in parallel with the fourth branch pipe 220. The fourth control valve 390 is disposed on the eighth branch pipe 380 for controlling the on / off state of the eighth branch pipe 380. Thus, the second pump body 360 and the third pump body 370 are disposed on the fourth branch pipe 220 and the sixth branch pipe 250, respectively. The addition of these pump bodies significantly enhances the flow dynamics of the refrigerant in the cockpit and battery-related circuits. They ensure stable refrigerant circulation in the circuits, enabling rapid response to temperature changes even under complex operating conditions, improving the overall system response speed and control accuracy, and providing a more stable and faster temperature regulation capability for the cockpit and battery.

[0051] In this embodiment, the on / off state of the eighth branch pipe 380 is controlled by the fourth control valve 390, allowing the system to dynamically adjust the refrigerant flow and path according to actual needs. Under low-load conditions, the eighth branch pipe 380 can be closed to reduce unnecessary refrigerant circulation, thereby reducing energy consumption. Under high-load or extreme conditions, the eighth branch pipe 380 can be opened to increase the refrigerant circulation path, improve the efficiency of the thermal management system, and ensure that the battery and cockpit can quickly reach and maintain the ideal temperature range.

[0052] In this embodiment, the first control valve 50 and the second control valve 60 are both six-way valves, and the third control valve 210 is a three-way valve.

[0053] like Figure 1 As shown, the integrated thermal management system also includes a fifth main pipe and a water supply device 400 installed on the fifth main pipe. The first end of the fifth main pipe is connected to the radiator 300, and the second end is connected to the fourth branch pipe 220.

[0054] This application also provides a vehicle (not shown) including the aforementioned integrated thermal management system.

[0055] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0056] The integrated thermal management system includes a cockpit module, an integrated module, a compressor, and a heat source heat exchanger. The integrated module includes an air conditioning heater core and a first evaporator. The integrated module includes a condenser, a second evaporator, a first control valve, and a second control valve. The condenser is connected to the first interface of the first control valve, the second evaporator is connected to the second interface of the first control valve, and the second evaporator is connected to the first interface of the second control valve; the third interface of the first control valve is connected to the second interface of the second control valve. In this way, when the heat source temperature is low, the energy of the hydraulic oil circuit is transferred to the cockpit coolant circuit, realizing the secondary utilization of hydraulic oil energy. At this time, there are three circuits in the integrated thermal management system: a part of the refrigerant circulates through the condenser, the first control valve, the second control valve, and the air conditioning heater core to form the cockpit coolant circuit, so as to absorb heat from the condenser and release heat to the cockpit at the air conditioning heater core; a part of the refrigerant circulates through the compressor, the condenser, and the second evaporator to form the refrigerant circuit. The coolant absorbs heat from the second evaporator, and after being compressed by the compressor, the high-temperature and high-pressure gas releases heat to the cockpit circuit in the condenser, realizing the transfer of heat; a part of the refrigerant circulates through the second evaporator, the first control valve, the heat source heat exchanger, and the second control valve to form the heat source circuit. The heat source heat exchanger transfers the heat source energy to the coolant, and then from the coolant to the second evaporator, realizing the reuse of redundant heat sources in the vehicle. This solves the problem of poor integration of the vehicle thermal management system in the prior art, and reduces the assembly difficulty and the overall vehicle cost.

[0057] Obviously, the embodiments described above are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this utility model.

[0058] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0059] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0060] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. An integrated thermal management system, characterized in that, include: The cockpit module includes an air conditioning heating core (10) and a first evaporator (20); The integrated module includes a condenser (30), a second evaporator (40), a first control valve (50), and a second control valve (60). The condenser (30) is connected to a first interface of the first control valve (50), the second evaporator (40) is connected to a second interface of the first control valve (50), and the second evaporator (40) is connected to a first interface of the second control valve (60). The third interface of the first control valve (50) is connected to the second interface of the second control valve (60). Compressor (70); Heat source heat exchanger (80); A portion of the refrigerant passes sequentially through the condenser (30), the first control valve (50), the second control valve (60), and the air conditioning heater core (10) to form a cockpit coolant circuit (90). A portion of the refrigerant passes sequentially through the compressor (70), the condenser (30), and the second evaporator (40) to form a refrigerant circuit (100). A portion of the refrigerant passes sequentially through the second evaporator (40), the first control valve (50), the heat source heat exchanger (80), and the second control valve (60) to form a heat source circuit (110).

2. The integrated thermal management system according to claim 1, characterized in that, The integrated thermal management system also includes: A first main pipe (120) is connected at its first end to the condenser (30); The first branch pipe (130) is connected to the first end of the first main pipe (120), and the second end of the first branch pipe (130) is connected to the second evaporator (40). Control module; The integrated module further includes: A liquid replenishment device (140) is installed on the first main pipeline (120); A first shut-off valve (150) is provided on the first branch pipe (130) to control the on / off state of the first branch pipe (130).

3. The integrated thermal management system according to claim 2, characterized in that, The integrated thermal management system also includes: The second main pipe (160) has its first end connected to the condenser (30); The second branch pipe (170) has its first end connected to the second evaporator (40) and its second end connected to the second end of the second main pipe (160). The third branch pipe (180) has its first end connected to the second end of the first main pipe (120) and its second end connected to the second end of the second main pipe (160); the first evaporator (20) is installed on the third branch pipe (180); A second shut-off valve (190) is provided on the third branch pipe (180) to control the on / off state of the third branch pipe (180); The second shut-off valve (190) is electrically connected to the control module. When the control module controls the second shut-off valve (190) to be in the closed state, controls the first shut-off valve (150) to be in the open state, and controls the second main pipe (160) to be connected to the second branch pipe (170), a portion of the refrigerant is used to form the refrigerant circuit (100).

4. The integrated thermal management system according to claim 3, characterized in that, The integrated thermal management system also includes: The third main pipe (200) has its first end connected to the fourth interface of the first control valve (50); The third control valve (210) is connected to the first interface of the third main pipe (200) at the second end; A fourth branch pipe (220) is provided, the first end of which is connected to the second interface of the third control valve (210), and the second end of which is connected to the third interface of the second control valve (60); the heat source heat exchanger (80) is provided on the fourth branch pipe (220); The third control valve (210) is connected to the control module. When the control module controls the first interface of the third control valve (210) to connect with the second interface, controls the second interface of the first control valve (50) to connect with the fourth interface, and controls the first interface of the second control valve (60) to connect with the third interface, a portion of the refrigerant forms the heat source circuit (110).

5. The integrated thermal management system according to claim 4, characterized in that, The integrated thermal management system also includes: A fourth main pipe (230), the first end of which is connected to the condenser (30); The fifth branch pipe (240) has its first end connected to the second end of the fourth main pipe (230), and its second end connected to the fourth interface of the second control valve (60); the air conditioning heating core (10) is installed on the fifth branch pipe (240); When the control module controls the first interface of the first control valve (50) to connect with the third interface, controls the second interface of the second control valve (60) to connect with the fourth interface, and controls the fourth main pipe (230) to connect with the fifth branch pipe (240), a portion of the refrigerant is used to form the cockpit coolant circuit (90).

6. The integrated thermal management system according to claim 5, characterized in that, The integrated thermal management system also includes: The sixth branch pipe (250) has its first end connected to the fifth interface of the first control valve (50) and its second end connected to the fifth interface of the second control valve (60). A battery module (260) is mounted on the sixth branch pipe (250); When the control module controls the first interface of the first control valve (50) to connect with the fifth interface and controls the fifth interface of the second control valve (60) to connect with the fourth interface, a portion of the refrigerant forms a battery heating circuit (270). When the control module controls the first shut-off valve (150) and the second shut-off valve (190) to be in the closed state, controls the first interface of the first control valve (50) to be connected to the fourth interface, controls the third interface of the second control valve (60) to be connected to the fourth interface, and controls the fourth main pipe (230) to be connected to the fifth branch pipe (240), a portion of the refrigerant is used to form a cockpit heating circuit (280).

7. The integrated thermal management system according to claim 5, characterized in that, The integrated thermal management system also includes: The seventh branch pipe (290) has its first end connected to the second end of the fourth main pipe (230), and its second end connected to the third interface of the third control valve (210). A radiator (300) is installed on the seventh branch pipe (290); When the control module controls the fourth interface of the first control valve (50) to connect with the first interface, controls the first interface of the third control valve (210) to connect with the third interface, controls the first interface of the third control valve (210) to disconnect from the second interface, controls the fourth main pipe (230) to connect with the seventh branch pipe (290), and controls the fourth main pipe (230) to disconnect from the fifth branch pipe (240), a portion of the refrigerant forms a heat dissipation circuit (310). When the control module controls both the first shut-off valve (150) and the second shut-off valve (190) to be in the open state, a portion of the refrigerant forms the cockpit cooling circuit (320); When the control module controls the second interface and the fifth interface of the first control valve (50) to be connected, and controls the first interface and the fifth interface of the second control valve (60) to be connected, a portion of the refrigerant forms a battery cooling circuit (330).

8. The integrated thermal management system according to claim 1, characterized in that, The integrated module also includes: The fifth main pipe (340) has a first end connected to the condenser (30) and a second end connected to the first interface of the first control valve (50). The first pump body (350) is installed on the fifth main pipe (340).

9. The integrated thermal management system according to claim 6, characterized in that, The integrated module also includes: The second pump body (360) is disposed on the fourth branch pipe (220); and / or, A third pump body (370) is disposed on the sixth branch pipe (250); and / or, The integrated thermal management system also includes: The eighth branch pipe (380) is connected in parallel with the fourth branch pipe (220); A fourth control valve (390) is provided on the eighth branch pipe (380) for controlling the on / off state of the eighth branch pipe (380).

10. A vehicle, characterized in that, The integrated thermal management system includes any one of claims 1 to 9.

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