Water side integrated module of thermal management system and vehicle

Abstract

The utility model discloses a water side integration module of a thermal management system and a vehicle, the water side integration module comprises a water channel plate, a plurality of flow channels are arranged in the water channel plate, and at least a part of the flow channels are provided with external interfaces connected with external elements; the water box is used for supplying water to the flow channel; the first multi-way valve and the second multi-way valve are arranged on the water channel plate, at least part of the flow channels are communicated with the first multi-way valve, at least part of the flow channels are communicated with the second multi-way valve, the first multi-way valve is used for changing the communication state of the multiple flow channels connected with the first multi-way valve, and the second multi-way valve is used for changing the communication state of the multiple flow channels connected with the second multi-way valve. The second multi-way valve is used for changing the communication state of the multiple flow channels connected with the second multi-way valve. At least one of the first multi-way valve and the second multi-way valve is arranged on the side, away from the water box, of the water channel plate. According to the water side integrated module, the flow path arrangement of a heat management system of a vehicle is simplified, the design and manufacturing cost of the heat management system is reduced, the spaces on the two sides of the water channel plate are reasonably utilized, compact arrangement of the water side integrated module is conveniently achieved, and then compact arrangement of the heat management system is achieved; and the occupied space of the thermal management system is reduced.

Description

Technical Field

[0001] This utility model relates to the field of vehicles, and in particular to a water-side integrated module for a thermal management system and a vehicle. Background Technology

[0002] In the automotive industry, the core function of a thermal management system is to manage the temperature of the battery, motor, electronic control system, and passenger compartment in a coordinated manner to improve energy efficiency, safety, range, and comfort.

[0003] The thermal management system includes a refrigerant-side module and a water-side module. The refrigerant-side module and the water-side module are responsible for the core functions of refrigerant circulation and coolant circulation, respectively. The two work together to optimize the vehicle's energy efficiency and safety.

[0004] In related technologies, thermal management systems occupy a large space, reducing the space utilization rate of vehicles. Utility Model Content

[0005] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a water-side integrated module for a thermal management system, which simplifies the flow path layout of the vehicle's thermal management system, reduces the design and manufacturing costs of the thermal management system, rationally utilizes the space on both sides of the water channel plate, facilitates the compact setting of the water-side integrated module, and thus achieves a compact setting of the thermal management system, which helps to reduce the space occupied by the thermal management system.

[0006] This utility model also proposes a vehicle that includes the above-mentioned water-side integrated module.

[0007] The water-side integrated module of the thermal management system according to an embodiment of the present invention includes: a water channel plate, wherein the water channel plate has multiple flow channels, and at least a portion of the flow channels have external interfaces for connection to external components; a water box, wherein the water box is used to supply water to the flow channels; a first multi-way valve and a second multi-way valve disposed on the water channel plate, wherein at least a portion of the flow channels are connected to the first multi-way valve and at least a portion of the flow channels are connected to the second multi-way valve, wherein the first multi-way valve is used to change the connection state of the multiple flow channels connected to it, and the second multi-way valve is used to change the connection state of the multiple flow channels connected to it; at least one of the first multi-way valve and the second multi-way valve is disposed on the side of the water channel plate opposite to the water box.

[0008] According to the water-side integrated module of the thermal management system in this embodiment, the water channel plate can be connected to different external components to form multiple water-cooling circuits. The first multi-way valve and the second multi-way valve can adjust the connection state of some flow channels to adjust the connection relationship between multiple water-cooling circuits, changing the temperature control purpose of one or more external components, so that the thermal management system has multiple working modes. Compared with the related technology, which sets up multiple independent water-cooling circuits for temperature control of multiple functional systems of a vehicle, the water-side integrated module in this embodiment effectively simplifies the flow path layout of the vehicle's thermal management system and reduces the design and manufacturing cost of the thermal management system. Furthermore, in this embodiment, at least one of the first multi-way valve and the second multi-way valve is located on the side of the water channel plate away from the water box, making reasonable use of the space on both sides of the water channel plate, facilitating the compact setting of the water-side integrated module, and thus achieving a compact setting of the thermal management system, which helps to reduce the space occupied by the thermal management system.

[0009] In some embodiments, the water-side integrated module further includes a first switching valve disposed on the water channel plate. The first switching valve is connected to the first multi-way valve and the second multi-way valve respectively through the flow channel. The first switching valve is used to change the connection state between the first multi-way valve and the second multi-way valve.

[0010] In some embodiments, there are multiple first switching valves, each of which is used to change the connection state between the first multi-way valve and the second multi-way valve.

[0011] In some embodiments, a plurality of the first switching valves are respectively located on the side of the water channel plate opposite to the water box.

[0012] In some embodiments, a portion of the flow channel is an external flow channel and a portion of the flow channel is a connecting flow channel. The external flow channel is provided with the external interface, and the connecting flow channel is connected to the first multi-way valve and the second multi-way valve respectively.

[0013] In some embodiments, the water-side integrated module further includes a water pump disposed on the water channel plate, and at least one of the external flow channels is connected to the water pump.

[0014] In some embodiments, the water pump is located on the side of the water channel plate opposite to the water box.

[0015] In some embodiments, the water-side integrated module further includes a temperature sensor disposed on the water channel plate, the temperature sensor being used to detect the temperature within a portion of the flow channel.

[0016] In some embodiments, the water channel plate includes: a first plate body and a second plate body, the first plate body and the second plate body cooperate to form the plurality of flow channels, the water box is disposed on the side of the first plate body away from the second plate body, and the first multi-way valve and the second multi-way valve are located on the side of the second plate body away from the first plate body.

[0017] In some embodiments, the water box and the first plate are integral parts.

[0018] In some embodiments, the water-side integrated module further includes a plurality of support members, the first end of which is connected to the water channel plate, the second end of which is adapted to support a support surface, and the support members are provided with buffer components.

[0019] In some embodiments, the second end of each of the supports extends beyond the first multi-way valve and the second multi-way valve, and the plurality of the supports, the first multi-way valve, and the second multi-way valve form a first placement space located on the side of the first multi-way valve away from the water channel plate.

[0020] The vehicle according to an embodiment of the present invention includes: a water-side integrated module of the thermal management system described in the above technical solution.

[0021] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0022] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0023] Figure 1 This is a schematic diagram of the water-side integrated module of the thermal management system according to an embodiment of the present invention. Figure 1 ;

[0024] Figure 2 This is a schematic diagram of the water-side integrated module of the thermal management system according to an embodiment of the present invention. Figure 2 ;

[0025] Figure 3 This is a schematic diagram of the coolant circuit in an embodiment of the thermal management system of this utility model;

[0026] Figure 4 for Figure 3 A schematic diagram of the first multi-way valve in its first connection mode according to the embodiment shown;

[0027] Figure 5 for Figure 3A schematic diagram of the first multi-way valve in its second connection mode according to the embodiment shown;

[0028] Figure 6 for Figure 3 A schematic diagram of the first multi-way valve in its third connection mode according to the embodiment shown;

[0029] Figure 7 for Figure 3 A schematic diagram of the first multi-way valve in its fourth connection mode according to the embodiment shown;

[0030] Figure 8 for Figure 3 A schematic diagram of the second multi-way valve in its first connection mode according to the embodiment shown;

[0031] Figure 9 for Figure 3 A schematic diagram of the second multi-way valve in its second connection mode according to the embodiment shown;

[0032] Figure 10 for Figure 3 A schematic diagram of the second multi-way valve in its third connection mode according to the embodiment shown;

[0033] Figure 11 for Figure 3 A schematic diagram of the second multi-way valve in its fourth connection mode according to the embodiment shown;

[0034] Figure 12 for Figure 3 A schematic diagram of the first working mode of the embodiment shown;

[0035] Figure 13 for Figure 3 A schematic diagram of the second operating mode of the embodiment shown;

[0036] Figure 14 for Figure 3 A schematic diagram of the third working mode of the embodiment shown;

[0037] Figure 15 for Figure 3 The diagram shows the fourth operating mode of the embodiment shown.

[0038] Figure 16 for Figure 3 A schematic diagram of the fifth working mode of the embodiment shown;

[0039] Figure 17 for Figure 3 A schematic diagram of the sixth operating mode of the embodiment shown;

[0040] Figure 18 for Figure 3 A schematic diagram of the seventh operating mode of the embodiment shown;

[0041] Figure 19 for Figure 3 The diagram shows the eighth operating mode of the embodiment shown.

[0042] Figure 20 for Figure 3 A schematic diagram of the ninth operating mode of the embodiment shown;

[0043] Figure 21 for Figure 3 A schematic diagram of the tenth operating mode of the embodiment shown;

[0044] Figure 22 for Figure 3 The diagram shows the eleventh working mode of the embodiment shown.

[0045] Figure 23 for Figure 3 A schematic diagram of the twelfth operating mode of the embodiment shown;

[0046] Figure 24 for Figure 3 The diagram shows the thirteenth operating mode of the embodiment shown.

[0047] Figure 25 for Figure 3 A schematic diagram of the fourteenth operating mode of the embodiment shown;

[0048] Figure 26 for Figure 3 A schematic diagram of the fifteenth operating mode of the embodiment shown;

[0049] Figure 27 for Figure 3 A schematic diagram of the sixteenth operating mode of the embodiment shown.

[0050] Reference numerals: 1000, Water-side integrated module; 10, First multi-way valve; 11, First interface; 12, Second interface; 13, Third interface; 14, Fourth interface; 15, Fifth interface; 16, Sixth interface; 17, Seventh interface; 18, Eighth interface; 20, Second multi-way valve; 21, Eleventh interface; 22, Twelfth interface; 23, Thirteenth interface; 24, Fourteenth interface; 25, Fifteenth interface; 26, Sixteenth interface; 27, Seventeenth interface; 3, First switching valve; 30, Third multi-way valve; 31, Twenty-first interface; 32, Twenty-second interface; 33, Twenty-third interface; 40, Fourth multi-way valve; 41, Thirty-first interface; 42, Thirty-second interface; 43, Thirty-third interface; 50, Waterway plate; 5 1. First plate; 52. Second plate; 53. External interface; 60. Water box; 61. First box; 62. Second box; 70. Water pump; 107. First pump body; 108. Second pump body; 109. Third pump body; 80. Temperature sensor; 90. Support component; 91. Buffer assembly; 92. First placement space; 101. First in-cabin heat exchanger; 102. Second in-cabin heat exchanger; 103. Condenser; 104. Evaporator; 105. Subcooler; 110. Battery system; 111. Electric drive system; 112. External heat exchanger; 201. Compressor; 202. First throttle valve; 203. Second throttle valve; 204. Liquid receiver; 901. In-cabin heat exchange circuit; 902. Battery temperature control circuit; 903. Electric drive temperature control circuit. Detailed Implementation

[0051] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0052] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0053] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0054] The following is for reference. Figures 1-27 This invention describes a water-side integrated module 1000 of a thermal management system according to an embodiment of the present invention.

[0055] Reference Figure 1 , Figure 2 and Figure 3 According to an embodiment of the present utility model, the water-side integrated module 1000 of the thermal management system includes a water channel plate 50, a first multi-way valve 10 and a second multi-way valve 20; the water channel plate 50 is provided with multiple flow channels for coolant flow, and at least a portion of the flow channels are provided with external interfaces 53 connected to external components.

[0056] The external components mentioned here can be understood as the vehicle's temperature-regulating functional systems, such as the battery system 110, the passenger compartment's temperature control or dehumidification system, and the electric drive system 111 formed by the motor system and the vehicle's infotainment system. Part of the flow channels in the water channel plate 50 can be connected to the battery system 110, electric drive system 111, passenger compartment's temperature control system, dehumidification system, and other functional systems via external interfaces 53. This allows cold or hot water in the water channel plate 50 to flow to these systems, thus cooling or heating them.

[0057] The water channel plate 50 is provided with multiple external interfaces 53, allowing it to be connected to different external components to form multiple water-cooling circuits. In some applications, some external interfaces 53 of the water channel plate 50 are connected to the battery system 110 to form a battery temperature control circuit 902, allowing cooling water to flow to the battery system 110 to regulate its temperature; and / or, some external interfaces 53 of the water channel plate 50 are connected to the temperature control system and / or dehumidification system in the passenger compartment to form an in-cabin heat exchange circuit 901, allowing cooling water to flow to the temperature control system and / or dehumidification system to regulate its temperature; and / or, some external interfaces 53 of the water channel plate 50 are connected to the electric drive system 111 to form an electric drive temperature control circuit 903, allowing cooling water to flow to the electric drive system 111 to regulate its temperature.

[0058] In other application scenarios, the water channel plate 50 can also be connected to other external components through the external interface 53 to form other water cooling circuits, and this utility model does not limit this.

[0059] The first multi-way valve 10 and the second multi-way valve 20 are both disposed on the water channel plate 50. At least a portion of the flow channel is connected to the first multi-way valve 10 and at least a portion of the flow channel is connected to the second multi-way valve 20. The first multi-way valve 10 is used to change the connection state of the multiple flow channels connected to it, and the second multi-way valve 20 is used to change the connection state of the multiple flow channels connected to it.

[0060] It should be noted that changing the connectivity of the flow channel can mean changing the on / off state of the flow channel; it can also mean changing the size of the valve port connected to the flow channel, thereby adjusting the flow rate of the coolant in the flow channel, or adjusting the proportion of coolant flow rates in different flow channels.

[0061] In this embodiment of the invention, the first multi-way valve 10 can change the connection state of multiple flow channels connected to it, and the second multi-way valve 20 can change the connection state of multiple flow channels connected to it, thereby adjusting the connection relationship between the water channel plate 50 and different external components, that is, adjusting the connection relationship between multiple water-cooling circuits. Under the adjustment action of the first multi-way valve 10 and the second multi-way valve 20, the temperature control purpose of one or more external components is changed, so that the thermal management system has multiple working modes, thereby avoiding the need to set up multiple independent water-cooling circuits for the temperature control of multiple functional systems of the vehicle, simplifying the flow path layout of the vehicle's thermal management system, and reducing the design and manufacturing cost of the thermal management system.

[0062] Reference Figure 1 , Figure 2 and Figure 3In this embodiment of the present invention, the water-side integrated module 1000 includes a water box 60, which is disposed on the water channel plate 50 and communicates with at least a portion of the flow channel. The water box 60 is used to supply water to the flow channel. As a device for storing and replenishing coolant, the water box 60 can promptly replenish coolant to the flow channel when the water cooling circuit is short of water, ensuring the reliability of the water cooling circuit operation. The number of water boxes 60 can be one, two, three, or other numbers; the present invention does not limit this number.

[0063] In this embodiment of the present invention, at least one of the first multi-way valve 10 and the second multi-way valve 20 is disposed on the side of the water channel plate 50 away from the water box 60.

[0064] By using the above technical solution, the space on both sides of the water channel plate 50 is rationally utilized, which facilitates the compact setting of the water-side integrated module 1000, thereby achieving a compact setting of the thermal management system and reducing the space occupied by the thermal management system.

[0065] According to the water-side integrated module 1000 of the thermal management system of this utility model embodiment, the water channel plate 50 can be connected to different external components to form multiple water-cooling circuits. The first multi-way valve 10 and the second multi-way valve 20 can adjust the connection state of some flow channels to adjust the connection relationship between multiple water-cooling circuits, change the temperature control purpose of one or more external components, and enable the thermal management system to have multiple working modes. Compared with the related technology, which sets up multiple independent water-cooling circuits for temperature control of multiple functional systems of a vehicle, the water-side integrated module 1000 of this utility model embodiment effectively simplifies the flow path layout of the vehicle's thermal management system and reduces the design and manufacturing cost of the thermal management system. Furthermore, in this utility model embodiment, at least one of the first multi-way valve 10 and the second multi-way valve 20 is arranged on the side of the water channel plate 50 away from the water box 60, making reasonable use of the space on both sides of the water channel plate 50, which facilitates the compact setting of the water-side integrated module 1000, thereby achieving a compact setting of the thermal management system and reducing the space occupied by the thermal management system.

[0066] In some specific embodiments, the water box 60 is located above the channel plate 50, and the first multi-way valve 10 and the second multi-way valve 20 are both located below the channel plate 50. This optimizes the use of space on both sides of the channel plate 50, facilitating a compact design of the water-side integrated module 1000, thereby achieving a compact design of the thermal management system, reducing its footprint, and lowering the installation difficulty. Furthermore, by placing the water box 60 above the channel plate 50, it is also easier to add water to the water box 60, reducing the difficulty of adding coolant to the water-side integrated module 1000.

[0067] In some embodiments, at least a portion of the external interface 53 extends in a horizontal direction. Here, the horizontal direction is a direction perpendicular to the vertical direction. Since the external interface 53 is adapted to be connected to external components, by setting at least a portion of the external interface 53 to extend in a horizontal direction, the difficulty of connecting the external interface 53 to external components is reduced, thereby reducing the assembly difficulty of the thermal management system.

[0068] In some embodiments, the water-side integrated module 1000 further includes a first switching valve 3 disposed on the water channel plate 50. The first switching valve 3 is connected to the first multi-way valve 10 and the second multi-way valve 20 respectively through the flow channel. The first switching valve 3 is used to change the connection state between the first multi-way valve 10 and the second multi-way valve 20.

[0069] In this embodiment of the present invention, by setting the first switching valve 3, the connection state between the first multi-way valve 10 and the second multi-way valve 20 can be changed, increasing the flow mode of the coolant in the water channel plate 50, which is beneficial to simplifying the flow path layout of the thermal management system and further reducing the design and manufacturing cost of the thermal management system.

[0070] In some further embodiments, there are multiple first switching valves 3, each of which is used to change the connection state between the first multi-way valve 10 and the second multi-way valve 20.

[0071] The above technical solutions further increase the flow patterns of coolant within the water channel plate 50, which helps to simplify the flow path layout of the thermal management system and further reduces the design and manufacturing costs of the thermal management system.

[0072] In some specific embodiments, multiple first switching valves 3 are respectively located on the side of the water channel plate 50 away from the water box 60.

[0073] By using the above technical solution, the space on both sides of the water channel plate 50 is rationally utilized, which facilitates the compact setting of the water-side integrated module 1000, thereby achieving a compact setting of the thermal management system and reducing the space occupied by the thermal management system.

[0074] In some embodiments, the channel plate 50 has multiple flow channels, some of which are external flow channels and some of which are connecting flow channels. The external flow channels are provided with external interfaces 53, and the connecting flow channels are respectively connected to the first multi-way valve 10 and the second multi-way valve 20. Some of the external flow channels are connected to the first multi-way valve 10, and some of the external flow channels are connected to the second multi-way valve 20.

[0075] Through the above technical solution, the external flow channel connected to the first multi-way valve 10 can be connected to other external flow channels through the first multi-way valve 10, and can also be connected to more external flow channels through the first multi-way valve 10, the connecting flow channel and the second multi-way valve 20, which further increases the flow mode of coolant in the water channel plate 50, which is conducive to simplifying the flow path layout of the thermal management system and further reducing the design and manufacturing cost of the thermal management system.

[0076] In some embodiments, the water-side integrated module 1000 further includes a water pump 70, which is disposed on a water channel plate, and at least one external flow channel is connected to the water pump 70.

[0077] The water pump 70 is used to provide power to the coolant in the flow channel. In this embodiment of the utility model, by setting the water pump 70 on the water channel plate, the integration of the water-side integrated module 1000 is further improved, thereby realizing the compact setting of the thermal management system and reducing the space occupied by the thermal management system.

[0078] In some embodiments, the water pump 70 is disposed on the side of the water channel plate 50 opposite to the water box 60.

[0079] By using the above technical solution, the space on both sides of the water channel plate 50 is rationally utilized, which facilitates the compact setting of the water-side integrated module 1000, thereby achieving a compact setting of the thermal management system and reducing the space occupied by the thermal management system.

[0080] In some embodiments, the water-side integrated module 1000 includes a plurality of water pumps 70, all of which are disposed on a water channel plate, and each water pump 70 is connected to at least one external flow channel. At least one of the plurality of water pumps 70 is disposed on the side of the water channel plate 50 opposite to the water box 60.

[0081] The channel plate 50 is provided with multiple external interfaces 53, allowing the channel plate 50 to be connected to different external components to form multiple water-cooling circuits. In this embodiment of the invention, the channel plate 50 integrates multiple water pumps 70, so that when the channel plate 50 is connected to different external components to form multiple water-cooling circuits, at least one water pump 70 is connected in series in each water-cooling circuit, thereby ensuring the stable flow of coolant in each water-cooling circuit.

[0082] In some embodiments, the water-side integrated module 1000 further includes a temperature sensor 80 disposed on the water channel plate 50, the temperature sensor 80 being used to detect the temperature within a portion of the flow channel.

[0083] The above technical solution enables the water-side integrated module 1000 to monitor the temperature of the coolant in the flow channel, facilitating the switching and control of the corresponding modes by the water-side integrated module 1000, which is beneficial to improving the intelligence of the thermal management system.

[0084] In some specific embodiments, multiple temperature sensors 80 are provided, and the multiple temperature sensors 80 are used to detect the temperature in different flow channels. At least some of the temperature sensors 80 are located on the side of the water channel plate 50 opposite to the water box 60.

[0085] By using the above technical solution, the space on both sides of the water channel plate 50 is rationally utilized, which facilitates the compact setting of the water-side integrated module 1000, thereby achieving a compact setting of the thermal management system and reducing the space occupied by the thermal management system.

[0086] In some embodiments, the water channel plate 50 includes a first plate body 51 and a second plate body 52, the first plate body 51 and the second plate body 52 cooperate to form multiple flow channels, the water box 60 is disposed on the side of the first plate body 51 opposite to the second plate body 52, and the first multi-way valve 10 and the second multi-way valve 20 are located on the side of the second plate body 52 opposite to the first plate body 51.

[0087] By assembling the first plate 51 and the second plate 52 into a water channel plate 50, the difficulty of mold making and the cost can be reduced. Specifically, the first plate 51 and the second plate 52 can be combined into one piece by welding. In other embodiments, the first plate 51 and the second plate 52 can also be connected by ultrasonic connection, interference fit or other fastening methods, and this utility model does not limit this.

[0088] It should be noted that the water box 60 and the water channel plate 50 can be sealed or integrally connected, as long as the water box 60 can communicate with the flow channel.

[0089] In some specific embodiments, the water box 60 and the first plate 51 are an integral part.

[0090] The above technical solution improves the integration of the water-side integrated module 1000. By integrating the water box 60 with the first plate 51, the connection interfaces (such as flanges and sealing rings) of the split structure are eliminated, reducing the risk of leakage caused by the assembly of multiple parts. In addition, the assembly steps of the water box 60 and the water channel plate are eliminated, shortening the production cycle and reducing the cost of the water-side integrated module 1000.

[0091] In some specific embodiments, the water box 60 includes a first box body 61 and a second box body 62, which cooperate to form the water box 60. The side of the second box body 62 facing away from the first box body 61 is integrally formed with the first plate body 51.

[0092] By assembling the first box 61 and the second box 62 into a water box 60, the difficulty of mold making and the cost can be reduced. Specifically, the first box 61 and the second box 62 can be combined into one piece by welding. In other embodiments, the first box 61 and the second box 62 can also be connected by ultrasonic connection, interference fit or other fastening methods, and this utility model does not limit this.

[0093] In some embodiments, a liquid level sensor for liquid level monitoring is provided in the water tank 60 to remind the user to add water.

[0094] In some embodiments, the water-side integrated module 1000 further includes a plurality of support members 90, the first ends of which are connected to the water channel plate 50, and the second ends of which are adapted to support a support surface. Each support member 90 is provided with a buffer assembly 91. The support surface can be the vehicle body or the base of the thermal management system.

[0095] By setting the first end of multiple support members 90 to be connected to the water channel plate 50 and setting the second end of multiple support members 90 to be suitable for supporting the support surface, the water channel plate 50 can be supported by the support members 90, thereby improving the positional stability of the water channel plate 50 and ensuring the overall stability of the water-side integrated module 1000.

[0096] Furthermore, the support member 90 is equipped with a buffer assembly 91, which can isolate vibrations transmitted from the vehicle or other vibration sources to the water channel plate 50, further ensuring the reliability of the water-side integrated module 1000. Specifically, the buffer assembly 91 may include a vibration isolation pad disposed at the second end of the support member 90. In other embodiments, the buffer assembly 91 may also include a spring, and this invention is not limited thereto.

[0097] In some specific embodiments, the first end of the support member 90 is integrated with the water channel plate 50, which further improves the reliability of the support member 90 in supporting the water channel plate 50.

[0098] In some embodiments, the second end of each support member 90 extends beyond the first multi-way valve 10 and the second multi-way valve 20, and a first placement space 92 is formed between the plurality of support members 90, the first multi-way valve 10 and the second multi-way valve 20. The first placement space 92 is located on the side of the first multi-way valve 10 away from the waterway plate 50.

[0099] The first placement space 92 can be used to place the refrigerant side module of the thermal management system. This utility model not only sets up multiple support members 90 to support the water channel plate 50, but also rationally arranges the relative positions of the multiple support members 90 so that there is a first placement space 92 for placing the refrigerant side module below the water channel plate 50. This is conducive to the compact setting of the thermal management system and to reducing the space occupied by the thermal management system.

[0100] The following is for reference Figure 1-27 Describes a thermal management system for a water-side integrated module 1000 that incorporates the above-mentioned technical solutions.

[0101] The thermal management system includes a refrigerant-side module and a water-side integrated module 1000 as described above. Multiple external interfaces 53 of the water channel plate 50 connect to multiple external components, forming multiple water-cooled circuits. A portion of these water-cooled circuits is connected to a first multi-way valve 10, and another portion is connected to a second multi-way valve 20. The first and second multi-way valves 10 and 20 each have multiple channels, each channel connecting to the input and output ends of a water-cooled circuit. The refrigerant-side module of the thermal management system forms a refrigerant circuit, and a portion of the water-cooled circuit exchanges heat with the refrigerant circuit. The water-cooled circuit is used for vehicle temperature control.

[0102] The thermal management system also includes a controller, which is connected to the first multi-way valve 10 and the second multi-way valve 20 and is used to control the on / off state of multiple channels so that the thermal management system has multiple operating modes.

[0103] By converging multiple water-cooling circuits at the first multi-way valve 10 and the second multi-way valve 20, and using a controller to control the interface connection between the first multi-way valve 10 and the multiple water-cooling circuits, as well as the interface connection between the second multi-way valve 20 and the multiple water-cooling circuits, the connection relationship between the multiple water-cooling circuits is adjusted. Combined with the condenser 103 and evaporator 104 of the refrigerant circuit, which are two different water-cooling circuits for heat exchange, the water-cooling circuits can operate continuously to control the temperature of the corresponding functional systems of the vehicle. Furthermore, under the adjustment of the first multi-way valve 10 and the second multi-way valve 20, the temperature control purpose of one or more water-cooling circuits can be changed, so that the thermal management system has multiple operating modes. This avoids the need to set up multiple independent water-cooling circuits for the temperature control of multiple functional systems of the vehicle, simplifies the flow path layout of the vehicle's thermal management system, and reduces the design and manufacturing cost of the thermal management system.

[0104] The vehicle's functional systems may include a battery system 110, a temperature control or dehumidification system in the passenger compartment, and an electric drive system 111 formed by the motor system and the vehicle infotainment system, etc. For example, please refer to... Figure 3 In one embodiment, the multiple water-cooling circuits include an in-cabin heat exchange circuit 901 and a battery temperature control circuit 902. The in-cabin heat exchange circuit 901 is equipped with an in-cabin heat exchanger, and the battery temperature control circuit 902 flows through the vehicle's battery system 110. A first multi-way valve 10 can control the connection mode between the in-cabin heat exchange circuit 901 and the battery temperature control circuit 902. Thus, the water-cooling circuit flowing through the condenser 103 or the evaporator 104 via the first multi-way valve 10 can be used to control both the temperature and humidity inside the passenger compartment and the temperature of the battery system 110.

[0105] It should be noted that the cabin heat exchanger can be used in the air conditioning duct of the passenger compartment to regulate the overall temperature and humidity of the passenger compartment, and it can also be used in the seating area of ​​the passenger compartment to achieve temperature control of the seats and improve the comfort of the driver and passengers.

[0106] Please refer to Figure 3 Optionally, in this embodiment, the multiple water-cooling circuits also include an electric drive temperature control circuit 903, which flows through the vehicle's electric drive system 111. The second multi-way valve 20 can control the connection mode of the electric drive temperature control circuit 903, the cabin heat exchange circuit 901, and the battery temperature control circuit 902. Thus, the thermal management system can also be used to control the temperature of the electric drive system 111.

[0107] It is understood that this utility model uses a controller to control the first multi-way valve 10 and the second multi-way valve 20, so that the thermal management system has multiple working modes, so that the various functional systems of the vehicle can achieve good operating conditions, ensure the driving and riding comfort of the driver and passengers, and also ensure the stable and reliable operation of the vehicle.

[0108] Of course, for vehicle functional systems not listed above, the water-cooling circuit in this utility model can also be used for temperature or humidity regulation. Alternatively, multiple water-cooling circuits can be connected in series or in parallel so that one water-cooling circuit can exchange heat with the refrigerant circuit while also utilizing components of another water-cooling circuit to achieve heat dissipation, cooling, or dehumidification, thereby improving the functional integration of the thermal management system, further simplifying the system flow path, and reducing costs.

[0109] It should be noted that the input and output terminals mentioned in this utility model refer to the inlet and outlet of the corresponding pipeline for the refrigerant in the refrigerant circuit or the coolant in the water-cooling circuit. These are not fixed interfaces, but rather vary depending on the specific flow path; the upstream interface is the input terminal, and the downstream interface is the output terminal. Specifically, regarding the relationship between the water-cooling circuit and the first multi-way valve 10 (or the second multi-way valve 20), the input and output terminals are described as the inlet and outlet of the water-cooling circuit at the first multi-way valve 10 (or the second multi-way valve 20).

[0110] Please refer to Figure 3 In one embodiment, the refrigerant circuit is provided with a compressor 201, a condenser 103 and an evaporator 104 connected in series. The refrigerant circuit is divided into a main circulation circuit and a bypass circuit. The main circulation circuit and the bypass circuit are connected in parallel to the compressor 201. The condenser 103 and the evaporator 104 are connected in series in the main circulation circuit.

[0111] It should be noted that the refrigerant flows in the same direction in both the bypass circuit and the main circulation circuit, entering from the same end of compressor 201 and exiting from the other end. This reduces the temperature difference between the input and output ends of compressor 201 due to the bypass circuit. Simultaneously, the gaseous phase from the bypass circuit and the liquid phase from the main circulation circuit enter the inlet of compressor 201 simultaneously, reducing liquid flushing of compressor 201 and improving its energy efficiency, thus ensuring the stability and reliability of the refrigerant circuit operation. Of course, in other embodiments, only the main circulation circuit may be provided.

[0112] Optionally in this embodiment, the main circulation loop is further provided with a subcooler 105 and a liquid receiver 204. The liquid receiver 204 and the subcooler 105 are sequentially arranged between the condenser 103 and the evaporator 104, and the condenser 103 and the subcooler 105 are arranged in at least the same water-cooling loop. It can be understood that in this embodiment, both the condenser 103 and the subcooler 105 are traversed by the in-cabin heat exchange loop 901, and the subcooler 105 is downstream of the condenser 103. After the refrigerant passes through the condenser 103, its temperature decreases, and it is prone to contain liquid phases. After being filtered by the liquid receiver 204, the refrigerant can be restored to a high-temperature and high-pressure saturated state, and then exchange heat with the in-cabin heat exchange loop 901 in the subcooler 105. In this way, the water coolant in the in-cabin heat exchange loop 901 can be heated by the condenser 103 and then further heated by the subcooler 105, thereby improving the heat exchange efficiency and promoting the energy efficiency of the thermal management system. Of course, in other embodiments, the condenser 103 may be provided only in the main circulation loop.

[0113] Optionally in this embodiment, a first throttling valve 202 is provided on the main circulation loop, connecting the condenser 103 and the evaporator 104, and a second throttling valve 203 is provided on the bypass loop. By providing the second throttling valve 203 in the bypass loop, the impact of gaseous refrigerant on the compressor 201 can be reduced. At the same time, the first throttling valve 202 is normally open, while the second throttling valve 203 is normally closed, so that the refrigerant loop is in the normal circulation mode by default, that is, only the main circulation loop is running. Then, by opening the second throttling valve 203, the refrigerant loop can enter the low-temperature hot gas bypass mode, that is, the main circulation loop and the bypass loop run simultaneously.

[0114] Without loss of generality, both the condenser 103 and the evaporator 104 have independent refrigerant-side channels and water-side channels capable of heat exchange. The refrigerant-side channel is used for refrigerant flow, and the water-side channel is used for coolant flow. That is, the refrigerant circuit and the water-cooled circuit exchange heat through the evaporator 104 and the condenser 103. In this invention, the condenser 103 or evaporator 104 mentioned in the water-cooled circuit refers to the water-side channel of the condenser 103 or evaporator 104.

[0115] In one embodiment, the channels of the first multi-way valve 10 and the second multi-way valve 20 include a first channel and a second channel. The first channel connects the input and output terminals of two water-cooling circuits, and the second channel connects the input and output terminals of a corresponding water-cooling circuit. It can be understood that, under the action of the first channel, different water-cooling circuits can be connected through the first multi-way valve 10 and / or the second multi-way valve 20; under the action of the second channel, when a specific water-cooling circuit needs to be used independently, that water-cooling circuit can be connected using the first multi-way valve 10 and / or the second multi-way valve 20.

[0116] Please refer to Figure 3 In one embodiment, the in-cabin heat exchange circuit 901 is connected in series with a first pump body 107, a condenser 103 of a refrigerant circuit and an in-cabin heat exchanger, and the in-cabin heat exchanger is connected downstream of the condenser 103 through a first multi-way valve 10.

[0117] Specifically, with the refrigerant circuit and the cabin heat exchange circuit 901 operating synchronously, the refrigerant releases heat in the condenser 103 of the refrigerant circuit. The coolant in the cabin heat exchange circuit 901 absorbs heat from the refrigerant circuit after passing through the condenser 103, causing its temperature to rise. Then, driven by the first pump 107, the coolant continues to flow downstream to the cabin heat exchanger. As this portion of the coolant, which is at a higher temperature, passes through the cabin heat exchanger, it releases heat to raise the temperature inside the vehicle's passenger compartment. Finally, the temperature of the coolant flowing through the cabin heat exchanger decreases, and driven by the first pump 107, it flows back along the cabin heat exchange circuit 901 to the condenser 103 for the next cycle.

[0118] Please refer to Figure 3 In one embodiment, the battery temperature control circuit 902 is connected in series with the evaporator 104, which is equipped with the second pump body 108 and the refrigerant circuit. Downstream of the evaporator 104, the battery temperature control circuit 902 flows through the battery system 110.

[0119] Specifically, with the refrigerant circuit and battery temperature control circuit 902 operating synchronously, the refrigerant absorbs heat in the evaporator 104 of the refrigerant circuit. The coolant in the battery temperature control circuit 902 absorbs heat from the refrigerant circuit after passing through the evaporator 104, causing its temperature to decrease. Then, driven by the second pump 108, the coolant continues to flow downstream to the battery system 110. As this portion of the coolant, at a lower temperature, passes through the battery system 110, heat exchange occurs between the coolant and the battery, thereby reducing the battery temperature and ensuring stable battery operation within a reasonable temperature range. Finally, the temperature of the coolant flowing through the battery system 110 increases, and driven by the second pump 108, it flows back along the battery temperature control circuit 902 to the evaporator 104 for the next cycle.

[0120] In the prior art, the heat exchanger core of the cabin heat exchanger typically includes a cooling cold air core and a heating warm air core. The cooling cold air core and the heating warm air core are used separately in corresponding modes (e.g., single heating mode or single cooling mode), or they are used simultaneously as the cooling source and heating source in the cabin (e.g., dehumidification mode). In this working mode, the heat exchange area of ​​the heat exchanger core cannot be fully utilized, resulting in the need for further improvement in system efficiency.

[0121] For the above issues, please refer to Figure 3 In one embodiment, the cabin heat exchanger includes a first cabin heat exchanger 101 and a second cabin heat exchanger 102. In one operating mode, the first cabin heat exchanger 101 and the second cabin heat exchanger 102 are connected to the evaporator 104 and cool the passenger compartment; in another operating mode, the first cabin heat exchanger 101 and the second cabin heat exchanger 102 are connected to the condenser 103 and heat the passenger compartment; in yet another operating mode, the first cabin heat exchanger 101 is connected to the evaporator 104 and cools the passenger compartment, while the second cabin heat exchanger 102 is connected to the condenser 103 and heats the passenger compartment.

[0122] Specifically, please refer to Figure 12 , Figure 13 In one operating mode, the input end of the first cabin heat exchanger 101 is connected to the output end of the evaporator 104 through the first multi-way valve 10, and the output end of the first cabin heat exchanger 101 is connected to the input end of the second cabin heat exchanger 102 through the first multi-way valve 10. The output end of the second cabin heat exchanger 102 is also connected to the input end of the evaporator 104 through the first multi-way valve 10. That is, the first cabin heat exchanger 101 and the second cabin heat exchanger 102 are connected in series in the same cooling water-cooling circuit. Thus, by adjusting the first multi-way valve 10, both the first cabin heat exchanger 101 and the second cabin heat exchanger 102 can simultaneously function as cold air cores in this operating mode, thereby increasing the heat exchange area of ​​the thermal management system under cabin cooling conditions and improving the efficiency of the thermal management system.

[0123] Please refer to Figure 15In one operating mode, the input end of the first cabin heat exchanger 101 is connected to the output end of the condenser 103 via the first multi-way valve 10, and the output end of the first cabin heat exchanger 101 is connected to the input end of the second cabin heat exchanger 102 via the first multi-way valve 10. The output end of the second cabin heat exchanger 102 is also connected to the input end of the condenser 103 via the first multi-way valve 10. That is, the first cabin heat exchanger 101 and the second cabin heat exchanger 102 are connected in series in the same heating water-cooled circuit. Thus, by adjusting the first multi-way valve 10, both the first cabin heat exchanger 101 and the second cabin heat exchanger 102 can simultaneously function as warm air cores in this operating mode, thereby increasing the heat exchange area of ​​the thermal management system under cabin heating conditions and improving the efficiency of the thermal management system.

[0124] Please refer to Figure 19 In one operating mode, the input end of the first in-chamber heat exchanger 101 is connected to the output end of the condenser 103 through the first multi-way valve 10, and the output end of the first in-chamber heat exchanger 101 is connected to the input end of the condenser 103 through the first multi-way valve 10. The input end of the second in-chamber heat exchanger 102 is connected to the output end of the evaporator 104 through the first multi-way valve 10, and the output end of the second in-chamber heat exchanger 102 is connected to the input end of the evaporator 104 through the first multi-way valve 10. That is, the first in-chamber heat exchanger 101 and the second in-chamber heat exchanger 102 are respectively located in a heating water-cooled circuit and a cooling water-cooled circuit. Thus, by adjusting the first multi-way valve 10, the first cabin heat exchanger 101 and the second cabin heat exchanger 102 can serve as the cold air core and the warm air core, respectively. This can remove moisture from the air inside the passenger compartment without causing a drastic change in the temperature inside the passenger compartment. In other words, it can simultaneously meet more diverse load requirements, such as heating load and cooling load, under the dehumidification condition of the passenger compartment, thereby improving the user experience of the thermal management system.

[0125] In this embodiment, by adjusting the first multi-way valve 10, the first cabin heat exchanger 101 and the second cabin heat exchanger 102 no longer need to be clearly distinguished as cold air core and warm air core, and can flexibly change their functions to play a role simultaneously in the same working mode. It can also increase the heat exchange area of ​​the thermal management system under the heating condition of the crew cabin, thereby improving the efficiency of the thermal management system.

[0126] Of course, the present invention does not limit the number of in-cabin heat exchangers. That is, the thermal management system may also include a third in-cabin heat exchanger, a fourth in-cabin heat exchanger, etc. In addition, the third in-cabin heat exchanger, the fourth in-cabin heat exchanger, etc. may all serve as cold air cores or all serve as warm air cores in one working mode, or some may work while others do not work in one working mode, or some may serve as cold air cores while others serve as warm air cores in one working mode.

[0127] It should be noted that the multiple cabin heat exchangers, including the first cabin heat exchanger 101 and the second cabin heat exchanger 102, are not necessarily installed inside the crew compartment. They can also be installed outside the crew compartment and connected to the interior of the crew compartment via structures such as ventilation ducts to regulate the air inside the crew compartment. Of course, some of these cabin heat exchangers can also be located inside the crew compartment and others outside.

[0128] Please refer to Figures 3 to 7 Optionally, the first multi-way valve 10 has at least a first port 11, a second port 12, a third port 13, a fourth port 14, a fifth port 15, a sixth port 16, a seventh port 17, and an eighth port 18. The first port 11 is connected to the input end of the first chamber heat exchanger 101, the second port 12 is connected to the output end of the first chamber heat exchanger 101, the third port 13 is connected to the input end of the second chamber heat exchanger 102, the fourth port 14 is connected to the output end of the second chamber heat exchanger 102, the fifth port 15 is connected to the input end of the evaporator 104, the sixth port 16 is connected to the output end of the evaporator 104, the seventh port 17 is connected to the output end of the condenser 103, and the eighth port 18 is connected to the input end of the condenser 103.

[0129] Preferably, the first multi-way valve 10 is configured as an eight-way valve. Of course, in other embodiments, the first multi-way valve 10 can also be configured as a nine-way valve, a ten-way valve, or other control valve with more ports, or as a six-way valve, a seven-way valve, or other control valve with fewer ports.

[0130] It should be noted that the multiple channels within the first multi-way valve 10 can connect to any two of the aforementioned eight interfaces, and the controller controls the opening and closing degrees of the multiple channels within the first multi-way valve 10 to match a specific operating mode. Without loss of generality, each channel is equipped with a regulating valve, which is connected to the controller and used to control the opening and closing degrees of the channels. For example, when multiple water-cooling circuits need to be connected in series or parallel, the controller controls the regulating valve to control the opening and closing degrees of the corresponding channels, achieving switching between different modes, or different levels of temperature control and dehumidification effects within a given mode.

[0131] Please refer to Figure 2In this embodiment, optionally, in the first connection mode of the first multi-way valve 10, the first port 11 is connected to the sixth port 16, the second port 12 is connected to the third port 13, and the fourth port 14 is connected to the fifth port 15; the seventh port 17 is connected to or not connected to the eighth port 18. Specifically, the fifth port 15 and the sixth port 16 of the first multi-way valve 10 are both connected to the evaporator 104. The coolant cooled by the evaporator 104 flows into the sixth port 16 of the first multi-way valve 10, then flows out from the first port 11 and into the first in-cabin heat exchanger 101, thereby cooling the air inside the cabin. After the coolant flows out of the first in-cabin heat exchanger 101, it flows into the second port 12 of the first multi-way valve 10, then flows out from the third port 13 and into the second in-cabin heat exchanger 102, thereby further cooling the air inside the cabin. After the coolant flows out of the second chamber heat exchanger 102, it flows into the fourth port 14 of the first multi-way valve 10, then flows out through the fifth port 15 and back to the evaporator 104 to continue the next flow cycle.

[0132] Please refer to Figure 5 In the second connection mode of the first multi-way valve 10, the first port 11 is connected to the seventh port 17, the second port 12 is connected to the third port 13, and the fourth port 14 is connected to the eighth port 18; the fifth port 15 is connected to or not connected to the sixth port 16. Specifically, the seventh port 17 and the eighth port 18 of the first multi-way valve 10 are both connected to the condenser 103. The coolant heated by the condenser 103 flows into the seventh port 17 of the first multi-way valve 10, then flows out from the first port 11 and into the first chamber heat exchanger 101, thereby heating the air inside the chamber. After the coolant flows out of the first chamber heat exchanger 101, it flows into the second port 12 of the first multi-way valve 10, then flows out from the third port 13 and into the second chamber heat exchanger 102, thereby further heating the air inside the chamber. The coolant flows out of the second in-chamber heat exchanger 102 and then into the fourth port 14 of the first multi-way valve 10. It then flows out through the eighth port 18 and back to the condenser 103 to continue the next flow cycle. When the first multi-way valve 10 is in this connection mode, the thermal management system is defined as the conventional heating mode. Besides this conventional heating mode, other heating modes can also connect the first in-chamber heat exchanger 101 and the second in-chamber heat exchanger 102 in the same hot water / cold water circuit.

[0133] For example, in one operating mode, the input end of the first in-chamber heat exchanger 101 is connected to the output end of the condenser 103 via the first multi-way valve 10; the output end of the first in-chamber heat exchanger 101 is connected to the input end of the second in-chamber heat exchanger 102 via the first multi-way valve 10; the output end of the second in-chamber heat exchanger 102 is connected to the input end of the evaporator 104 via the first multi-way valve 10; and the output end of the evaporator 104 is connected to the input end of the condenser 103. The thermal management system in this mode is defined as a water system short-circuit mode.

[0134] Specifically, please refer to Figure 6 In the water system short-circuit mode, that is, in the third connection mode of the first multi-way valve 10, the first port 11 is connected to the seventh port 17, the second port 12 is connected to the third port 13, the fourth port 14 is connected to the fifth port 15, and the sixth port 16 is connected to the eighth port 18. Specifically, the seventh port 17 and the eighth port 18 of the first multi-way valve 10 are both connected to the condenser 103. The coolant heated by the condenser 103 flows into the seventh port 17 of the first multi-way valve 10, then flows out from the first port 11 and into the first in-cabin heat exchanger 101, thereby heating the air inside the cabin. After the coolant flows out of the first in-cabin heat exchanger 101, it flows into the second port 12 of the first multi-way valve 10, then flows out from the third port 13 and into the second in-cabin heat exchanger 102, thereby further heating the air inside the cabin. After the coolant flows out of the second chamber heat exchanger 102, it flows into the fourth port 14 of the first multi-way valve 10, then flows out from the fifth port 15 and into the evaporator 104. After being cooled by the evaporator 104, the coolant flows into the sixth port 16, then flows out through the eighth port 18 and back to the condenser 103 to continue the next flow cycle.

[0135] It is understandable that, regardless of whether it is the conventional heating mode or the water system short-circuit mode, both the first cabin heat exchanger 101 and the second cabin heat exchanger 102 serve as the heating core. However, the former has a shorter total path of water cooling circuit (i.e., a larger water system), making it suitable for steady-state rapid start-up conditions. The latter has a shorter total path of water cooling circuit (i.e., a smaller water system), and the heat converted from the refrigerant by the compressor 201 is partially recovered through the evaporator 104. In this state, the heat output to the passenger compartment is basically equal to the electrical power of the compressor 201. Therefore, this mode is suitable for low-temperature operating conditions.

[0136] Please refer to Figure 7 In the fourth connection mode of the first multi-way valve 10, the first port 11 is connected to the seventh port 17, the second port 12 is connected to the eighth port 18, the third port 13 is connected to the sixth port 16, and the fourth port 14 is connected to the fifth port 15. Specifically, the seventh port 17 and the eighth port 18 of the first multi-way valve 10 are both connected to the condenser 103, and the fifth port 15 and the sixth port 16 are both connected to the evaporator 104.

[0137] In the fourth connection mode of the first multi-way valve 10, the coolant heated by the condenser 103 flows into the seventh port 17 of the first multi-way valve 10, then flows out from the first port 11 and into the first chamber heat exchanger 101 to heat the air inside the chamber. After flowing out of the first chamber heat exchanger 101, the coolant flows into the second port 12 of the first multi-way valve 10, then flows out from the eighth port 18 and back to the condenser 103 to continue the next flow cycle.

[0138] On the other hand, the coolant cooled by the evaporator 104 flows into the sixth port 16 of the first multi-way valve 10, then flows out from the third port 13 and into the second cabin heat exchanger 102, thereby cooling the cabin air. After flowing out of the second cabin heat exchanger 102, the coolant flows into the fourth port 14 of the first multi-way valve 10, then flows out from the fifth port 15 and back to the evaporator 104 to continue the next flow cycle.

[0139] Of course, in other embodiments, the fourth connection mode of the first multi-way valve 10 can also be that the first chamber heat exchanger 101 is used as the cold air core and the second chamber heat exchanger 102 is used as the warm air core.

[0140] Please refer to Figure 3 In one embodiment, the electric drive temperature control circuit 903 is connected in series with a third pump body 109 and an external heat exchanger 112. Downstream of the external heat exchanger 112, the electric drive temperature control circuit 903 flows through the vehicle's electric drive system 111.

[0141] Specifically, please refer to Figure 14 In one operating mode, the input and output terminals of the electric drive temperature control circuit 903 are connected via a second multi-way valve 20. It can be understood that during the operation of the electric drive temperature control circuit 903, the third pump 109 drives the flow of coolant within the circuit. Taking the electric drive system 111 as the starting point, the coolant first passes through the electric drive system 111 and exchanges heat with it, primarily cooling the system. Then, driven by the third pump 109, the coolant flows downstream to the external heat exchanger 112. As this portion of the coolant, which has a higher temperature, passes through the external heat exchanger 112, it exchanges heat with the external environment, thus lowering its temperature. Finally, the coolant flowing through the external heat exchanger 112, having decreased in temperature, continues to flow back to the electric drive system 111 under the drive of the third pump 109, continuing the next cycle.

[0142] Please refer to Figure 12 and Figure 26In one operating mode, the output of the electric drive temperature control circuit 903 is connected to the input of the condenser 103 via the second multi-way valve 20, and the input of the electric drive temperature control circuit 903 is connected to the output of the condenser 103 via the second multi-way valve 20. In this operating mode, the electric drive temperature control circuit 903 is connected in series in the hot water cooling circuit. At this time, the hot water cooling circuit can flow through the in-cabin heat exchanger (such as...). Figure 26 As shown), it can also flow without passing through the in-cabin heat exchanger (such as...). Figure 12 (As shown).

[0143] Please refer to Figure 12 and Figure 16 Optionally, in one operating mode, the output of the electric drive temperature control circuit 903 is connected to the input of the evaporator 104 via the second multi-way valve 20, and the input of the electric drive temperature control circuit 903 is connected to the output of the evaporator 104 via the second multi-way valve 20. In this operating mode, the electric drive temperature control circuit 903 is connected in series in the refrigeration water cooling circuit. At this time, the hot water cooling circuit can be either flowing through the battery system 110 (e.g., Figure 15 (as shown), or it can be that the flow does not pass through the battery system 110 (such as...). Figure 16 (As shown).

[0144] Please refer to Figure 3 In one embodiment, the downstream of the external heat exchanger 112 has a first branch and a second branch, which are connected in parallel between the external heat exchanger 112 and the second multi-way valve 20. The first branch flows through the electric drive system 111 and is equipped with a third pump body 109. In this way, the electric drive temperature control circuit 903 has more connection modes through the first and second branches, thereby enriching the working modes of the thermal management system.

[0145] Specifically, please refer to Figures 13 to 16 In one operating mode, the external heat exchanger 112 and the first branch are connected in series to form an electric drive temperature control circuit 903. At this time, the external heat exchanger 112 and the electric drive system 111 are simultaneously in the same water-cooling circuit. Alternatively, please refer to... Figure 12 and Figure 17 In one operating mode, the external heat exchanger 112 and the second branch are connected in series to form an electric drive temperature control circuit 903. At this time, the external heat exchanger 112 is connected in series with other water-cooled circuits through the second branch and the second multi-way valve 20, so as to utilize the heat dissipation effect of the external heat exchanger 112 to dissipate heat from the other water-cooled circuits. Alternatively, please refer to... Figure 18 In one working mode, the first branch and the second branch are connected in series to form an electric drive temperature control circuit 903. At this time, the electric drive system 111 is connected in series to other water cooling circuits through the second branch and the second multi-way valve 20 to recover and utilize the heat generated by the operation of the electric drive system 111.

[0146] It is understandable that when the external heat exchanger 112 and the first branch are connected in series to form the electric drive temperature control circuit 903, the electric drive temperature control circuit 903 can be used not only for heat dissipation of the electric drive system 111, but also for heat storage of the electric drive system 111. Specifically, optionally, by adding a water tank to the electric drive temperature control circuit 903, the water cooling circuit and the coolant in the water tank absorb the heat dissipated by the electric drive system 111 during operation. That is, the coolant is used to recover and store this heat so that it can be utilized when the electric drive temperature control circuit 903 is connected in series with other water cooling circuits. For example, please refer to... Figure 23 and Figure 24 In the thirteenth working mode, the electric drive temperature control circuit 903 stores heat. When the coolant in the electric drive temperature control circuit 903 reaches a certain water temperature (for example, the water temperature is higher than the actual temperature of the battery system 110), the thermal management system switches from the thirteenth working mode to the fourteenth working mode. That is, the electric drive temperature control circuit 903 switches from independent self-circulation to being connected in series with the battery temperature control circuit 902, thereby using the heat stored in the electric drive temperature control circuit 903 to heat the battery system 110.

[0147] Generally speaking, the external heat exchanger 112 typically uses air cooling to dissipate the heat of the coolant to the external environment of the vehicle, for example, through a fan or semiconductor structure. Therefore, furthermore, the heat dissipation function of the external heat exchanger 112 can be reduced by shutting down or weakening it, such as by stopping the fan or closing the air intake grille, to decrease the heat exchange efficiency between the external heat exchanger 112 and the external environment, thereby improving the heat storage effect of the electric drive temperature control circuit 903.

[0148] Please refer to Figure 3 Optionally, the second multi-way valve 20 may have at least an eleventh port 21, a twelfth port 22, a thirteenth port 23, a fourteenth port 24, a fifteenth port 25, a sixteenth port 26, and a seventeenth port 27. The eleventh port 21 is connected to the input end of the condenser 103, the twelfth port 22 is connected to the output end of the condenser 103, the thirteenth port 23 is connected to the input end of the evaporator 104, the fourteenth port 24 is connected to the output end of the evaporator 104, the fifteenth port 25 is connected to the input end of the external heat exchanger 112, the sixteenth port 26 is connected to the output end of the external heat exchanger 112 and the input end of the electric drive system 111 (i.e., the sixteenth port 26 is connected to the second branch), and the seventeenth port 27 is connected to the output end of the electric drive system 111 (i.e., the seventeenth port 27 is connected to the first branch).

[0149] Preferably, the second multi-way valve 20 is configured as a seven-way valve. Of course, in other embodiments, the second multi-way valve 20 can also be configured as an eight-way valve, a nine-way valve, or other control valve with more ports, or as a five-way valve, a six-way valve, or other control valve with fewer ports.

[0150] It should be noted that the multiple channels within the second multi-way valve 20 can connect to any two of the aforementioned seven interfaces. The controller adjusts the opening and closing degrees of these channels to match a specific operating mode. Without loss of generality, each channel is equipped with a regulating valve, which is connected to the controller to control the opening and closing degrees of the channels. For example, when multiple water-cooling circuits need to be connected in series or parallel, the controller controls the regulating valve to control the opening and closing degrees of the corresponding channels, enabling switching between different modes, or different levels of temperature control and dehumidification effects within a given mode.

[0151] Specifically, please refer to Figure 8 In the first connection mode of the second multi-way valve 20, the eleventh port 21 of the second multi-way valve 20 is connected to the sixteenth port 26, the twelfth port 22 is connected to the fifteenth port 25, and the thirteenth port 23 is connected to the fourteenth port 24. At this time, the electric drive temperature control circuit 903 is used to separately heat the condenser 103. Please refer to... Figure 9 In the second connection mode of the second multi-way valve 20, the eleventh port 21 of the second multi-way valve 20 is connected to the seventeenth port 27, the twelfth port 22 is connected to the fifteenth port 25, and the thirteenth port 23 is connected to the fourteenth port 24. At this time, the electric drive temperature control circuit 903 is used to dissipate heat from the condenser 103 and the electric drive system 111. Please refer to... Figure 10 In the third connection mode of the second multi-way valve 20, the thirteenth port 23 of the second multi-way valve 20 is connected to the seventeenth port 27, and the fourteenth port 24 is connected to the fifteenth port 25. In this mode, the electric drive temperature control circuit 903 is used to recover heat from the electric drive system 111 and / or the external heat exchanger 112. Please refer to... Figure 11 In the fourth connection mode of the second multi-way valve 20, the thirteenth port 23 and the fourteenth port 24 of the second multi-way valve 20 are connected, and the fifteenth port 25 and the seventeenth port 27 are connected. At this time, the electric drive temperature control circuit 903 is used for heat dissipation or heat storage of the electric drive system 111. Please refer to... Figure 17 In the fifth connection mode of the second multi-way valve 20, the thirteenth port 23 of the second multi-way valve 20 is connected to the sixteenth port 26, and the fourteenth port 24 is connected to the fifteenth port 25. At this time, the external heat exchanger 112 of the electric drive temperature control circuit 903 is used to provide heat dissipation for other water-cooled circuits. Please refer to... Figure 18 In the sixth connection mode of the second multi-way valve 20, the thirteenth port 23 and the seventeenth port 27 of the second multi-way valve 20 are connected, and the fourteenth port 24 and the sixteenth port 26 are connected. At this time, the electric drive temperature control circuit 903 is used to recover the heat of the electric drive system 111.

[0152] Please refer to Figure 3In one embodiment, the battery temperature control circuit 902 includes a main circuit and branch circuits. At least two branch circuits are connected in parallel between the first multi-way valve 10 and the second multi-way valve 20. The second pump body 108 and the evaporator 104 are located in the main circuit, and at least one branch circuit flows through the battery system 110. It can be understood that dividing the battery temperature control circuit 902 into a main circuit and branch circuits, with the main circuit and branch circuits connected in series, and multiple branch circuits connected in parallel between the first multi-way valve 10 and the second multi-way valve 20, while placing the second pump body 108 and the evaporator 104 in the main circuit, allows the coolant after heat exchange in the evaporator 104 to flow through each branch circuit when it is connected to the main circuit. This allows for the installation of different devices on each branch circuit to enrich the operating modes of the thermal management system. At least one branch circuit flows through the battery system 110, thereby ensuring the battery temperature control circuit 902 controls the battery temperature. Of course, in other embodiments, the battery temperature control circuit 902 can also be configured as a single circuit.

[0153] Optionally in this embodiment, the water-side integrated module 1000 includes multiple first switching valves 3, and the multiple first switching valves 3 include a fourth multi-way valve 40. At least two branches include a first branch and a second branch whose outputs are connected and both connected to a second multi-way valve 20. The first branch flows through the battery system 110. The battery temperature control circuit 902 is equipped with a fourth multi-way valve 40. The output of the evaporator 104 is connected to the input of the fourth multi-way valve 40. One output of the fourth multi-way valve 40 is connected to the input of the first branch, and the other output of the fourth multi-way valve 40 is connected to the input of the second branch through the first multi-way valve 10. Thus, since the fourth multi-way valve 40 can selectively conduct the first branch and / or the second branch, and can allocate the proportion flowing into the first branch and the second branch, it can achieve on-demand cooling of the battery system 110 and / or other functional systems, thereby enriching the working modes of the thermal management system. For example, as... Figure 26 and Figure 26 The operating mode shown enables separate cooling of the crew cabin, such as... Figure 16 and Figure 18 The operating mode shown enables independent cooling of the electric drive system 111, such as... Figure 14 and Figure 15 The operating mode shown enables independent cooling of the battery system 110, such as... Figure 12 and Figure 13 The operating mode shown enables simultaneous cooling of the battery system 110 and the crew cabin.

[0154] Specifically, please refer to Figure 3The fourth multi-way valve 40 has at least a thirty-first port 41, a thirty-second port 42, and a thirty-third port 43. The thirty-first port 41 is connected to the output of the evaporator 104, the thirty-second port 42 is connected to the sixth port 16, and the thirty-third port 43 is connected to the input of the battery system 110. The thirty-first port 41 can be selectively connected to the thirty-second port 42 and / or the thirty-third port 43. That is, the first branch is connected between the thirteenth port 23 and the thirty-first port, and the second branch is connected between the fifth port 15 and the fourteenth port 24.

[0155] That is, the fourth multi-way valve 40 has three states. In its first state, the thirty-first port 41 is connected to both the thirty-second port 42 and the thirty-third port 43. In its second state, the thirty-first port 41 is connected to the thirty-second port 42 but not to the thirty-third port 43. In its third state, the thirty-first port 41 is not connected to the thirty-second port 42 but is connected to the thirty-third port 43.

[0156] Please refer to Figure 3 In one embodiment, the water-side integrated module 1000 includes multiple first switching valves 3, each of which includes a third multi-way valve 30. The in-cabin heat exchange circuit 901 is equipped with the third multi-way valve 30, allowing the output of the condenser 103 to be selectively connected to the first multi-way valve 10 and / or the second multi-way valve 20 via the third multi-way valve 30. Thus, the third multi-way valve 30 allows the selective input of low-temperature coolant from the condenser 103 to the first multi-way valve 10 and / or the second multi-way valve 20, and combined with the switching of the connection modes of the first and second multi-way valves 10 and 20, the operating modes of the thermal management system are enriched. Alternatively, the third multi-way valve 30 may not be provided.

[0157] Specifically, the third multi-way valve 30 has at least a twenty-first port 31, a twenty-second port 32, and a twenty-third port 33. The twenty-first port 31 is connected to the output end of the condenser 103, the twenty-second port 32 is connected to the twelfth port 22, and the twenty-third port 33 is connected to the seventh port 17. The twenty-first port 31 can be selectively connected to the twenty-second port 32 and / or the twenty-third port 33.

[0158] That is, the third multi-way valve 30 has three states. In its first state, the twenty-first port 31 is connected to both the twenty-second port 32 and the twenty-third port 33. In its second state, the twenty-first port 31 is connected to the twenty-second port 32 but not to the twenty-third port 33. In its third state, the twenty-first port 31 is not connected to the twenty-second port 32 but is connected to the twenty-third port 33.

[0159] Specifically, the third multi-way valve 30 and / or the fourth multi-way valve 40 may be configured as three-way valves, and the three-way valves may be capable of proportional adjustment.

[0160] It is understandable that the valve group, consisting of the first multi-way valve 10, the second multi-way valve 20, the third multi-way valve 30, and the fourth multi-way valve 40, can have each multi-way valve operating independently, thus allowing for the arrangement and combination of their respective working modes, thereby enabling at least twenty working modes of the water cooling circuit.

[0161] The following section lists sixteen working modes and their applicable scenarios for illustration. Those skilled in the art can deduce the remaining working modes and their effects, and select the appropriate working mode according to design requirements. For details, please refer to... Figures 12 to 27 , Figures 12 to 27 The thermal management system is shown in sequence from the first working mode to the sixteenth working mode. In the figure, the dashed lines represent the water cooling pipes where the coolant is not flowing.

[0162] Please refer to Figure 12 In the first operating mode of the thermal management system, applicable to scenarios where both the passenger compartment and battery system 110 require simultaneous cooling, specifically, the refrigerant circuit operates in a conventional circulation mode. The first multi-way valve 10 is in its first connected state, the second multi-way valve 20 is in its first connected state, the third multi-way valve 30 is in its second state, and the fourth multi-way valve 40 is in its first state. Preferably, the seventh port 17 and the eighth port 18 are not connected at this time; however, it is also possible to connect the seventh port 17 and the eighth port 18. In this way, the coolant cooled by the evaporator 104 can be distributed to the passenger compartment and battery system 110 to achieve simultaneous cooling of both. Simultaneously, the heat dissipated by the refrigerant in the condenser 103 is transferred to the environment through the external heat exchanger 112 via the coolant.

[0163] Optionally, the proportional adjustment of the fourth multi-way valve 40 can be dynamically adjusted according to the cooling load requirements of the crew compartment and battery system 110 to achieve the flow distribution of coolant from the thirty-first port 41 to the thirty-second port 42 and the thirty-third port 43. It can be understood that, based on the first operating mode, when the fourth multi-way valve 40 switches to its second state, the cooling function of the single crew compartment can be achieved. Similarly, based on the first operating mode, when the fourth multi-way valve 40 switches to its third state, the cooling function of the single battery system 110 can be achieved.

[0164] Please refer to Figure 13In the second operating mode of the thermal management system, applicable to scenarios where the crew compartment, electric drive system 111, and battery system 110 simultaneously require cooling, specifically, the refrigerant circuit operates in a conventional circulation mode, with the first multi-way valve 10 in its first connected mode, the second multi-way valve 20 in its second connected mode, the third multi-way valve 30 in its second state, and the fourth multi-way valve 40 in its first state. Preferably, the seventh interface 17 and the eighth interface 18 are not connected at this time; however, it is also possible to connect the seventh interface 17 and the eighth interface 18. In this way, the coolant cooled by the evaporator 104 can be distributed to the crew compartment and battery system 110 to achieve simultaneous cooling of the crew compartment and battery system 110. Simultaneously, the heat dissipated by the refrigerant in the condenser 103 and the heat dissipated by the electric drive system 111 through the coolant is dissipated to the environment via the external heat exchanger 112.

[0165] Please refer to Figure 14 The third operating mode of the thermal management system is suitable for applications where the electric drive system 111 requires cooling, while the battery system 110 requires uniform temperature. Specifically, the refrigerant circuit operates in a normal circulation mode, with the first multi-way valve 10 unrestricted, the second multi-way valve 20 in its third connection mode, the third multi-way valve 30 unrestricted, and the fourth multi-way valve 40 in its third state. This ensures a more uniform temperature distribution within the battery system 110, preventing large temperature differences between different areas. Furthermore, the coolant allows the heat dissipated by the electric drive system 111 to be promptly transferred to the environment via the external heat exchanger 112.

[0166] When the passenger cabin requires heating, there are several heat sources to choose from; for example, please refer to... Figure 15 In the fourth operating mode of the thermal management system, the heat originates from the battery system 110, the electric drive system 111, and the external environment. Specifically, the refrigerant circuit operates in a normal circulation mode, with the first multi-way valve 10 in its second connected mode, the second multi-way valve 20 in its third connected mode, the third multi-way valve 30 in its third state, and the fourth multi-way valve 40 in its third state. At this time, the fifth interface 15 and the sixth interface 16 are either connected or disconnected. Thus, on the one hand, the heat dissipated by the refrigerant in the condenser 103 is transferred to the crew compartment via the coolant and the first and second cabin heat exchangers 101 and 102, achieving heating for the crew compartment. On the other hand, the coolant sequentially recovers waste heat at the battery system 110, absorbs heat from the outside air at the external heat exchanger 112, and recovers waste heat at the electric drive system 111, then transfers the heat to the refrigerant in the evaporator 104, thereby achieving the heat pump heating function.

[0167] Of course, it is understandable that if the battery system 110 is at a low temperature, the fourth operating mode effectively serves to heat the battery system 110 by recovering and utilizing the heat from the electric drive system 111. That is, the fourth operating mode is also applicable to scenarios where the battery system 110 is at a low temperature and requires heating. Furthermore, when using the fourth operating mode in this scenario, the fan of the external heat exchanger 112 can be turned off and the air intake grille can be closed to reduce the amount of heat dissipated from the electric drive system 111 to the environment and improve the utilization rate of the heat from the electric drive system 111 for heating the battery system 110.

[0168] For example, please refer to Figure 16 In the fifth operating mode of the thermal management system, the heat originates from the electric drive system 111 and the external environment. Specifically, the refrigerant circuit operates in a normal circulation mode, with the first multi-way valve 10 in its second connected mode, the second multi-way valve 20 in its third connected mode, the third multi-way valve 30 in its third state, and the fourth multi-way valve 40 in its second state. At this time, the fifth interface 15 is connected to the sixth interface 16. Thus, on the one hand, the heat dissipated by the refrigerant in the condenser 103 is transferred to the crew compartment via the coolant and the first and second in-cabin heat exchangers 101 and 102, achieving heating for the crew compartment. On the other hand, the coolant absorbs heat from the outside air at the external heat exchanger 112, recovers waste heat at the electric drive system 111, and then transfers the heat to the refrigerant in the evaporator 104, thereby achieving the heat pump heating function.

[0169] For example, please refer to Figure 17 In the sixth operating mode of the thermal management system, the heat originates from the external environment. Specifically, the refrigerant circuit operates in the normal circulation mode, with the first multi-way valve 10 in its second connection mode, the second multi-way valve 20 in its fifth connection mode, the third multi-way valve 30 in its third state, and the fourth multi-way valve 40 in its second state. At this time, the fifth interface 15 and the sixth interface 16 are connected. Thus, on the one hand, the heat dissipated by the refrigerant in the condenser 103 is transferred to the crew compartment via the coolant and the first and second cabin heat exchangers 101 and 102, achieving heating for the crew compartment. On the other hand, the coolant absorbs heat from the outside air at the external heat exchanger 112 and then transfers the heat to the refrigerant in the evaporator 104, thereby achieving the heat pump heating function.

[0170] For example, please refer to Figure 18In the seventh operating mode of the thermal management system, the heat originates from the external environment. Specifically, the refrigerant circuit operates in the normal circulation mode, with the first multi-way valve 10 in its second connection mode, the second multi-way valve 20 in its sixth connection mode, the third multi-way valve 30 in its third state, and the fourth multi-way valve 40 in its second state. At this time, the fifth interface 15 and the sixth interface 16 are connected. Thus, on the one hand, the heat dissipated by the refrigerant in the condenser 103 is transferred to the crew compartment via the coolant through the first cabin heat exchanger 101 and the second cabin heat exchanger 102, achieving cabin heating. On the other hand, the coolant recovers waste heat at the electric drive system 111 and then transfers the heat to the refrigerant in the evaporator 104, thereby achieving the heat pump heating function.

[0171] Please refer to Figure 19 In the eighth operating mode of the thermal management system, the refrigerant circuit operates in a low-temperature hot gas bypass mode. The first multi-way valve 10 is in its third connection mode, the second multi-way valve 20 is in its third connection mode, the third multi-way valve 30 is in its third state, and the fourth multi-way valve 40 is in its second state. Thus, on the one hand, the heat dissipated from the refrigerant in the condenser 103 is transferred to the crew compartment via the coolant and heat exchanger 101 in the first compartment, achieving heating for the crew compartment. On the other hand, the coolant circulates in the electric drive temperature control circuit 903, achieving heat storage in the electric drive system 111.

[0172] Please refer to Figure 20 In the ninth operating mode of the thermal management system, the refrigerant circuit operates in a low-temperature hot gas bypass mode. The first multi-way valve 10 is in its second connection mode, the second multi-way valve 20 is in its third connection mode, the third multi-way valve 30 is in its third state, and the fourth multi-way valve 40 is not limited. At this time, the fifth interface 15 and the sixth interface 16 are connected. Thus, on the one hand, the heat dissipated by the refrigerant in the condenser 103 is dissipated to the crew compartment through the coolant and the first compartment heat exchanger 101 and the second compartment heat exchanger 102, thereby achieving heating of the crew compartment. On the other hand, the coolant circulates in the electric drive temperature control circuit 903, thereby achieving heat storage in the electric drive system 111.

[0173] It is understandable that in the eighth working mode, only the first cabin heat exchanger 101 is involved in heating the crew compartment, while in the ninth working mode, the first cabin heat exchanger 101 and the second heat exchanger are involved in heating the crew compartment. The former has a shorter hot water cooling circuit system, so it is more suitable for use during startup. After running in the eighth working mode for a certain period of time, the thermal management system is switched to the ninth working mode.

[0174] Of course, the heat can also come solely from the work done by compressor 201, for example, please refer to Figure 21In the tenth operating mode of the thermal management system, the refrigerant circuit operates in a normal circulation mode. The first multi-way valve 10 is in its fourth connection mode, the second multi-way valve 20 is in its third connection mode, the third multi-way valve 30 is in its third state, and the fourth multi-way valve 40 is in its second state. That is, the cabin heat exchange circuit 901 and the battery temperature control circuit 902 are connected in series. In this way, on the one hand, after the refrigerant heat generated by the compressor 201 is released on the condenser 103, some of the heat is transferred to the water cooling circuit and the evaporator 104 and then recovered back to the refrigerant circuit. At this time, the heat source is only the electrical power of the compressor 201, and not from the environment, so it is suitable for low-temperature environments. On the other hand, the coolant circulates in the electric drive temperature control circuit 903 to realize the heat storage of the electric drive system 111.

[0175] Please refer to Figure 22 In the eleventh operating mode of the thermal management system, it is applicable to the scenario where the battery system 110 is heated separately, and the heat comes from the electric drive system 111. Specifically, the refrigerant circuit operates in the normal circulation mode, the first multi-way valve 10 is not limited, the second multi-way valve 20 is in its fourth connection mode, the third multi-way valve 30 is not limited, and the fourth multi-way valve 40 is in its third state.

[0176] Please refer to Figure 23 In the twelfth operating mode of the thermal management system, the refrigerant circuit operates in a normal circulation mode. The first multi-way valve 10 is in its fourth connection mode, the second multi-way valve 20 is in its third connection mode, the third multi-way valve 30 is in its third state, and the fourth multi-way valve 40 is in its first state. That is, the cabin heat exchange circuit 901 and the battery temperature control circuit 902 are connected in series. Thus, on the one hand, after the refrigerant heat generated by the compressor 201 is released on the condenser 103, some of the heat is transferred to the water-cooled circuit and evaporator 104 and then recovered back to the refrigerant circuit. At this time, the heat source is only the electrical power of the compressor 201, not from the environment, making it suitable for low-temperature environments. On the other hand, the coolant circulates in the electric drive temperature control circuit 903, achieving heat storage in the electric drive system 111. It can be understood that, compared to the tenth operating mode, the eleventh operating mode can additionally meet the heating requirements of the battery system 110.

[0177] Please refer to Figure 24In the thirteenth operating mode of the thermal management system, the refrigerant circuit operates in a normal circulation mode. The first multi-way valve 10 is in its fourth connection mode, the second multi-way valve 20 is in its fourth connection mode, the third multi-way valve 30 is in its third state, and the fourth multi-way valve 40 is in its first state. That is, the cabin heat exchange circuit 901, the battery temperature control circuit 902, and the electric drive temperature control circuit 903 are connected in series. Thus, on the one hand, after the refrigerant heat generated by the compressor 201 is released on the condenser 103, some of the heat is transferred to the water-cooling circuit and evaporator 104 and then recovered back to the refrigerant circuit. At this time, the heat source is only the electrical power of the compressor 201, not from the environment, making it suitable for low-temperature environments. On the other hand, the heat stored in the electric drive temperature control circuit 903 can be introduced into the entire water-cooling circuit for utilization. It can be understood that, based on the twelfth operating mode, it is only meaningful for the thermal management system to switch to the thirteenth operating mode when the water temperature at the output end of the electric drive temperature control circuit 903 is higher than the temperature of the battery system 110.

[0178] Of course, the passenger cabin usually also requires dehumidification; therefore, a working mode can be set to achieve the dehumidification function of the passenger cabin. For example, please refer to... Figure 25 In the fourteenth operating mode of the thermal management system, the refrigerant circuit operates in a normal circulation mode. The first multi-way valve 10 is in its third connected mode, the second multi-way valve 20 is in its third connected mode, the third multi-way valve 30 is in its third state, and the fourth multi-way valve 40 is in its second state. Thus, the second in-cabin heat exchanger 102 is responsible for cooling to achieve dehumidification, while the first in-cabin heat exchanger 101 is responsible for heating to reduce temperature fluctuations within the cabin, thereby maintaining the cabin temperature within a favorable range while dehumidifying. This operating mode is suitable for scenarios where a small number of cabins have a heating load, in which case the heating capacity within the cabin is approximately equal to the electrical power of the compressor 201.

[0179] For example, please refer to Figure 26 In the fifteenth operating mode of the thermal management system, the refrigerant circuit operates in a normal circulation mode. The first multi-way valve 10 is in its third connection mode, the second multi-way valve 20 is in its first connection mode, the third multi-way valve 30 is in its first state, and the fourth multi-way valve 40 is in its second state. Thus, the second in-cabin heat exchanger 102 is responsible for cooling to achieve dehumidification, while the first in-cabin heat exchanger 101 is responsible for heating and the external heat exchanger 112 is responsible for heat dissipation. This operating mode is suitable for scenarios where there is a cooling load inside the cabin; that is, some of the heat from the hot water cooling circuit is dissipated to the environment through the external heat exchanger 112.

[0180] For example, please refer to Figure 27In the sixteenth operating mode of the thermal management system, the refrigerant circuit operates in a normal circulation mode. The first multi-way valve 10 is in its third connection mode, the second multi-way valve 20 is in its fourth connection mode, the third multi-way valve 30 is in its third state, and the fourth multi-way valve 40 is in its second state. Thus, the second in-cabin heat exchanger 102 is responsible for cooling to achieve dehumidification, while the first in-cabin heat exchanger 101 is responsible for heating, with the heat sourced from the external heat exchanger 112 and the electric drive system 111. This operating mode is suitable when there is a heating load in the cabin, where the heat comes from the environment and the electric drive system 111.

[0181] The vehicle according to an embodiment of the present invention includes: the water-side integrated module of the thermal management system in the above technical solution.

[0182] According to the vehicle of this utility model embodiment, in its water-side integrated module, the water channel plate can be connected to different external components to form multiple water-cooling circuits. The first multi-way valve and the second multi-way valve can adjust the connection state of some flow channels to adjust the connection relationship between multiple water-cooling circuits, changing the temperature control purpose of one or more external components, so that the thermal management system has multiple working modes. Compared with the related technology, which sets up multiple independent water-cooling circuits for temperature control of multiple functional systems of the vehicle, the water-side integrated module in this utility model embodiment effectively simplifies the flow path layout of the vehicle's thermal management system and reduces the design and manufacturing cost of the thermal management system. Furthermore, in this utility model embodiment, at least one of the first multi-way valve and the second multi-way valve is arranged on the side of the water channel plate away from the water box, making reasonable use of the space on both sides of the water channel plate, facilitating the compact setting of the water-side integrated module, and thus achieving a compact setting of the thermal management system, which helps to reduce the space occupied by the thermal management system.

[0183] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0184] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A water-side integrated module of a thermal management system, characterized by, The water-side integrated module includes: A water channel plate, wherein the water channel plate is provided with multiple flow channels, and at least a portion of the flow channels are provided with external interfaces for connection to external components; Water box, the water box being used to supply water to the flow channel; The first multi-way valve and the second multi-way valve are disposed on the water channel plate. At least a portion of the flow channel is connected to the first multi-way valve and at least a portion of the flow channel is connected to the second multi-way valve. The first multi-way valve is used to change the connection state of the multiple flow channels connected to it, and the second multi-way valve is used to change the connection state of the multiple flow channels connected to it. At least one of the first multi-way valve and the second multi-way valve is disposed on the side of the water channel plate opposite to the water box.

2. The water-side integrated module of the thermal management system according to claim 1, characterized in that, The water-side integrated module also includes a first switching valve disposed on the water channel plate. The first switching valve is connected to the first multi-way valve and the second multi-way valve respectively through the flow channel. The first switching valve is used to change the connection state between the first multi-way valve and the second multi-way valve.

3. The water-side integrated module of the thermal management system according to claim 2, characterized in that, There are multiple first switching valves, and each first switching valve is used to change the connection state between the first multi-way valve and the second multi-way valve.

4. The water-side integrated module of the thermal management system according to claim 2, characterized in that, Multiple first switching valves are respectively located on the side of the water channel plate opposite to the water box.

5. The water-side integrated module of the thermal management system of claim 1, wherein, One part of the flow channel is an external flow channel, and another part of the flow channel is a connecting flow channel. The external flow channel is provided with an external interface, and the connecting flow channel is connected to the first multi-way valve and the second multi-way valve respectively.

6. The water-side integrated module of the thermal management system according to claim 5, characterized in that, It also includes a water pump, which is located on the water channel plate, and at least one of the external flow channels is connected to the water pump.

7. The water-side integrated module of the thermal management system according to claim 6, characterized in that, The water pump is located on the side of the water channel plate opposite to the water box.

8. The water-side integrated module of the thermal management system of claim 1, wherein, Also includes: A temperature sensor is installed on the water channel plate, and the temperature sensor is used to detect the temperature in part of the flow channel.

9. The water-side integrated module of the thermal management system of claim 1, wherein, The waterway plate includes: The first plate and the second plate cooperate to form the multiple flow channels. The water box is located on the side of the first plate away from the second plate. The first multi-way valve and the second multi-way valve are located on the side of the second plate away from the first plate.

10. The water-side integrated module of the thermal management system according to claim 9, characterized in that, The water box and the first plate are an integral part.

11. The water-side integrated module of a thermal management system according to any one of claims 1-10, characterized in that, It also includes multiple support members, the first end of which is connected to the waterway plate, the second end of which is adapted to support the support surface, and the support members are provided with buffer components.

12. The water-side integrated module of the thermal management system of claim 11, wherein, The second end of each of the supports extends beyond the first multi-way valve and the second multi-way valve, and the plurality of the supports, the first multi-way valve, and the second multi-way valve form a first placement space located on the side of the first multi-way valve away from the waterway plate.

13. A vehicle characterized by comprising: include: The water-side integrated module of the thermal management system according to any one of claims 1-12.

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