Integrated valve block and vehicle

Abstract

The utility model relates to vehicle technical field discloses integrated valve block and vehicle. Integrated valve block includes: valve block body, valve block body has first area, second area and third area, valve block body has high temperature flow path, high temperature valve interface, medium temperature flow path, medium temperature valve interface, low temperature flow path and low temperature valve interface, high temperature flow path and high temperature valve interface intercommunication and set up in first area, medium temperature flow path and medium temperature valve interface set up in third area, medium temperature valve interface and medium temperature flow path intercommunication, low temperature flow path and low temperature valve interface set up in second area, low temperature valve interface and low temperature flow path intercommunication. Will high temperature flow path and high temperature valve interface set up in integrated valve block's first area, will low temperature flow path and low temperature valve interface set up in second area, will medium temperature flow path and medium temperature valve interface set up in third area, carry out the district layout to different temperature's flow path and valve interface, reduce the heat transfer loss of fluid on the current -collecting valve block, and further improve the refrigeration heating efficiency of heat pump system.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, specifically to an integrated valve block and a vehicle. Background Technology

[0002] With the rapid development of the automotive industry, especially the continuous advancement of new energy vehicle technology, automotive thermal management systems are facing increasingly complex operating conditions. Thermal management systems integrate multiple valves, pipes, and interfaces onto an integrated valve island. However, the dispersed arrangement of these valves, pipes, and interfaces results in numerous and disorganized connecting pipes. This necessitates multiple alignments and fixations during installation, making errors or omissions easy, increasing labor costs and assembly time, and making subsequent maintenance more difficult.

[0003] Therefore, the distributed layout of valves, flow channels and interfaces on integrated valve islands can no longer meet the complex thermal management requirements, and there is an urgent need to develop a new type of integrated valve island flow path layout. Utility Model Content

[0004] In view of this, the present invention provides an integrated valve block and vehicle to solve the problem of low cooling and heating efficiency of heat pump system caused by large heat conduction between high and low temperature pipelines when the installation chambers, flow channels and interfaces at different temperatures are distributed in the integrated valve island.

[0005] In a first aspect, the present invention provides an integrated valve block, comprising: a valve block body, the valve block body having a first region, a second region and a third region spaced apart along a first direction, the valve block body having a plurality of high-temperature flow paths, a plurality of high-temperature valve interfaces, a medium-temperature flow path, a medium-temperature valve interface, a plurality of low-temperature flow paths and a plurality of low-temperature valve interfaces, the plurality of high-temperature flow paths and the plurality of high-temperature valve interfaces being disposed in the first region, the high-temperature valve interfaces being connected to the high-temperature flow paths, the medium-temperature flow paths and the medium-temperature valve interfaces being disposed in the third region, the medium-temperature valve interfaces being connected to the medium-temperature flow paths, and the plurality of low-temperature flow paths and the plurality of low-temperature valve interfaces being disposed in the second region, the low-temperature valve interfaces being connected to the low-temperature flow paths.

[0006] Beneficial effects: By placing the high-temperature flow path and high-temperature valve interface in the first area of ​​the integrated valve block, the low-temperature flow path and low-temperature valve interface in the second area, and the medium-temperature flow path and medium-temperature valve interface between the low and high temperatures in the third area, the flow path and valve interface of different temperatures are arranged in different zones. This effectively avoids large-scale heat transfer in high and low temperature zones, reduces heat loss of fluid in the manifold valve block, and thus improves the cooling and heating efficiency of the heat pump system and increases energy utilization.

[0007] In one alternative implementation, a thermal insulation gap is provided between the cryogenic valve interface and the corresponding high-temperature valve interface.

[0008] Beneficial effects: The heat insulation gap can prevent heat from the first area from being transferred to the second area, further reducing heat loss of the fluid in the manifold. By reducing unnecessary heat exchange, the burden on the heating or cooling system can be reduced, thereby improving the energy efficiency of the entire system and achieving the goal of energy conservation and emission reduction.

[0009] In one optional embodiment, the valve block body further includes a compressor exhaust port interface, an air conditioning heat exchanger inlet interface, and an external heat exchanger inlet interface. The compressor exhaust port interface, the air conditioning heat exchanger inlet interface, and the external heat exchanger inlet interface are located at the edge of the first region. The compressor exhaust port interface is connected to the high-temperature valve interface through a corresponding high-temperature flow path. The high-temperature valve interface is connected to the air conditioning heat exchanger inlet interface and the external heat exchanger inlet interface through a corresponding high-temperature flow path. The compressor exhaust port interface is used to connect to the compressor exhaust port, the air conditioning heat exchanger inlet interface is used to connect to the air conditioning heat exchanger inlet, and the external heat exchanger inlet interface is used to connect to the external heat exchanger inlet.

[0010] Beneficial effects: Installing the high-temperature valve at the high-temperature valve interface results in high integration, reducing the number of pipes and joints. At the same time, the flow direction of the refrigerant is switched by the movement of the valve core inside the high-temperature valve, making the system more flexible. The working mode can be adjusted according to actual needs, such as switching from cooling mode to heating mode, to adapt to different user needs.

[0011] In one optional embodiment, the plurality of high-temperature valve interfaces include a first high-temperature valve interface, a second high-temperature valve interface, and a third high-temperature valve interface, all of which are connected to the compressor exhaust port interface. The first high-temperature valve interface is used to install a first high-temperature valve, the second high-temperature valve interface is used to install a second high-temperature valve, and the third high-temperature valve interface is used to install a third high-temperature valve. The first high-temperature valve interface is connected to the air conditioning heat exchanger inlet interface through a corresponding high-temperature flow path, the second high-temperature valve interface is connected to the vehicle exterior heat exchanger inlet interface through a corresponding high-temperature flow path, and the third high-temperature valve interface is connected to a corresponding low-temperature valve interface.

[0012] Beneficial effects: By configuring three high-temperature valves on the integrated valve block, independent control of different flow paths can be achieved according to system requirements, providing more precise flow and direction control capabilities. This enables the system to respond more accurately to different operating conditions or requirements, and reduces the number of external pipes and joints, simplifies the physical layout of the entire system, reduces complexity, and helps reduce potential leakage points.

[0013] In one optional embodiment, the plurality of cryogenic valve interfaces include a first cryogenic valve interface and a second cryogenic valve interface. The valve block body also has a common interface for connecting to the inlet of the gas-liquid separator and the outlet of the vehicle evaporator. The first cryogenic valve interface and the second cryogenic valve interface are connected to the common interface through corresponding cryogenic flow paths. The first cryogenic valve interface is connected to the inlet interface of the vehicle external heat exchanger through a corresponding cryogenic flow path. The second cryogenic valve interface is connected to the third high-temperature valve interface through a corresponding cryogenic flow path.

[0014] Beneficial effects: By installing the first cryogenic valve at the first cryogenic valve interface and the second cryogenic valve at the second cryogenic valve interface, two cryogenic valves are configured on the integrated valve block, reducing the number of pipes and joints. At the same time, the opening and closing of the first cryogenic valve controls whether the low-temperature, low-pressure refrigerant flows into the gas-liquid separator through the integrated valve block, and the opening and closing of the second cryogenic valve controls whether the high-temperature, high-pressure refrigerant flows into other components through the integrated valve block. The working mode can be adjusted according to the actual needs of users to meet the actual needs of different users.

[0015] In one optional embodiment, the valve block body further includes an external heat exchanger outlet interface, a liquid storage tank inlet interface, and an air conditioning heat exchanger outlet interface disposed at the edge of the third region. The external heat exchanger outlet interface is used to communicate with the outlet of the external heat exchanger and is also connected to the medium temperature valve interface through a corresponding medium temperature flow path. The medium temperature valve interface is connected to the liquid storage tank inlet interface and the air conditioning heat exchanger outlet interface through a corresponding medium temperature flow path. The liquid storage tank inlet interface is used to communicate with the inlet of the liquid storage tank, and the air conditioning heat exchanger outlet interface is used to communicate with the outlet of the air conditioning heat exchanger.

[0016] Beneficial effects: The outlet interface of the external heat exchanger, the inlet interface of the liquid tank, and the outlet interface of the air conditioning heat exchanger are located at the edge of the third area, which facilitates connection to the air conditioning heat exchanger, the liquid tank, and the external heat exchanger through pipelines. It is also easier to operate during subsequent maintenance or replacement of parts, reducing workload and time costs.

[0017] In one optional embodiment, the valve block body further includes a plurality of expansion valve interfaces, a plurality of expansion flow paths, an in-vehicle evaporator inlet interface, and a liquid storage tank outlet interface. The plurality of expansion valve interfaces and the plurality of expansion flow paths are disposed in a third region. The liquid storage tank outlet interface is used to communicate with the outlet of the liquid storage tank and is connected to the corresponding expansion valve interface through the corresponding expansion flow path. The in-vehicle evaporator inlet interface is used to communicate with the inlet of the in-vehicle evaporator and is connected to the corresponding expansion valve interface through the corresponding expansion flow path.

[0018] Beneficial effects: Integrating the expansion valve and expansion path into the integrated valve block can reduce the number of pipe connection points in the system and simplify the layout design of the entire refrigeration or air conditioning system. This not only helps to save space, but also makes the system look more concise and compact.

[0019] In one optional embodiment, the valve block body further has a fourth region, which is located between the second and third regions. The fourth region is equipped with a battery heat exchanger and a motor heat exchanger. The first inlet and outlet of the battery heat exchanger are connected to the interface of the second cryogenic valve. The second inlet and outlet of the battery heat exchanger are connected to the corresponding expansion valve interface through a medium-temperature pipeline. The inlet of the motor heat exchanger is connected to the corresponding expansion valve interface. The outlet of the motor heat exchanger is connected to a common interface through a cryogenic pipeline. The medium-temperature pipeline connected to the second inlet and outlet of the battery heat exchanger and the cryogenic pipeline connected to the outlet of the motor heat exchanger are arranged adjacent to each other.

[0020] Beneficial effects: Mounting the battery heat exchanger and motor heat exchanger on an integrated valve block reduces the number of required pipes and joints, simplifying the overall thermal management system structure and reducing system complexity. Because the medium-temperature pipes connected to the second inlet and outlet of the battery heat exchanger are spatially adjacent to the low-temperature pipes connected to the outlet of the motor heat exchanger, a regenerator effect (coaxial tube effect) can be achieved in winter dual-operation heating mode, improving system efficiency and increasing the driving range of electric vehicles.

[0021] In one optional embodiment, the plurality of expansion valve interfaces include a first expansion valve interface, a second expansion valve interface, a third expansion valve interface, and a fourth expansion valve interface. The fourth expansion valve interface is connected to the inlet interface of the vehicle evaporator and the outlet interface of the liquid storage tank through a corresponding expansion flow path. The third expansion valve interface is connected to the second inlet and outlet of the battery heat exchanger through a medium-temperature pipeline and is connected to the outlet interface of the liquid storage tank through a corresponding expansion flow path. The first expansion valve interface is connected to the inlet of the motor heat exchanger through a corresponding expansion flow path. The first expansion valve interface and the second expansion valve interface are connected to the second inlet and outlet of the battery heat exchanger through corresponding expansion flow paths. The second expansion valve interface is connected to the outlet interface of the vehicle external heat exchanger through a corresponding expansion flow path.

[0022] Beneficial effects: By configuring four expansion valves on the integrated valve block, independent control of different flow paths can be achieved according to system requirements, providing more precise flow and direction control capabilities. This enables the system to respond more accurately to different operating conditions or requirements, and reduces the number of external pipes and joints, simplifies the physical layout of the entire system, reduces complexity, and helps reduce potential leakage points.

[0023] Secondly, this utility model also provides a vehicle, including: a thermal management system, the thermal management system including the aforementioned integrated valve block. Attached Figure Description

[0024] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0025] Figure 1 This is a flow path diagram of the integrated valve block in the first working mode of the thermal management system according to an embodiment of the present invention.

[0026] Figure 2 This is a flow path diagram of the integrated valve block in the second working mode of the thermal management system according to an embodiment of the present invention.

[0027] Figure 3 This is a flow path diagram of the integrated valve block in the second working mode of the thermal management system according to an embodiment of the present invention.

[0028] Figure 4 This is a flow path diagram of the integrated valve block in the second working mode of the thermal management system according to an embodiment of the present invention.

[0029] Figure 5 This is a flow path diagram of the integrated valve block in the second working mode of the thermal management system according to an embodiment of the present invention.

[0030] Figure 6 This is a flow path diagram of the integrated valve block in the second working mode of the thermal management system of this utility model embodiment.

[0031] Explanation of reference numerals in the attached figures:

[0032] 1. Valve block body; 101. First region; 102. Second region; 103. Third region; 104. Fourth region;

[0033] 201. Compressor exhaust port interface; 202. Air conditioning heat exchanger inlet interface; 203. External heat exchanger inlet interface; 204. External heat exchanger outlet interface; 205. Liquid receiver inlet interface; 206. Air conditioning heat exchanger outlet interface; 207. Internal evaporator inlet interface; 208. Liquid receiver outlet interface;

[0034] 301, First high-temperature valve interface; 302, Second high-temperature valve interface; 303, Third high-temperature valve interface; 304, High-temperature flow path;

[0035] 401, First cryogenic valve interface; 402, Second cryogenic valve interface; 403, Common interface; 404, Cryogenic flow path;

[0036] 501, First expansion valve interface; 502, Second expansion valve interface; 503, Third expansion valve interface; 504, Fourth expansion valve interface; 505, Medium-temperature valve interface; 506, Medium-temperature flow path;

[0037] 6. Motor heat exchanger; 601. First inlet / outlet; 602. Second inlet / outlet;

[0038] 7. Battery heat exchanger; 701. Inlet; 705. Outlet;

[0039] 8. Medium-temperature pipelines;

[0040] 9. Low-temperature piping. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0042] The following is combined with Figures 1 to 6 The following describes embodiments of the present invention.

[0043] According to an embodiment of the present invention, an integrated valve block is provided, comprising: a valve block body 1, the valve block body 1 having a first region 101, a second region 102 and a third region 103 spaced apart along a first direction, the valve block body 1 having a plurality of high-temperature flow paths 304, a plurality of high-temperature valve interfaces, a medium-temperature flow path 506, a medium-temperature valve interface 505, a plurality of low-temperature flow paths 404 and a plurality of low-temperature valve interfaces, the plurality of high-temperature flow paths 304 and the plurality of high-temperature valve interfaces being disposed in the first region 101, the high-temperature valve interfaces being connected to the high-temperature flow paths 304, the medium-temperature flow paths 506 and the medium-temperature valve interfaces 505 being disposed in the third region 103, the medium-temperature valve interfaces 505 being connected to the medium-temperature flow paths 506, the plurality of low-temperature flow paths 404 and the plurality of low-temperature valve interfaces being disposed in the second region 102, the low-temperature valve interfaces being connected to the low-temperature flow paths 404.

[0044] By using the integrated valve block of this embodiment, the high-temperature flow path 304 and the high-temperature valve interface are located in the first region 101 of the integrated valve block, the low-temperature flow path 404 and the low-temperature valve interface are located in the second region 102, and the medium-temperature flow path 506 and the medium-temperature valve interface 505, which are between the low and high temperatures, are located in the third region 103. The flow paths and valve interfaces of different temperatures are arranged in zones, which effectively avoids large-scale heat transfer in high and low temperature regions, reduces heat transfer loss of fluid on the manifold valve block, and thus improves the cooling and heating efficiency of the heat pump system and improves energy utilization.

[0045] Furthermore, in Figure 1 In the middle, the first direction is the left and right direction, and the first direction refers to the length direction of the integrated valve block.

[0046] It should be noted that in thermal management systems, high temperature is relative to low temperature, and medium temperature is relative to both high and low temperature, with medium temperature falling between low and high temperature.

[0047] In one embodiment, a thermal insulation gap is provided between the cryogenic valve interface and the corresponding high-temperature valve interface. The thermal insulation gap can prevent heat from the first region 101 from being transferred to the second region 102, further reducing heat loss of the fluid on the manifold. By reducing unnecessary heat exchange, the burden on the heating or cooling system can be reduced, thereby improving the energy utilization efficiency of the entire system and achieving the goal of energy conservation and emission reduction.

[0048] In one embodiment, the valve block body 1 further includes a compressor exhaust port interface 201, an air conditioning heat exchanger inlet interface 202, and an external heat exchanger inlet interface 203. The compressor exhaust port interface 201, the air conditioning heat exchanger inlet interface 202, and the external heat exchanger inlet interface 203 are located at the edge of the first region 101. The compressor exhaust port interface 201 is connected to the high-temperature valve interface through a corresponding high-temperature flow path 304. The high-temperature valve interface is connected to the air conditioning heat exchanger inlet interface 202 and the external heat exchanger inlet interface 203 through a corresponding high-temperature flow path 304. The compressor exhaust port interface 201 is used to connect to the compressor exhaust port, the air conditioning heat exchanger inlet interface 202 is used to connect to the air conditioning heat exchanger inlet, and the external heat exchanger inlet interface 203 is used to connect to the external heat exchanger inlet.

[0049] Furthermore, the thermal management system includes a compressor, an air conditioning heat exchanger, an external heat exchanger, and a high-temperature valve. The compressor compresses the low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gaseous refrigerant. The high-temperature, high-pressure refrigerant discharged from the compressor's exhaust port enters the compressor exhaust port interface 201 of the integrated valve block, and then flows through the corresponding high-temperature flow path 304 to the corresponding high-temperature valve interface. It can flow out of the integrated valve block and into the air conditioning heat exchanger from the air conditioning heat exchanger inlet interface 202, or it can flow out of the integrated valve block and into the external heat exchanger from the external heat exchanger inlet interface 203. Installing the high-temperature valve at the high-temperature valve interface results in high integration, reducing the number of pipes and joints. At the same time, the refrigerant flow direction is switched by the movement of the valve core inside the high-temperature valve, making the system more flexible. The operating mode can be adjusted according to actual needs, such as switching from cooling mode to heating mode, to adapt to different user needs.

[0050] It should be noted that the compressor, air conditioning heat exchanger, vehicle exterior heat exchanger, high-temperature valve, etc. can adopt the existing technology structure, and will not be described in detail here.

[0051] In one embodiment, a plurality of high-temperature valve interfaces include a first high-temperature valve interface 301, a second high-temperature valve interface 302, and a third high-temperature valve interface 303, all of which are connected to the compressor exhaust port interface 201. The first high-temperature valve interface 301 is used to install a first high-temperature valve, the second high-temperature valve interface 302 is used to install a second high-temperature valve, and the third high-temperature valve interface 303 is used to install a third high-temperature valve. The first high-temperature valve interface 301 is connected to the air conditioning heat exchanger inlet interface 202 through a corresponding high-temperature flow path 304, the second high-temperature valve interface 302 is connected to the vehicle exterior heat exchanger inlet interface 203 through a corresponding high-temperature flow path 304, and the third high-temperature valve interface 303 is connected to the corresponding low-temperature valve interface.

[0052] Furthermore, a first high-temperature valve is installed at the first high-temperature valve interface 301, and the opening or closing of the first high-temperature valve controls whether the high-temperature and high-pressure refrigerant flows into the air conditioning heat exchanger. A second high-temperature valve is installed at the second high-temperature valve interface 302, and the opening or closing of the second high-temperature valve controls whether the high-temperature and high-pressure refrigerant flows into the vehicle exterior heat exchanger. A third high-temperature valve is installed at the second high-temperature valve interface 302, and the opening or closing of the third high-temperature valve controls whether the high-temperature and high-pressure refrigerant flows into the low-temperature valve interface.

[0053] By configuring three high-temperature valves on the integrated valve block, independent control of different flow paths can be achieved according to system requirements, providing more precise flow and direction control capabilities. This enables the system to respond more accurately to different operating conditions or requirements, reduces the number of external pipes and joints, simplifies the physical layout of the entire system, reduces complexity, and helps reduce potential leakage points.

[0054] In one embodiment, a plurality of cryogenic valve interfaces include a first cryogenic valve interface 401 and a second cryogenic valve interface 402. The valve block body 1 also has a common interface 403, which is used to connect to the inlet of the gas-liquid separator and the outlet of the vehicle evaporator. The first cryogenic valve interface 401 and the second cryogenic valve interface 402 are connected to the common interface 403 through corresponding cryogenic flow paths 404. The first cryogenic valve interface 401 is connected to the inlet interface 203 of the vehicle external heat exchanger through the corresponding cryogenic flow path 404. The second cryogenic valve interface 402 is connected to the third high-temperature valve interface 303 through the corresponding cryogenic flow path 404.

[0055] Furthermore, the thermal management system also includes the inlet of the gas-liquid separator and the in-vehicle evaporator. During heating, the low-temperature, low-pressure refrigerant flowing out from the external heat exchanger flows into the integrated valve block through the external heat exchanger inlet interface 203, passes through the low-temperature flow path 404, the first low-temperature valve at the first low-temperature valve interface 401, and the common interface 403, and flows into the inlet of the gas-liquid separator. The high-temperature, high-pressure refrigerant discharged from the compressor's exhaust port enters the compressor exhaust port interface 201 of the integrated valve block, and then flows through the corresponding high-temperature flow path 304 and the third high-temperature valve into the second low-temperature valve. The refrigerant flowing out from the second low-temperature valve flows into the corresponding other components. The first cryogenic valve is installed at the first cryogenic valve interface 401, and the second cryogenic valve is installed at the second cryogenic valve interface 402. Two cryogenic valves are configured on the integrated valve block, which reduces the number of pipes and joints. At the same time, the opening and closing of the first cryogenic valve determines whether the low-temperature and low-pressure refrigerant flows into the gas-liquid separator through the integrated valve block, and the opening and closing of the second cryogenic valve determines whether the high-temperature and high-pressure refrigerant flows into other components through the integrated valve block. The working mode can be adjusted according to the actual needs of the user to meet the actual needs of different users.

[0056] In one embodiment, the valve block body 1 further includes an external heat exchanger outlet interface 204, a liquid storage tank inlet interface 205, and an air conditioning heat exchanger outlet interface 206, all located at the edge of the third region 103. The external heat exchanger outlet interface 204 is connected to the outlet of the external heat exchanger and, through a corresponding medium-temperature flow path 506, to a medium-temperature valve interface 505. The medium-temperature valve interface 505 is connected to the liquid storage tank inlet interface 205 and the air conditioning heat exchanger outlet interface 206 through the corresponding medium-temperature flow path 506. The liquid storage tank inlet interface 205 is connected to the inlet of the liquid storage tank, and the air conditioning heat exchanger outlet interface 206 is connected to the outlet of the air conditioning heat exchanger. The external heat exchanger outlet interface 204, the liquid storage tank inlet interface 205, and the air conditioning heat exchanger outlet interface 206 are located at the edge of the third region, facilitating connection to the air conditioning heat exchanger, the liquid storage tank, and the external heat exchanger via pipelines. This also makes subsequent maintenance or component replacement easier, reducing workload and time costs.

[0057] Furthermore, the thermal management system also includes a liquid receiver tank and an intermediate temperature valve. The intermediate temperature valve is installed at the intermediate temperature valve interface 505. During cooling, the high-temperature, high-pressure gaseous refrigerant releases heat through the external heat exchanger and becomes a medium-temperature, high-pressure liquid refrigerant. The liquid refrigerant flows into the liquid receiver tank through the intermediate temperature valve, the liquid receiver tank inlet interface 205, and the liquid receiver tank inlet. The liquid receiver tank stores the high-pressure liquid refrigerant from the external heat exchanger, ensuring sufficient refrigerant supply to the evaporator. When the refrigerant flows from the condenser into the liquid receiver tank, it may contain a small amount of incompletely condensed gas. The liquid receiver tank allows this gas to rise to the top, while the liquid refrigerant settles to the bottom, helping to achieve gas-liquid separation. This ensures that only pure liquid refrigerant is supplied to the evaporator, preventing gas from entering the evaporator and affecting the cooling effect. The liquid receiver tank contains a filter and a desiccant. The filter removes impurities from the refrigerant, preventing them from entering other system components and causing wear or blockage. Desiccants are used to absorb any moisture that may be present in the refrigerant, preventing ice blockage and reducing corrosion of the system's metal components.

[0058] In one embodiment, the valve block body 1 further includes a plurality of expansion valve interfaces, a plurality of expansion flow paths, an in-vehicle evaporator inlet interface 207, and a liquid storage tank outlet interface 208. The plurality of expansion valve interfaces and the plurality of expansion flow paths are disposed in the third region 103. The liquid storage tank outlet interface 208 is used to communicate with the outlet of the liquid storage tank and to communicate with the corresponding expansion valve interface through the corresponding expansion flow path. The in-vehicle evaporator inlet interface 207 is used to communicate with the inlet of the in-vehicle evaporator and to communicate with the corresponding expansion valve interface through the corresponding expansion flow path.

[0059] Furthermore, the thermal management system also includes several expansion valves and an in-vehicle evaporator. The expansion valves are installed at their corresponding ports. Refrigerant flowing from the outlet of the receiver liner enters the integrated valve block through the receiver liner outlet port 208, where it vaporizes after passing through the corresponding expansion valve. The refrigerant exists as a two-phase fluid, then flows out from the in-vehicle evaporator inlet port 207 and into the in-vehicle evaporator for heat absorption and vaporization. The expansion valves convert high-pressure liquid refrigerant to a low-pressure state, reducing its pressure and temperature, thus preparing it for the subsequent evaporation process. Integrating the expansion valves and expansion paths into the integrated valve block reduces the number of piping connections in the system, simplifying the layout design of the entire refrigeration or air conditioning system. This not only helps save space but also makes the system appear more concise and compact.

[0060] In one embodiment, the valve block body 1 further includes a fourth region 104, located between the second region 102 and the third region 103. The fourth region 104 houses a battery heat exchanger 7 and a motor heat exchanger 6. The first inlet / outlet 601 of the battery heat exchanger 7 is connected to a second cryogenic valve interface 402. The second inlet / outlet 602 of the battery heat exchanger 7 is connected to a corresponding expansion valve interface via a medium-temperature pipeline 8. The inlet 701 of the motor heat exchanger 6 is connected to a corresponding expansion valve interface. The outlet 705 of the motor heat exchanger 6 is connected to a common interface 403 via a cryogenic pipeline 9. The medium-temperature pipeline 8 connected to the second inlet / outlet 602 of the battery heat exchanger 7 and the cryogenic pipeline 9 connected to the outlet 705 of the motor heat exchanger 6 are arranged adjacent to each other. Installing the battery heat exchanger 7 and the motor heat exchanger 6 on the integrated valve block reduces the number of required pipes and joints, simplifies the structure of the entire thermal management system, and reduces system complexity. Since the medium-temperature pipe 8 connected to the second inlet and outlet 602 of the battery heat exchanger 7 and the low-temperature pipe 9 connected to the outlet 705 of the motor heat exchanger 6 are adjacent in space, the heat pump system regenerator effect, i.e., coaxial tube effect, can be realized under the dual-heating mode in winter, thereby improving system efficiency and increasing the driving range of electric vehicles.

[0061] In one embodiment, a plurality of expansion valve interfaces include a first expansion valve interface 501, a second expansion valve interface 502, a third expansion valve interface 503, and a fourth expansion valve interface 504. The fourth expansion valve interface 504 is connected to the inlet interface 207 of the vehicle evaporator and the outlet interface 208 of the liquid storage tank through a corresponding expansion flow path. The third expansion valve interface 503 is connected to the second inlet and outlet 602 of the battery heat exchanger 7 through the medium-temperature pipeline 8. The third expansion valve interface 503 is also connected to the outlet interface 208 of the liquid storage tank through a corresponding expansion flow path. The first expansion valve interface 501 is connected to the inlet 701 of the motor heat exchanger 6 through a corresponding expansion flow path. The first expansion valve interface 501 and the second expansion valve interface 502 are connected to the second inlet and outlet 602 of the battery heat exchanger 7 through corresponding expansion flow paths. The second expansion valve interface 502 is also connected to the outlet interface 204 of the external heat exchanger through a corresponding expansion flow path.

[0062] Furthermore, the thermal management system also includes a first expansion valve, a second expansion valve, a third expansion valve, and a fourth expansion valve. Each expansion valve is installed at its corresponding expansion valve interface, reducing the number of pipes and joints. At the same time, the flow direction of the refrigerant is switched by the movement of the valve core inside the expansion valve, making the system more flexible and able to adjust the working mode according to actual needs to adapt to different user requirements.

[0063] Specifically, by configuring four expansion valves on the integrated valve block, independent control of different flow paths can be achieved according to system requirements, providing more precise flow and direction control capabilities. This enables the system to respond more accurately to different operating conditions or requirements, reduces the number of external pipes and joints, simplifies the physical layout of the entire system, reduces complexity, and helps reduce potential leakage points.

[0064] Furthermore, on the integrated valve block, all external air conditioning pipe interfaces, except for the common interface 403 connected to the gas-liquid separator and the in-vehicle evaporator, are uniformly arranged on the edge of the integrated valve block to facilitate the installation of air conditioning pipes. The external air conditioning pipe interfaces include compressor exhaust port interface 201, air conditioning heat exchanger inlet interface 202, inlet interface 203 of the external heat exchanger, outlet interface 204 of the external heat exchanger, liquid tank inlet interface 205, air conditioning heat exchanger outlet interface 206, in-vehicle evaporator inlet interface 207, and liquid tank outlet interface 208.

[0065] Specifically, the first high-temperature valve, the second high-temperature valve, the third high-temperature valve, the first low-temperature valve, the second low-temperature valve, and the medium-temperature valve are all solenoid valves. The first expansion valve, the second expansion valve, the third expansion valve, and the fourth expansion valve are all electromagnetic expansion valves. Both solenoid valves and electromagnetic expansion valves have two states: fully open and fully closed. In addition to the two states of fully open and fully closed, the opening degree of the electromagnetic expansion valve can also be adjusted. The check valve can ensure that the fluid can only flow in one direction in a specified direction.

[0066] Furthermore, the flow path between the third high-temperature valve and the second low-temperature valve is the first flow path, the flow path between the second low-temperature valve and the common interface is the second flow path, and the flow path between the second low-temperature valve and the first inlet and outlet of the battery heat exchanger is the third flow path. When the second low-temperature valve is opened or closed, due to the volume of the valve core itself, one flow path will inevitably be opened and the other flow path will be closed. When the second low-temperature valve is in the open state, due to the movement of the valve body, the first flow path and the third flow path are not connected, thus maintaining the connection between the second flow path and the third flow path; when the second low-temperature valve is in the closed state, due to the movement of the valve body, the second flow path and the third flow path are not connected, thus maintaining the connection between the first flow path and the third flow path.

[0067] Specifically, the integrated valve assembly consists of an integrated valve block, a motor heat exchanger, a battery heat exchanger, and various valves.

[0068] Furthermore, the air conditioning heat exchanger, battery heat exchanger 7, and motor heat exchanger 6 all adopt plate heat exchangers, etc.

[0069] According to an embodiment of the present invention, another aspect provides a vehicle, including a thermal management system comprising the aforementioned integrated valve block.

[0070] Furthermore, the integrated valve block features a zoned arrangement of flow channels for different temperatures: the flow channels connecting the second, first, and third high-temperature valves in the high-temperature zone are located on the left side of the integrated valve block; the flow channels connecting the electronic expansion valve for the medium-temperature, high-pressure refrigerant and the medium-temperature valve are located on the right side of the integrated valve block; the first and second low-temperature valves in the low-temperature zone are located on the right side of the high-temperature zone due to pipeline connection constraints, and thermal insulation gaps are provided between the high and low temperature zones. This arrangement reduces the overall weight of the valve island and minimizes heat transfer loss. In this way, the integrated valve block partitions the high-temperature, low-temperature, and medium-temperature zones, firstly avoiding large-scale heat transfer in the high and low temperature zones globally; secondly, by providing thermal insulation gaps in the contact areas of individual high and low temperature flow channels, heat transfer loss is reduced, solving the problems of high heat transfer loss and low energy utilization. Moreover, the integrated valve block has a more rational internal piping structure, ensuring that under the various complex thermal management modes of new energy vehicles, energy loss and installation difficulty caused by heat transfer are minimized as much as possible.

[0071] It should be noted that, Figure 1 The dashed line represents the heat insulation gap, which is a hollow structure located on the integrated valve block.

[0072] Specifically, the medium-temperature pipeline connected to the battery heat exchanger and the low-temperature pipeline connected to the motor heat exchanger are arranged adjacent to each other. This arrangement enables a regenerator effect during dual-heating operation in winter, improving system efficiency and increasing the driving range of electric vehicles in winter. Regarding the pipeline interfaces, all external air conditioning pipe interfaces, except for the shared interface, are located at the edge of the integrated valve block, reducing the complexity of connecting the integrated valve block to the external pipelines.

[0073] Furthermore, the thermal management system has multiple thermal management modes. Depending on the thermal management mode, the valves can generate different combinations of start-stop modes, thereby forming different refrigerant flow paths. The thermal management system has six thermal management modes: the first working mode, the second working mode, the third working mode, the fourth working mode, the fifth working mode, and the sixth working mode. The first working mode is used for battery cooling and vehicle compartment cooling; the second working mode is used for battery heating and vehicle compartment heating; the third working mode is used for battery cooling and vehicle compartment heating; the fourth working mode is used for vehicle compartment dehumidification and reheating and battery heating; the fifth working mode is used for battery heating, vehicle compartment heating, and external heat exchanger defrosting; and the sixth working mode is used for battery cooling, vehicle compartment dehumidification and reheating, and external heat exchanger defrosting.

[0074] Specifically, the vehicles are trucks, etc.

[0075] The working mode of the thermal management system is explained below:

[0076] 1. For the first working mode: such as Figure 1As shown, the open valves are the second high-temperature valve, the medium-temperature valve, the second low-temperature valve, the third expansion valve, and the fourth expansion valve. The remaining valves are closed. In this mode, the refrigerant discharged from the compressor's exhaust port is a high-temperature, high-pressure gaseous refrigerant, approximately 50°C to 80°C. It flows through the second high-temperature valve into the external heat exchanger, where it releases heat and becomes a medium-temperature, high-pressure liquid refrigerant, approximately 30°C to 50°C. This liquid refrigerant flows from the outlet of the external heat exchanger into the external heat exchanger inlet 203 of the valve block body 1, passes through the medium-temperature valve, and enters the liquid storage tank. After the high-pressure liquid refrigerant flows through the reservoir, it splits into two paths. One path flows to the fourth expansion valve, where the two-phase fluid enters the vehicle's evaporator to vaporize and absorb heat. The other path flows through a one-way valve to the third expansion valve, where the medium-temperature, high-pressure liquid refrigerant vaporizes, typically existing as a two-phase fluid at approximately -20°C to 15°C. This two-phase fluid, after passing through the third expansion valve, absorbs heat as it flows through the battery heat exchanger 7, becoming a low-temperature, low-pressure gaseous refrigerant at approximately -20°C to 15°C, before exiting the battery heat exchanger 7. Subsequently, the fluid flowing from the vehicle's evaporator and the battery heat exchanger 7 flows through a common interface 403 into the gas-liquid separator. The gaseous refrigerant at the outlet of the gas-liquid separator flows into the compressor inlet.

[0077] 2. For the second working mode: such as Figure 2 As shown, the open valves are the first low-temperature valve, the first high-temperature valve, the third high-temperature valve, the first expansion valve, and the second expansion valve, while the remaining valves are closed. In this mode, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor's exhaust port will be divided into two paths. The first path of refrigerant, in the form of high-temperature and high-pressure gas, flows into the inlet of the air conditioning heat exchanger through the first high-temperature valve. The second path of refrigerant flows into the battery heat exchanger 7 through the third high-temperature valve and the second low-temperature valve. After releasing heat in the air conditioning heat exchanger, the refrigerant becomes a medium-temperature, high-pressure liquid refrigerant. This liquid refrigerant flows from the outlet of the air conditioning heat exchanger into the inlet of the storage tank. After exiting the storage tank, it flows through a one-way valve to the second and first expansion valves of the electromagnetic expansion valve. After passing through the second and first expansion valves, the medium-temperature, high-pressure gas becomes a two-phase fluid. The two-phase fluid flowing through the first expansion valve enters the motor heat exchanger 6, absorbs heat, and becomes a low-temperature, low-pressure gas. It then passes through a gas-liquid separator and enters the compressor inlet. A portion of the two-phase fluid flowing through the second expansion valve enters the external heat exchanger, becoming a low-temperature, low-pressure gas. It then passes through the first low-temperature valve to the gas-liquid separator and finally enters the compressor inlet. Another branch of the high-temperature, high-pressure gas flowing out of the compressor is the refrigerant that flows into the battery heat exchanger 7. After being cooled in the battery heat exchanger 7, it flows through a one-way valve into the medium-temperature, high-pressure side, mixes with the refrigerant flowing out of the second expansion valve, and then flows into the first expansion valve.

[0078] 3. For the third operating mode, the open valves are the first low-temperature valve, the first high-temperature valve, the second low-temperature valve, the first expansion valve, the second expansion valve, and the third expansion valve; the remaining valves are closed. In this mode, the high-temperature, high-pressure gas discharged from the compressor's outlet flows through the first high-temperature valve into the air conditioning heat exchanger. After releasing heat, it becomes medium-temperature, high-pressure liquid refrigerant. The medium-temperature, high-pressure liquid refrigerant flows from the outlet of the external heat exchanger into the integrated valve block and then into the receiver tank. After flowing through the receiver tank, the refrigerant is divided into three paths: the first path... The refrigerant, after passing through the third expansion valve, becomes a low-temperature two-phase fluid and flows into the battery heat exchanger 7. After cooling the battery, it becomes a low-temperature, low-pressure gas and flows out of the battery heat exchanger 7. After passing through the second low-temperature valve, it flows into the gas-liquid separator inlet. The second refrigerant flows through the second expansion valve into the vehicle exterior heat exchanger, releases heat, becomes a low-temperature, low-pressure gas, and flows into the gas-liquid separator through the first low-temperature valve. The third refrigerant, after passing through the first expansion valve, becomes a low-temperature two-phase fluid and then flows into the motor heat exchanger 6. The refrigerant releases heat in the motor heat exchanger 6, becomes a low-temperature, low-pressure gas, and flows into the gas-liquid separator. Under this condition, the medium-temperature pipe 8 connected to the battery heat exchanger 7 and the low-temperature pipe 9 connected to the outlet 705 of the motor heat exchanger 6 are adjacent to each other, and the two pipes exchange heat. This heat exchange is equivalent to the regenerator principle of a heat pump system (usually implemented with coaxial pipes), which can improve system efficiency and extend the driving range of electric vehicles in winter conditions.

[0079] 4. For the fourth operating mode, the open valves are the first low-temperature valve, the first high-temperature valve, the third high-temperature valve, the first expansion valve, the second expansion valve, and the fourth expansion valve; the remaining valves are closed. In this mode, the high-temperature, high-pressure gaseous refrigerant discharged from the compressor outlet is divided into two paths: the first path flows through the first high-temperature valve into the air conditioning heat exchanger; the second path flows through the third high-temperature valve into the battery heat exchanger 7. The refrigerant flowing through the air conditioning heat exchanger and the battery heat exchanger 7 releases heat, changing from a high-temperature, high-pressure gas to a high-pressure liquid refrigerant. The refrigerant flowing through the air conditioning heat exchanger flows into the liquid receiver tank. After flowing out of the liquid receiver tank, it is divided into two paths: one path passes through the fourth expansion valve, becoming a two-phase fluid that enters the vehicle's evaporator; the other path passes through the second expansion valve, becoming a two-phase fluid that flows into the vehicle's external heat exchanger. The refrigerant flowing out of the battery heat exchanger 7 is divided into two paths: one path passes through the first electromagnetic expansion valve, becoming a two-phase fluid that flows into the motor heat exchanger 6; the other path passes through the second expansion valve, becoming a two-phase fluid that flows into the vehicle's external heat exchanger. After passing through the external heat exchanger and the motor heat exchanger 6, the refrigerant becomes a low-pressure gas and flows into the gas-liquid separator.

[0080] 5. In the fifth operating mode, the open valves are the second high-temperature valve, the medium-temperature valve, the first high-temperature valve, the third high-temperature valve, and the first expansion valve. All other valves are closed. In this mode, the high-temperature, high-pressure gaseous refrigerant discharged from the compressor's outlet is divided into three paths: the first path flows through the first high-temperature valve into the air conditioning heat exchanger; the second path flows through the third high-temperature valve into the battery heat exchanger 7; and the third path flows through the second high-temperature valve into the vehicle's external heat exchanger. The refrigerant flowing out of the air conditioning and external heat exchangers flows into the receiver liner. After flowing out of the receiver liner, it passes through the third expansion valve and becomes a two-phase fluid, flowing into the motor heat exchanger 6. The refrigerant flowing out of the battery heat exchanger 7 merges with the high-pressure liquid refrigerant flowing out of the receiver liner, passes through the third expansion valve, and becomes a two-phase fluid, flowing into the motor heat exchanger 6. After passing through the motor heat exchanger 6, the refrigerant becomes a low-pressure gas and flows into the gas-liquid separator.

[0081] 6. In the sixth operating mode, the valves that are open are the second high-temperature valve, the medium-temperature valve, the first high-temperature valve, the second low-temperature valve, the first expansion valve, the third expansion valve, and the fourth expansion valve. The remaining valves are closed. In this mode, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor's exhaust port will be divided into two paths: the first path of refrigerant flows through the first high-temperature valve into the air conditioning heat exchanger; the second path of refrigerant flows through the second high-temperature valve into the vehicle's external heat exchanger. The refrigerant flowing out of the air conditioning heat exchanger and the vehicle's external heat exchanger will flow into the liquid receiver. After flowing out of the liquid receiver, it will be divided into three paths: flowing into the vehicle's evaporator, the motor heat exchanger 6, and the battery heat exchanger 7 in a two-phase fluid state; and the refrigerant flowing out of the motor heat exchanger 6 and the battery heat exchanger 7 will release heat and become low-pressure gas, flowing into the gas-liquid separator.

[0082] It should be noted that in the third working mode, the heat source of the thermal management system is the passenger compartment, air and waste heat recovery; in the fourth working mode, the heat source of the thermal management system is waste heat recovery; in the fifth working mode, the heat source of the thermal management system is waste heat recovery; and in the sixth working mode, the heat source of the thermal management system is the battery and waste heat recovery.

[0083] Although embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. An integrated valve block characterized by, include: A valve block body (1) has a first region (101), a second region (102), and a third region (103) spaced apart along a first direction. The valve block body (1) has a plurality of high-temperature flow paths (304), a plurality of high-temperature valve interfaces, a medium-temperature flow path (506), a medium-temperature valve interface (505), a plurality of low-temperature flow paths (404), and a plurality of low-temperature valve interfaces. The plurality of high-temperature flow paths (304) and the plurality of high-temperature valve interfaces are disposed in the first region (101), and the high-temperature valve interfaces are connected to the high-temperature flow paths (304). The medium-temperature flow paths (506) and the medium-temperature valve interfaces (505) are disposed in the third region (103), and the medium-temperature valve interfaces (505) are connected to the medium-temperature flow paths (506). The plurality of low-temperature flow paths (404) and the plurality of low-temperature valve interfaces are disposed in the second region (102), and the low-temperature valve interfaces are connected to the low-temperature flow paths (404).

2. The integrated valve block of claim 1, wherein, A heat insulation gap is provided between the low-temperature valve interface and the corresponding high-temperature valve interface.

3. The integrated valve block of claim 1 or 2, wherein, The valve block body (1) also has a compressor exhaust port interface (201), an air conditioning heat exchanger inlet interface (202), and an external heat exchanger inlet interface (203). The compressor exhaust port interface (201), the air conditioning heat exchanger inlet interface (202), and the external heat exchanger inlet interface (203) are located at the edge of the first region (101). The compressor exhaust port interface (201) is connected to the high-temperature valve interface through the corresponding high-temperature flow path (304). The high-temperature valve interface is connected to the air conditioning heat exchanger inlet interface (202) and the external heat exchanger inlet interface (203) through the corresponding high-temperature flow path (304). The compressor exhaust port interface (201) is used to connect to the compressor exhaust port. The air conditioning heat exchanger inlet interface (202) is used to connect to the air conditioning heat exchanger inlet. The external heat exchanger inlet interface (203) is used to connect to the external heat exchanger inlet.

4. The integrated valve block of claim 3, wherein, The high-temperature valve interfaces include a first high-temperature valve interface (301), a second high-temperature valve interface (302), and a third high-temperature valve interface (303) that are all connected to the compressor exhaust port interface (201). The first high-temperature valve interface (301) is used to install a first high-temperature valve, the second high-temperature valve interface (302) is used to install a second high-temperature valve, and the third high-temperature valve interface (303) is used to install a third high-temperature valve. The first high-temperature valve interface (301) is connected to the air conditioning heat exchanger inlet interface (202) through the corresponding high-temperature flow path (304), the second high-temperature valve interface (302) is connected to the vehicle exterior heat exchanger inlet interface (203) through the corresponding high-temperature flow path (304), and the third high-temperature valve interface (303) is connected to the corresponding low-temperature valve interface.

5. The integrated valve block of claim 4, wherein, The plurality of the cryogenic valve interfaces include a first cryogenic valve interface (401) and a second cryogenic valve interface (402). The valve block body (1) also has a common interface (403). The common interface (403) is used to connect with the inlet of the gas-liquid separator and the outlet of the vehicle evaporator. The first cryogenic valve interface (401) and the second cryogenic valve interface (402) are connected to the common interface (403) through corresponding cryogenic flow paths (404). The first cryogenic valve interface (401) is connected to the inlet interface (203) of the vehicle external heat exchanger through the corresponding cryogenic flow path (404). The second cryogenic valve interface (402) is connected to the third high-temperature valve interface (303) through the corresponding cryogenic flow path (404).

6. The integrated valve block of claim 5, wherein, The valve block body (1) also has an external heat exchanger outlet interface (204), a liquid storage tank inlet interface (205), and an air conditioning heat exchanger outlet interface (206) disposed at the edge of the third region (103). The external heat exchanger outlet interface (204) is used to communicate with the outlet of the external heat exchanger and is connected to the medium temperature valve interface (505) through the corresponding medium temperature flow path (506). The medium temperature valve interface (505) is connected to the liquid storage tank inlet interface (205) and the air conditioning heat exchanger outlet interface (206) through the corresponding medium temperature flow path (506). The liquid storage tank inlet interface (205) is used to communicate with the inlet of the liquid storage tank, and the air conditioning heat exchanger outlet interface (206) is used to communicate with the outlet of the air conditioning heat exchanger.

7. The integrated valve block of claim 6, wherein, The valve block body (1) also has several expansion valve interfaces, several expansion flow paths, an in-vehicle evaporator inlet interface (207), and a liquid storage tank outlet interface (208). Several expansion valve interfaces and several expansion flow paths are arranged in the third region (103). The liquid storage tank outlet interface (208) is used to communicate with the outlet of the liquid storage tank and is connected to the corresponding expansion valve interface through the corresponding expansion flow path. The in-vehicle evaporator inlet interface (207) is used to communicate with the inlet of the in-vehicle evaporator and is connected to the corresponding expansion valve interface through the corresponding expansion flow path.

8. The integrated valve block of claim 7, wherein, The valve block body (1) also has a fourth region (104), which is located between the second region (102) and the third region (103). The fourth region (104) is equipped with a battery heat exchanger (7) and a motor heat exchanger (6). The first inlet and outlet (601) of the battery heat exchanger (7) are connected to the second cryogenic valve interface (402). The second inlet and outlet (602) of the battery heat exchanger (7) are connected to the corresponding expansion valve interface through a medium-temperature pipeline (8). The inlet (701) of the motor heat exchanger (6) is connected to the corresponding expansion valve interface. The outlet (705) of the motor heat exchanger (6) is connected to the common interface (403) through a cryogenic pipeline (9). The medium-temperature pipeline (8) connected to the second inlet and outlet (602) of the battery heat exchanger (7) and the cryogenic pipeline (9) connected to the outlet (705) of the motor heat exchanger (6) are arranged adjacent to each other.

9. The integrated valve block of claim 8, wherein, Several expansion valve interfaces include a first expansion valve interface (501), a second expansion valve interface (502), a third expansion valve interface (503), and a fourth expansion valve interface (504). The fourth expansion valve interface (504) is connected to the inlet interface (207) of the vehicle evaporator and the outlet interface (208) of the liquid storage tank through a corresponding expansion flow path. The third expansion valve interface (503) is connected to the second inlet and outlet (602) of the battery heat exchanger (7) through the medium-temperature pipeline (8). 03) The first expansion valve interface (501) is connected to the outlet interface (208) of the liquid storage tank through the corresponding expansion flow path. The first expansion valve interface (501) is connected to the inlet (701) of the motor heat exchanger (6) through the corresponding expansion flow path. The first expansion valve interface (501) and the second expansion valve interface (502) are connected to the second inlet and outlet (602) of the battery heat exchanger (7) through the corresponding expansion flow path. The second expansion valve interface (502) is connected to the outlet interface (204) of the vehicle exterior heat exchanger through the corresponding expansion flow path.

10. A vehicle characterized by comprising: include: A thermal management system comprising the integrated valve block according to any one of claims 1 to 9.

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