An integrated thermal management system

Abstract

The utility model relates to vehicle thermal management technical field provides an integrated heat management system, include: refrigerant closed loop is used for providing the closed channel of refrigerant circulation flow, include: condenser, evaporator, heat transfer medium circulation loop is used for providing the channel of heat transfer medium circulation flow, and the heat transfer medium can carry out heat exchange with refrigerant, heat transfer medium circulation loop is connected with condenser and evaporator, is used for receiving and delivering the heat of condenser release and the cold of evaporator provides, the utility model limits high combustible working medium in the closed loop, and heat transfer medium circulation loop receives and delivers cold and hot energy, thereby delivers the cold or heat of refrigerant to heat transfer medium solution and so on heat carrier fluid safely, efficiently, effectively avoids the combustible refrigerant to enter the passenger cabin or battery cabin, improves the intrinsic safety of system.

Description

Technical Field

[0001] This utility model relates to the field of vehicle thermal management technology, and in particular to an integrated thermal management system. Background Technology

[0002] With the widespread adoption of new energy vehicles, higher requirements have been placed on the efficiency, safety, and system integration of the vehicle's thermal management system.

[0003] Current thermal management systems mostly employ a single-loop structure, using conventional refrigerants such as R134a or R1234yf for direct expansion to achieve air conditioning and battery cooling. However, traditional refrigerants generally suffer from high greenhouse gas potential (GWP) and poor environmental friendliness, making it difficult to meet the demands of green and low-carbon development under the background of carbon neutrality. While hydrocarbon refrigerants possess excellent thermodynamic properties and extremely low GWP values, their high flammability poses significant safety hazards in the vehicle environment. Utility Model Content

[0004] This utility model provides an integrated thermal management system to solve the problem that flammable refrigerants in existing thermal management systems pose significant safety hazards in vehicle environments.

[0005] This utility model provides an integrated thermal management system, including: A refrigerant closed loop, used to provide a closed channel for the circulation of refrigerant, includes: A condenser is used to release heat by condensing refrigerant and transfer heat to the outside. An evaporator is used to absorb heat through the evaporation of refrigerant and transfer the cooling capacity to the outside. A refrigerant circulation loop is provided to provide a channel for the circulation of refrigerant, and the refrigerant is capable of exchanging heat with the refrigerant. The refrigerant circulation loop is connected to the condenser and the evaporator to receive and transfer the heat released by the condenser and the cooling capacity provided by the evaporator.

[0006] According to the integrated thermal management system provided by this utility model, the refrigerant circulation loop includes at least an external circuit, an air conditioning circuit, and a battery circuit. The external circuit, the air conditioning circuit, and the battery circuit form a switchable interconnected structure through a flow path switching component. The flow path switching component is used to selectively open or close the flow path of the refrigerant in each circuit.

[0007] According to the integrated thermal management system provided by this utility model, the flow path switching component includes a first multi-way valve and a second multi-way valve, both of which include: The valve body unit is provided in multiple ways, and the multiple valve body units are connected sequentially along the X direction. Along the Y direction, each valve body unit has a first liquid guiding chamber on one side and a pair of separated second liquid guiding chambers on the other side. A valve core extends through each of the valve body units along its axial direction. The axial direction of the valve core is the same as the X direction. The valve core has valve core through holes corresponding to the number of valve body units. The valve core can switch between a first state and a second state by moving along its axial direction. In the first state, the first liquid guiding cavity on one side of each valve body unit is connected to a second liquid guiding cavity on the other side through the corresponding valve core through hole. In the second state, the first liquid guiding cavity on one side of each valve body unit is connected to another second liquid guiding cavity on the other side through the corresponding valve core through hole.

[0008] According to the integrated thermal management system provided by this utility model, multiple valve body units are detachably connected along the X direction.

[0009] The integrated thermal management system provided by this utility model also includes a motor module, the inlet of which is connected to the refrigerant outlet of the condenser via a pipeline.

[0010] According to the integrated thermal management system provided by this utility model, the external circuit includes: An external heat exchanger, wherein the inlet of the external heat exchanger and the outlet of the motor module are respectively connected to both sides of the same valve body unit of the first multi-way valve via pipelines; or, the inlet of the external heat exchanger and the refrigerant outlet of the evaporator are respectively connected to both sides of the same valve body unit of the second multi-way valve via pipelines. The second water pump has its inlet connected to the outlet of the external heat exchanger via the first multi-way valve, and the inlet of the second water pump and the outlet of the external heat exchanger are respectively connected to both sides of the other valve body unit of the first multi-way valve via pipelines; the outlet of the second water pump is connected to the refrigerant inlet of the condenser via a pipeline, and a second water tank is connected to the pipeline between the inlet of the second water pump and the first multi-way valve.

[0011] According to the integrated thermal management system provided by this utility model, the air conditioning circuit includes: A first water pump, the inlet of which is connected to the refrigerant outlet of the evaporator via a pipeline, and a first water tank is connected to the pipeline between the first water pump and the evaporator. The cold air core is connected to the outlet of the first water pump via a pipeline. The outlet of the cold air core is connected to the refrigerant inlet of the evaporator through the second multi-way valve, and the outlet of the cold air core and the refrigerant inlet of the evaporator are respectively connected to both sides of the same valve body unit of the second multi-way valve through pipelines.

[0012] According to the integrated thermal management system provided by this utility model, the air conditioning circuit further includes: A water heater, the inlet of which is connected to the first multi-way valve via a pipeline, for connecting to the motor module via the first multi-way valve; The heater core has its inlet connected to the outlet of the water heater via a pipe, and its outlet connected to the first multi-way valve for connecting to the refrigerant inlet of the condenser via the first multi-way valve and the second water pump.

[0013] According to the integrated thermal management system provided by this utility model, the battery circuit includes: A proportional three-way valve, the inlet of which is connected to the first multi-way valve via a pipeline, is used to connect to the refrigerant outlet of the evaporator via the first multi-way valve, or to connect to the motor module via the first multi-way valve. The third water pump has its inlet connected to the first outlet of the proportional three-way valve via a pipeline, and a third water tank is connected to the pipeline connecting the inlet of the third water pump to the first outlet of the proportional three-way valve. The battery module has its inlet connected to the outlet of the third water pump via a pipeline. The outlet of the battery module is connected to the refrigerant inlet of the evaporator via the second multi-way valve. Furthermore, the outlet of the battery module and the refrigerant inlet of the evaporator are respectively connected to both sides of the same valve body unit of the second multi-way valve through pipelines, or the outlet of the battery module is connected in parallel with the pipeline connected to the outlet of the heater core through a pipeline.

[0014] According to the integrated thermal management system provided by this utility model, the outlet of the battery module is also connected to the second outlet of the proportional three-way valve via a pipeline.

[0015] According to the integrated thermal management system provided by this utility model, the refrigerant closed loop further includes: A compressor, the outlet of which is connected to the inlet of the condenser; An electronic expansion valve, wherein the inlet of the electronic expansion valve is connected to the outlet of the condenser, and the outlet of the electronic expansion valve is connected to the refrigerant inlet of the evaporator; A gas-liquid separator, wherein the inlet of the gas-liquid separator is connected to the refrigerant outlet of the evaporator, and the outlet of the gas-liquid separator is connected to the inlet of the compressor.

[0016] This utility model provides an integrated thermal management system that confines highly flammable working fluid within a closed loop. The condenser and evaporator release heat and supply cold energy respectively through refrigerant phase change. The refrigerant circulation loop receives and transfers cold and heat energy, thereby safely and efficiently transferring the cold or heat energy of the refrigerant to heat transfer fluids such as the refrigerant solution. It can be flexibly adapted to various thermal management scenarios such as passenger compartment cooling / heating and battery cooling / heating, improving overall energy utilization efficiency and effectively preventing flammable refrigerant from entering the passenger compartment or battery compartment, thus enhancing the inherent safety of the system. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this utility model or the prior art, the drawings used in the description of the 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.

[0018] Figure 1 This is a schematic diagram of the piping connection of an integrated thermal management system in the occupant cabin cooling mode, provided as an embodiment of the present invention.

[0019] Figure 2 This is a schematic diagram of the piping connection of an integrated thermal management system in battery cooling mode, provided as an embodiment of the present invention.

[0020] Figure 3 This is a schematic diagram of the piping connection of an integrated thermal management system in the hybrid cooling mode of the crew cabin battery, provided for an embodiment of this utility model.

[0021] Figure 4 This is a schematic diagram of the piping connection of an integrated thermal management system in the dehumidification mode of the passenger compartment, provided as an embodiment of the present invention.

[0022] Figure 5 This is a schematic diagram of the piping connection of an integrated thermal management system in the crew cabin heating mode, provided as an embodiment of the present utility model.

[0023] Figure 6 This is a schematic diagram of the piping connection of an integrated thermal management system in the crew cabin heating + battery heating mode, provided for an embodiment of the present utility model.

[0024] Figure 7 A schematic diagram of the structure of the first multi-way valve or the second multi-way valve provided in the embodiments of this utility model.

[0025] Figure 8 A schematic diagram of the valve core structure provided for an embodiment of this utility model.

[0026] Figure 9 A cross-sectional view of the valve body unit provided in an embodiment of this utility model.

[0027] Figure 10 A schematic diagram of the internal structure of the first or second multi-way valve provided in the embodiments of this utility model.

[0028] Figure label: 1. Condenser; 2. Evaporator; 3. First multi-way valve; 4. Second multi-way valve; 5. Motor module; 6. External heat exchanger; 7. Second water pump; 8. Second water tank; 9. First water pump; 10. First water tank; 11. Cold air core; 12. Water heater; 13. Warm air core; 14. Proportional three-way valve; 15. Third water pump; 16. Third water tank; 17. Battery module; 18. Compressor; 19. Electronic expansion valve; 20. Gas-liquid separator; 100, Valve body unit; 200, Valve core; 201, Valve core through hole; 300, Electromagnet; 400, Spring; 500, Axial mounting hole; a, First interface; b, Second interface; c, Third interface; d, Fourth interface; e, Fifth interface; f, Sixth interface; g, Seventh interface; h, Eighth interface; i, Ninth interface; 101, First through hole; 102, Second through hole; 103, Third through hole; 104, Fourth through hole; 105, Fifth through hole; 1001, First chamber; 1002, Second chamber; 1003, Third chamber; 1004, Fourth chamber. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions 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 scope of protection of this utility model.

[0030] The following is combined with Figures 1-10 This invention describes an integrated thermal management system.

[0031] This utility model provides an integrated thermal management system, including: a refrigerant closed loop and a refrigerant circulation loop. The refrigerant closed loop provides a closed channel for the refrigerant circulation and includes a condenser 1 and an evaporator 2. The condenser 1 can be a plate condenser 1, and the evaporator 2 can be a plate evaporator 2. The condenser 1 releases heat through refrigerant condensation and transfers heat to the outside, while the evaporator 2 absorbs heat through refrigerant evaporation and transfers cooling capacity to the outside. The refrigerant circulation loop provides a channel for the refrigerant circulation and allows the refrigerant to exchange heat with the refrigerant. The refrigerant circulation loop is connected to the condenser 1 and the evaporator 2 and is used to receive and transfer the heat released by the condenser 1 and the cooling capacity provided by the evaporator 2.

[0032] As can be seen from the above scheme, the system design of this utility model can confine the highly flammable working fluid within a closed loop. The condenser 1 and the evaporator 2 respectively achieve heat release and cold supply through refrigerant phase change. The refrigerant circulation loop receives and transfers cold and heat energy, thereby safely and efficiently transferring the cold or heat of the refrigerant to the heat transfer fluid such as the refrigerant solution. It can be flexibly adapted to various thermal management scenarios such as passenger compartment cooling / heating and battery cooling / heating, improving the overall energy utilization efficiency and effectively preventing flammable refrigerant from entering the passenger compartment or battery compartment, thus enhancing the inherent safety of the system.

[0033] In this invention, the refrigerant and the heat transfer fluid transfer energy through heat exchange. This can confine the refrigerant, which has potential risks such as flammability and corrosivity, within the refrigerant closed loop. It can also isolate the refrigerant from various thermal management loads such as the passenger compartment and battery through the heat transfer fluid circulation loop, thereby reducing safety hazards. At the same time, it reduces the risk of pipeline corrosion and leakage caused by direct contact between different media, and improves the long-term reliability of the system.

[0034] In some specific embodiments, the refrigerant circulation loop includes at least an external circuit, an air conditioning circuit, and a battery circuit. The external circuit, air conditioning circuit, and battery circuit form a switchable interconnected structure through a flow path switching component, which is used to selectively open or close the flow path of the refrigerant in each circuit.

[0035] This configuration improves system integration. The external circuit, air conditioning circuit, and battery circuit are no longer independent closed circuits, but form an interconnected whole through the flow path switching component. Compared with the traditional design of multiple independent circuits with complex valve groups, this system reduces manufacturing and procurement costs and reduces the size of the system, making the overall structure more compact and suitable for applications with high space requirements, such as vehicles. The flow path switching component can selectively open or close the flow path of each circuit according to different thermal management needs, avoiding the ineffective flow of refrigerant in unnecessary circuits. Therefore, it is not necessary to design an independent circuit for each operating condition to meet diverse thermal management needs. In this embodiment, the flow path switching component includes a first multi-way valve 3 and a second multi-way valve 4. Both the first multi-way valve 3 and the second multi-way valve 4 include a valve body unit 100 and a valve core 200. Multiple valve body units 100 are provided, and the multiple valve body units 100 are connected sequentially along the X direction. Along the Y direction, each valve body unit 100 has a first liquid guiding chamber on one side and a pair of separated second liquid guiding chambers on the other side.

[0036] The valve core 200 passes through each valve body unit 100 along its axial direction. The axial direction of the valve core 200 is the same as that of the X direction. The valve core 200 is provided with valve core through holes 201 corresponding to the number of valve body units 100. The valve core 200 can switch between a first state and a second state by moving along the axial direction. In the first state, the first liquid guiding cavity on one side of each valve body unit 100 is connected to a second liquid guiding cavity on the other side through the corresponding valve core through hole 201. In the second state, the first liquid guiding cavity on one side of each valve body unit 100 is connected to another second liquid guiding cavity on the other side through the corresponding valve core through hole 201.

[0037] With this configuration, each valve body unit 100 in this invention can achieve a one-in-two-out switching function. The combination of multiple valve body units 100 can meet the control requirements of complex flow paths, improve the system integration level, and at the same time, the corresponding design of the valve core through hole 201 and the liquid guiding cavity ensures the accuracy of flow path switching, reduces the risk of refrigerant leakage or mixing, and enhances the stability of system operation. Thus, by switching between the first state and the second state through the axial movement of the valve core 200, the on / off switching of the first liquid guiding cavity and different second liquid guiding cavities in all valve body units 100 can be realized simultaneously, quickly changing the flow path of the refrigerant between the vehicle external circuit, air conditioning circuit, battery circuit, etc., to meet the needs of different thermal management scenarios.

[0038] Preferably, multiple valve body units 100 are detachably connected along the X direction, that is, the valve body units 100 are modularly designed, so that the number of units can be flexibly increased or decreased according to the system scale and functional requirements.

[0039] In this embodiment, the first multi-way valve 3 and the second multi-way valve 4 further include: a spring 400 and an electromagnet 300. The spring 400 is sleeved on the valve core 200, and its two ends abut against the valve core 200 and the valve body unit 100, respectively. The electromagnet 300 is disposed at one end of the valve core 200. The electromagnet 300 is used to drive the valve core 200 to move along the X direction when energized, and to stretch the spring 400. When the electromagnet 300 is de-energized, the spring 400 is used to drive the valve core 200 to move and reset along the X direction under the action of elastic restoring force, so that when the electromagnet 300 is energized, it drives the valve core 200 to move to the first position (the first state of the valve core 200), and when the electromagnet 300 is de-energized, the spring 400 drives the valve core 200 to move to the second position (the second state of the valve core 200).

[0040] In this embodiment, a motor module 5 is also included, and the inlet of the motor module 5 is connected to the refrigerant outlet of the condenser 1 through a pipeline.

[0041] In this embodiment, the external circuit includes: an external heat exchanger 6 and a second water pump 7. The inlet of the external heat exchanger 6 and the outlet of the motor module 5 are respectively connected to both sides of the same valve body unit 100 of the first multi-way valve 3 through pipelines; or, the inlet of the external heat exchanger 6 and the refrigerant outlet of the evaporator 2 are respectively connected to both sides of the same valve body unit 100 of the second multi-way valve 4 through pipelines; the inlet of the second water pump 7 is connected to the outlet of the external heat exchanger 6 through the first multi-way valve 3, and the inlet of the second water pump 7 and the outlet of the external heat exchanger 6 are respectively connected to both sides of another valve body unit 100 of the first multi-way valve 3 through pipelines; the outlet of the second water pump 7 is connected to the refrigerant inlet of the condenser 1 through a pipeline, and a second water tank 8 is connected to the pipeline between the inlet of the second water pump 7 and the first multi-way valve 3.

[0042] With this configuration, the inlet of motor module 5 is directly connected to the refrigerant outlet of condenser 1. The waste heat generated during its operation can be continuously transferred to the external heat exchanger 6 or condenser 1 via the refrigerant. In heating mode, the waste heat is converted into heating energy by condenser 1, reducing dependence on additional energy. In non-heating mode, the waste heat is efficiently dissipated through external heat exchanger 6, preventing motor overheating. The inlet of external heat exchanger 6 can be connected to the outlet of motor module 5 via first multi-way valve 3, or to the refrigerant outlet of evaporator 2 via second multi-way valve 4. The two paths can be flexibly switched by switching the states of first multi-way valve 3 and second multi-way valve 4: when the system is in heating mode, such as passenger compartment heating or battery heating, external heat exchanger 6 can be connected to the refrigerant outlet of evaporator 2 via second multi-way valve 4. When the refrigerant outlet is connected, the refrigerant can release the cooling energy absorbed by the evaporator 2 to the environment through the external heat exchanger 6. When the system is in cooling mode, such as passenger compartment cooling or battery cooling, the external heat exchanger 6 can be connected to the motor module 5 through the first multi-way valve 3. At this time, the refrigerant carries the waste heat of the motor and the heat of the condenser, and this heat is released to the environment through the external heat exchanger 6. The second water tank 8 is located between the second water pump 7 and the first multi-way valve 3, which can buffer the flow and pressure fluctuations of the external circuit during dual-path switching, and avoid the instability of refrigerant supply caused by path switching. At the same time, the second water pump 7 provides stable power to the circuit, ensuring that the refrigerant can circulate efficiently under different connection paths, reducing efficiency loss caused by changes in flow resistance, and improving the long-term reliability of the system.

[0043] The air conditioning circuit includes: a first water pump 9 and a cold air core 11. The inlet of the first water pump 9 is connected to the refrigerant outlet of the evaporator 2 through a pipeline, and a first water tank 10 is connected to the pipeline between the first water pump 9 and the evaporator 2. The inlet of the cold air core 11 is connected to the outlet of the first water pump 9 through a pipeline. The outlet of the cold air core 11 is connected to the refrigerant inlet of the evaporator 2 through a second multi-way valve 4, and the outlet of the cold air core 11 and the refrigerant inlet of the evaporator 2 are respectively connected to both sides of the same valve body unit 100 of the second multi-way valve 4 through pipelines.

[0044] With this configuration, the first water pump 9 provides power for the circulation of refrigerant between the evaporator 2 and the cold air core 11, ensuring that the refrigerant cooled by the evaporator 2 is continuously delivered to the cold air core 11 to exchange heat with the passenger compartment air and achieve cooling. After heat exchange, the refrigerant flows back to the evaporator 2 through the second multi-way valve 4 to cool down again, forming a closed-loop cycle to ensure the continuity of the cooling effect. The first water tank 10 can balance the pressure and flow of the refrigerant in the loop, alleviate the pipeline impact caused by the thermal expansion and contraction or flow fluctuation of the refrigerant, and replenish the refrigerant that may be missing in the loop in time, avoid the water pump running dry, and improve the long-term reliability of the system.

[0045] In this embodiment, the air conditioning circuit further includes: a water heater 12 and a warm air core 13. The inlet of the water heater 12 is connected to the first multi-way valve 3 through a pipeline, which is used to connect to the motor module 5 through the first multi-way valve 3. The inlet of the warm air core 13 is connected to the outlet of the water heater 12 through a pipeline. The outlet of the warm air core 13 is connected to the first multi-way valve 3, which is used to connect to the refrigerant inlet of the condenser 1 through the first multi-way valve 3 and the second water pump 7.

[0046] In this embodiment, the battery circuit includes: a proportional three-way valve 14, a third water pump 15, and a battery module 17. The inlet of the proportional three-way valve 14 is connected to a first multi-way valve 3 via a pipeline, for connecting to the refrigerant outlet of the evaporator 2 via the first multi-way valve 3, or for connecting to the motor module 5 via the first multi-way valve 3; Figure 6 As shown, the high-temperature refrigerant delivered by the motor module 5 is divided into two outputs by a three-way valve after passing through the first multi-way valve 3. One output is delivered to the water heater 12, and the other output flows to the inlet of the proportional three-way valve 14 after passing through the first multi-way valve 3. The inlet of the third water pump 15 is connected to the first outlet of the proportional three-way valve 14 through a pipeline, and a third water tank 16 is connected to the pipeline between the inlet of the third water pump 15 and the first outlet of the proportional three-way valve 14. The inlet of the battery module 17 is connected to the outlet of the third water pump 15 through a pipeline, and the outlet of the battery module 17 is connected to the refrigerant inlet of the evaporator 2 through the second multi-way valve 4. The outlet of the battery module 17 and the refrigerant inlet of the evaporator 2 are respectively connected to the two sides of the same valve body unit 100 of the second multi-way valve 4 through pipelines. Alternatively, the outlet of the battery module 17 is connected in parallel with the pipeline connecting to the outlet of the heater core 13 through a pipeline.

[0047] With this configuration, the proportional three-way valve 14 can dynamically adjust the refrigerant flow distribution according to the battery temperature: when the battery needs cooling, the refrigerant cooled by the evaporator 2 is introduced through the first multi-way valve 3 and driven by the third water pump 15 into the battery module 17 to absorb heat; when the battery needs heating, the flow path can be switched to introduce high-temperature refrigerant heated by the condenser 1 and delivered by the motor module 5. The third water tank 16 can buffer the pressure fluctuations in the refrigerant circulation, prevent pipeline impact caused by sudden flow changes, and replenish the refrigerant in the circuit. The third water pump 15 provides stable power to the battery circuit, ensuring that the refrigerant flows efficiently in the battery module 17 and improving the uniformity of heat exchange.

[0048] The outlet of battery module 17 is connected to the refrigerant inlet of evaporator 2 through the second multi-way valve 4, which can achieve flow path linkage with the air conditioning circuit. That is, in the mixed cooling mode, the refrigerant flowing out of the outlet of battery module 17 and the outlet of cold air core 11 can be merged through the second multi-way valve 4 and then flow back to the refrigerant inlet of evaporator 2. In the independent battery cooling mode, the battery circuit can be circulated independently. This design allows battery thermal management to be flexibly integrated into the overall system operating conditions and improves energy utilization efficiency.

[0049] When both the passenger compartment heating and battery heating modes are in operation, the refrigerant flowing out of the battery module 17 merges with the refrigerant flowing out of the heater core 13 after passing through the second multi-way valve 4. After merging, the refrigerant can flow back to the condenser 1 through the same pipeline, avoiding pipeline redundancy caused by independent return of two circuits, reducing pipeline connection points and space occupation, making the system structure more compact, and the temperature of the mixed refrigerant is more uniform, which can reduce local temperature fluctuations when returning to the condenser 1, making the heat exchange process of the condenser 1 more stable.

[0050] like Figure 3 and Figure 6 As shown, the outlet of battery module 17 is further connected to the second outlet of proportional three-way valve 14 via a pipeline.

[0051] With this configuration, when the battery does not require high-intensity heating or cooling, the proportional three-way valve 14 can guide some of the refrigerant flowing out of the battery module 17 back to itself through the second outlet, forming a local circulation and maintaining stable battery temperature, which is especially suitable for low-load operating conditions.

[0052] In some embodiments, the refrigerant closed loop further includes a compressor 18, an electronic expansion valve 19, and a gas-liquid separator 20. That is, the refrigerant is driven by the compressor 18 to pass through the condenser 1, the electronic expansion valve 19, the evaporator 2, and the gas-liquid separator 20 in sequence and return to the compressor 18 to form a closed loop.

[0053] Specifically, the outlet of compressor 18 is connected to the inlet of condenser 1. After being compressed by compressor 18, the refrigerant becomes a high-temperature, high-pressure gaseous state and enters condenser 1, such as plate condenser 1. Here, the refrigerant exchanges heat with the outside environment or a heat transfer fluid through condenser 1, releasing heat and condensing into a liquid state, completing the heat release process. The inlet of electronic expansion valve 19 is connected to the outlet of condenser 1, meaning that the condensed liquid refrigerant, after being throttled and depressurized by electronic expansion valve 19, becomes a low-temperature, low-pressure gas-liquid mixture. The outlet of electronic expansion valve 19 is connected to the refrigerant inlet of evaporator 2. Next, the low-temperature, low-pressure refrigerant is introduced into the evaporator 2, where it exchanges heat with the refrigerant solution flowing through the evaporator 2, absorbing heat from the refrigerant and evaporating into a gaseous state. The refrigerant is cooled, thus transferring cooling capacity. The inlet of the gas-liquid separator 20 is connected to the refrigerant outlet of the evaporator 2, and the outlet of the gas-liquid separator 20 is connected to the inlet of the compressor 18. During this process, the evaporated gaseous refrigerant may contain a small amount of unevaporated liquid. After being separated by the gas-liquid separator 20, the pure gaseous refrigerant re-enters the compressor 18, completing one cycle and preparing for the next round of heat exchange.

[0054] In some embodiments, the first multi-way valve 3 and the second multi-way valve 4 are both two-position nine-way valves, including three valve body units 100, such as... Figures 7-10As shown, the interfaces of the three valve body units 100 are the first interface, the second interface, the third interface, the fourth interface, the fifth interface, the sixth interface, the seventh interface, the eighth interface, and the ninth interface, respectively. Each valve body unit 100 is provided with a first through hole 101, a second through hole 102, a third through hole 103, a fourth through hole 104, and a fifth through hole 105. Each valve body unit 100 has an axial mounting hole 500 in the middle that mates with the valve core 200. Each valve body unit 100 has two chambers on each side of the axial mounting hole 500, including a first chamber 1001, a second chamber 1002, a third chamber 1003, and a fourth chamber 1004. The first chamber 1001 and the second chamber 1002 on the same side are connected through a fifth through hole 105 to form a first liquid guiding chamber. The third chamber 1003 and the fourth chamber 1004 on the other side are both second liquid guiding chambers. The first chamber 1001 is connected to the axial mounting hole 500 through a first through hole 101, the second chamber 1002 is connected to the axial mounting hole 500 through a second through hole 102, the third chamber 1003 is connected to the axial mounting hole 500 through a third through hole 103, and the fourth chamber 1004 is connected to the axial mounting hole 500 through a fourth through hole 104. Figures 8-10 As shown, along the X direction from left to right, the valve body units are designated as the first valve body unit, the second valve body unit, and the third valve body unit. The valve core 200 is provided with valve core through holes 201, which are designated as the first valve core through hole, the second valve core through hole, and the third valve core through hole, respectively. The first through hole 101 of the first valve body unit corresponds to the first interface, the third through hole 103 corresponds to the second interface, and the fourth through hole 104 corresponds to the third interface. The first through hole 101 of the second valve body unit corresponds to the fourth interface, the third through hole 103 corresponds to the fifth interface, and the fourth through hole 104 corresponds to the sixth interface. The first through hole 101 of the third valve body unit corresponds to the seventh interface, the third through hole 103 corresponds to the eighth interface, and the fourth through hole 104 corresponds to the ninth interface.

[0055] When the two-way nine-way valve is in mode one (the first state of valve core 200), the electromagnet 300 is energized, causing the valve core 200 to move closer to the magnet, and the spring 400 is stretched. At this time, the first through hole 101 of the first valve body unit 100 is connected to the third through hole 103 of the first valve body unit 100 through the first valve core through hole 201, connecting the first chamber 1001 and the third chamber 1003 of the first valve body unit 100. The first interface a is connected to the second interface b. The first through hole 101 of the second valve body unit 100 is connected to the second valve core. The through hole 201 is connected to the third through hole 103 of the second valve body unit 100. At this time, the first chamber 1001 of the second valve body unit 100 is connected to the third chamber 1003 of the second valve body unit 100, and the fourth interface d is connected to the fifth interface e. The first through hole 101 of the third valve body unit 100 is connected to the third through hole 103 of the third valve body unit 100 through the third valve core through hole 201. At this time, the first chamber 1001 of the third valve body unit 100 is connected to the third chamber 1003 of the third valve body unit 100, and the seventh interface g is connected to the eighth interface h.

[0056] When the two-position nine-way valve is in mode two (the first state of valve core 200), the electromagnet 300 is de-energized, the valve core 200 moves away from the magnet, and the spring 400 contracts. At this time, the second through hole 102 of the first valve body unit 100 is connected to the fourth through hole 104 of the first valve body unit 100 through the first valve core through hole 201. At this time, the second chamber 1002 of the first valve body unit 100 is connected to the fourth chamber 1004 of the first valve body unit 100, and the first interface a is connected to the third interface c. The second through hole 102 of the second valve body unit 100 is connected to the second valve core through hole. 201 is connected to the fourth through hole 104 of the second valve body unit 100. At this time, the second chamber 1002 of the second valve body unit 100 is connected to the fourth chamber 1004 of the second valve body unit 100, and the fourth interface d is connected to the sixth interface f. The second through hole 102 of the third valve body unit 100 is connected to the fourth through hole 104 of the third valve body unit 100 through the third valve core through hole 201. At this time, the second chamber 1002 of the third valve body unit 100 is connected to the fourth chamber 1004 of the third valve body unit 100, and the seventh interface g is connected to the ninth interface i.

[0057] The working principle of this integrated thermal management system will be explained below through the specific working modes of the vehicle.

[0058] 1. Passenger cabin cooling mode, refer to Figure 1The first multi-way valve 3 and the second multi-way valve 4 (both are two-position nine-way valves) are in mode one. The first water pump 9 and the second water pump 7 are turned on. The refrigerant solution from the condenser 1 in the external circuit first passes through the motor module 5 and enters the seventh port g of the first multi-way valve 3. Then it flows from the eighth port h to the external heat exchanger 6. After being cooled by the external heat exchanger 6, it enters the fifth port e of the first multi-way valve 3. Then it flows from the fourth port d of the first multi-way valve 3 to the second water tank 8 and the second water pump 7, and finally flows back to the condenser 1.

[0059] After the refrigerant in the cold air circuit of the air conditioning circuit receives cooling energy in the evaporator 2, it first flows through the first water tank 10 and the first water pump 9, enters the cold air core 11 in the vehicle to exchange heat with the air in the vehicle, then flows to the second port b of the second multi-way valve 4, and then flows out from the first port a and returns to the evaporator 2 to complete the cycle.

[0060] Its working principle is as follows: In the refrigerant closed loop, the compressor 18 drives the high-temperature and high-pressure gaseous refrigerant into the condenser 1. In the condenser 1, the refrigerant exchanges heat with the refrigerant in the external circuit and condenses into a liquid. After the liquid refrigerant is throttled and depressurized by the electronic expansion valve 19, it becomes a low-temperature and low-pressure gas-liquid mixture and enters the evaporator 2. In the evaporator 2, it exchanges heat with the refrigerant in the air conditioning circuit. The refrigerant absorbs the heat of the refrigerant and evaporates into a gas. Then, it returns to the compressor 18 through the gas-liquid separator 20 to complete the refrigerant cycle.

[0061] In the air conditioning circuit, the refrigerant is cooled at the evaporator 2 and then driven by the first water pump 9 into the cold air core 11 inside the passenger compartment. It exchanges heat with the cabin air to lower the cabin temperature. After absorbing heat, the refrigerant flows back to the plate evaporator 2 for further cooling, forming a cycle. In the external circuit, the refrigerant absorbs the heat released by the refrigerant at the condenser 1, dissipates the heat to the outside environment via the external heat exchanger 6, and then flows back to the condenser 1 after cooling, assisting the refrigerant in completing its heat release process. Through the coordinated circulation of the refrigerant and the refrigerant, a continuous supply of cooling capacity is achieved in the passenger compartment, resulting in a cooling effect.

[0062] 2. Battery cooling mode, refer to Figure 2 The first multi-way valve 3 and the second multi-way valve 4 (both are two-position nine-way valves) are in mode one. The first water pump 9 and the third water pump 15 are turned on. The refrigerant solution from the condenser 1 in the external circuit first passes through the motor module 5 and enters the seventh port g of the first multi-way valve 3. Then it flows from the eighth port h to the external heat exchanger 6. After being cooled by the external heat exchanger 6, it enters the fifth port e of the first multi-way valve 3. Then it flows from the fourth port d of the first multi-way valve 3 to the second water tank 8 and the second water pump 7, and finally flows back to the condenser 1.

[0063] After being cooled at the evaporator 2, the refrigerant in the battery circuit enters the second port b of the first multi-way valve 3, then flows from the first port a of the first multi-way valve 3 to the proportional three-way valve 14. After being pressurized by the third water tank 16 and the third water pump 15, it enters the battery module 17, cools the battery, flows to the seventh port g of the second multi-way valve 4, and then flows out from the eighth port h of the second multi-way valve 4, finally returning to the evaporator 2 to complete the cycle.

[0064] Its working principle is as follows: In the refrigerant closed loop, the compressor 18 compresses the gaseous refrigerant into a high-temperature and high-pressure state and sends it into the condenser 1; the refrigerant exchanges heat with the coolant in the external circuit in the condenser 1, condenses into a liquid state, and then passes through the electronic expansion valve 19 to reduce the pressure, becoming a low-temperature and low-pressure gas-liquid mixture that enters the evaporator 2; in the plate evaporator 2, the refrigerant exchanges heat with the coolant in the battery circuit, absorbs heat and evaporates into a gaseous state, and then returns to the compressor 18 through the gas-liquid separator 20 to complete the cycle.

[0065] After being cooled at the evaporator 2, the refrigerant in the battery circuit is driven into the battery module 17 by the third water pump 15 to absorb the heat generated by the battery's operation and lower its temperature. The refrigerant, after absorbing heat, flows back to the evaporator 2 for further cooling, forming a continuous cooling cycle. Meanwhile, the refrigerant in the external circuit absorbs the heat released by the refrigerant at the condenser 1 and dissipates the heat to the outside through the external heat exchanger 6, ensuring effective condensation of the refrigerant and providing a low-temperature cold source for subsequent heat exchange with the battery circuit. Through the synergistic effect of the refrigerant and the refrigerant, continuous cooling of the battery is achieved, maintaining it within a suitable operating temperature range.

[0066] 3. When the passenger compartment is in battery-powered hybrid cooling mode, refer to... Figure 3 The first multi-way valve 3 and the second multi-way valve 4 (both are two-position nine-way valves) are in mode one, and the first water pump 9, the second water pump 7 and the third water pump 15 are turned on. The refrigerant solution from the condenser 1 in the external circuit first passes through the motor module 5 and enters the seventh port g of the first multi-way valve 3. Then it flows from the eighth port h to the external heat exchanger 6. After being cooled by the external heat exchanger 6, it enters the fifth port e of the first multi-way valve 3. Then it flows from the fourth port d of the first multi-way valve 3 to the second water tank 8 and the second water pump 7, and finally flows back to the condenser 1.

[0067] The refrigerant from the evaporator 2 is split into two paths through a three-way valve, flowing to the air conditioning circuit and the battery circuit respectively. In the air conditioning cold air circuit, it first flows through the first water tank 10 and the first water pump 9, then enters the vehicle interior cold air core 11 to exchange heat with the vehicle interior air, and then flows to the second port b of the second multi-way valve 4. After flowing out from the first port a, it returns to the evaporator 2 to complete the cycle.

[0068] In the battery circuit, the refrigerant enters the second port b of the first multi-way valve 3, and then flows from the first port a of the first multi-way valve 3 to the proportional three-way valve 14. After being pressurized by the third water tank 16 and the third water pump 15, it enters the battery module 17. After cooling the battery, part of the refrigerant solution returns to the proportional three-way valve 14 to achieve the purpose of regulating the battery coolant temperature, and the other part flows to the seventh port g of the second multi-way valve 4 and then flows out from the eighth port h of the second multi-way valve 4, and finally returns to the evaporator 2 to complete the cycle.

[0069] Its working principle is as follows: In the refrigerant closed loop, the compressor 18 drives the high-temperature and high-pressure gaseous refrigerant into the condenser 1, where it exchanges heat with the refrigerant in the external circuit and condenses into a liquid state; the liquid refrigerant is throttled and depressurized by the electronic expansion valve 19, becoming a low-temperature and low-pressure gas-liquid mixture that enters the evaporator 2, where it exchanges heat with the refrigerant, absorbs heat and evaporates into a gaseous state, and then returns to the compressor 18 through the gas-liquid separator 20, forming a continuous refrigerant cycle.

[0070] In the refrigerant circulation unit, the refrigerant cooled by the evaporator 2 is simultaneously distributed to the air conditioning circuit and the battery circuit: the refrigerant in the air conditioning circuit enters the passenger compartment cooling core 11, exchanges heat with the cabin air to achieve cooling, and then flows back after absorbing heat; the refrigerant in the battery circuit enters the battery module 17, absorbs heat from the battery to cool down, and then also flows back to the evaporator 2 for recooling. The refrigerant in the external circuit absorbs the heat released by the refrigerant at the condenser 1, and dissipates heat to the outside through the external heat exchanger 6, ensuring efficient refrigerant circulation. Through the coordinated operation of the above dual circuits, simultaneous cooling of the passenger compartment and the battery is achieved, meeting the thermal management needs of both.

[0071] 4. When the passenger cabin is in dehumidification mode, refer to... Figure 4 The first multi-way valve 3 is in mode two, the second multi-way valve 4 is in mode one, and the first water pump 9 and the second water pump 7 are turned on. After the refrigerant in the air conditioning cold air circuit is cooled at the evaporator 2, it first flows through the first water tank 10 and the first water pump 9, then enters the vehicle interior cold air core 11 to exchange heat with the vehicle interior air, and then flows to the second port b of the second multi-way valve 4. After flowing out from the first port a, it returns to the evaporator 2 to complete the cycle. In the air conditioning heating air circuit, the refrigerant solution from the condenser 1 first passes through the motor module 5 and enters the seventh port g of the first multi-way valve 3, then flows from the ninth port i to the water heater 12 and then enters the heating air core 13. After heating the vehicle interior air, it flows to the sixth port f of the first multi-way valve 3, then flows from the fourth port d to the second water tank 8 and the second water pump 7, and finally flows back to the plate condenser 1.

[0072] The working principle is as follows: In the refrigerant closed loop, the compressor 18 drives the high-temperature and high-pressure gaseous refrigerant into the condenser 1, where it exchanges heat with the refrigerant in the external circuit and condenses into a liquid state. The liquid refrigerant is throttled and depressurized by the electronic expansion valve 19, becoming a low-temperature and low-pressure gas-liquid mixture that enters the plate evaporator 2. Here, it exchanges heat with the refrigerant in the air conditioning circuit, absorbs heat and evaporates into a gaseous state, and then returns to the compressor 18 through the gas-liquid separator 20 to continuously generate cooling capacity.

[0073] After the refrigerant in the air conditioning circuit is cooled to a low temperature at the evaporator 2, it first flows into the first water tank 10 to stabilize the circuit pressure and replenish the refrigerant. Then, it is driven by the first water pump 9 into the vehicle interior cold air core 11. When the hot and humid air inside the vehicle flows through the low-temperature cold air core 11, the water vapor in the air condenses into liquid upon encountering the condenser and is discharged outside the vehicle through the drainage structure, thus achieving dehumidification of the passenger compartment. The refrigerant after heat exchange flows to the second multi-way valve 4 and flows back to the evaporator 2 for recooling, forming a closed-loop cycle and continuously providing the cooling capacity required for dehumidification.

[0074] The high-temperature refrigerant flowing out of the condenser 1 absorbs heat from the motor module 5, passes through the first multi-way valve 3, and enters the water heater 12. The heated refrigerant enters the heater core 13 and exchanges heat with the cold air dehumidified by the cold air core 11, raising the air temperature to prevent the interior temperature from being too low after dehumidification. The refrigerant that releases heat flows back to the first multi-way valve 3, then enters the second water tank 8, and is then driven by the second water pump 7 to flow back to the condenser 1 to absorb heat again, completing the cycle.

[0075] 5. Passenger cabin heating mode, refer to Figure 5 The first multi-way valve 3 and the second multi-way valve 4 are in mode two. The first water pump 9 and the second water pump 7 are turned on. The refrigerant in the external circuit is cooled at the evaporator 2 and then flows through the first water tank 10 and the first water pump 9. It then flows to the sixth port f of the second multi-way valve 4, and from the fourth port d to the external heat exchanger 6. It absorbs heat from the outside and flows to the third port c of the second multi-way valve 4. It then flows back to the evaporator 2 from the first port a to complete the cycle. In the air conditioning heating circuit, the refrigerant solution from the condenser 1 first passes through the motor module 5 and enters the seventh port g of the first multi-way valve 3. Then it flows from the ninth port i to the water heater 12, and then into the heater core 13. After heating the air inside the vehicle, it flows to the sixth port f of the first multi-way valve 3, and then from the fourth port d to the second water tank 8 and the second water pump 7. Finally, it flows back to the condenser 1.

[0076] The working principle is as follows: In the refrigerant closed loop, the compressor 18 drives the high-temperature and high-pressure gaseous refrigerant into the condenser 1, where it exchanges heat with the refrigerant in the external circuit and condenses into a liquid state. The liquid refrigerant is throttled and depressurized by the electronic expansion valve 19, becoming a low-temperature and low-pressure gas-liquid mixture that enters the plate evaporator 2. Here, it exchanges heat with the refrigerant in the air conditioning circuit, absorbs heat and evaporates into a gaseous state, and then returns to the compressor 18 through the gas-liquid separator 20 to continuously generate cooling capacity.

[0077] In the air conditioning circuit, the refrigerant temperature rises after exchanging heat with the refrigerant in the condenser 1. It first passes through the motor module 5 and then enters the warm air core 13 in the passenger compartment, where it exchanges heat with the cold air inside, raising the cabin temperature. The refrigerant, after releasing heat, flows back to the condenser 1 under the drive of the second water pump 7 to absorb heat again, forming a cycle. The external circuit can participate in heat recovery, absorbing heat from the external environment and transferring it to the refrigerant circuit through the evaporator 2, further improving heating efficiency. Through this process, heat is continuously provided to the passenger compartment, achieving the heating function.

[0078] 6. When using the passenger cabin heating + battery heating mode, refer to... Figure 6 The first multi-way valve 3 and the second multi-way valve 4 are in mode two. The first water pump 9, the second water pump 7, and the third water pump 15 are turned on. The refrigerant in the external circuit is cooled at the evaporator 2 and then flows through the first water tank 10 and the first water pump 9. It then flows to the sixth port f of the second multi-way valve 4, and from the fourth port d flows to the external heat exchanger 6. It absorbs heat from the outside and flows to the third port c of the second multi-way valve 4. It then flows back to the evaporator 2 from the first port a to complete the cycle. The refrigerant solution from the condenser 1 first passes through the motor module 5 and enters the seventh port g of the first multi-way valve 3. Then it flows from the ninth port i to the three-way valve and splits into the air conditioning heating circuit and the battery circuit. The refrigerant solution in the air conditioning heating circuit first enters the water heater 12 and then the heating core 13. After heating the air inside the vehicle, it merges with the return water from the battery circuit and flows to the sixth port f of the first multi-way valve 3. Then it flows from the fourth port d to the second water tank 8 and the second water pump 7, and finally flows back to the condenser 1.

[0079] The refrigerant solution flowing to the battery circuit enters the third port c of the first multi-way valve 3, and then flows from the first port a of the first multi-way valve 3 to the proportional three-way valve 14. After being pressurized by the third water tank 16 and the third water pump 15, it enters the battery module 17 to heat the battery. After heating the battery, part of the refrigerant solution returns to the proportional three-way valve 14 to achieve the purpose of regulating the temperature of the battery heating fluid, and the other part flows to the seventh port g of the second multi-way valve 4 and then flows out from the ninth port i of the second multi-way valve 4. Finally, it returns to the three-way valve and merges with the air conditioning heating circuit to flow to the sixth port f of the first multi-way valve 3. After that, it flows from the fourth port d to the second water tank 8 and the second water pump 7, and finally flows back to the condenser 1.

[0080] The working principle is as follows: In the refrigerant closed loop, compressor 18 drives high-temperature, high-pressure gaseous refrigerant into condenser 1, where it exchanges heat with the secondary refrigerant. After condensing and releasing heat, the refrigerant becomes liquid and enters evaporator 2 through throttling and pressure reduction via electronic expansion valve 19. After absorbing heat from the outside or waste heat, it evaporates into gas and returns to compressor 18 to complete the cycle. The secondary refrigerant heated by condenser 1, driven by second water pump 7, is simultaneously diverted to the air conditioning circuit and battery circuit through the switching of first multi-way valve 3: the secondary refrigerant in the air conditioning circuit enters the passenger compartment heater core 13, releases heat to raise the cabin temperature, and then flows back after releasing heat; the secondary refrigerant in the battery circuit enters the battery module 17 to heat the battery to maintain its suitable operating temperature, and then also flows back to condenser 1 to absorb heat again.

[0081] In this mode, the external circuit can absorb heat from the external environment and transfer it to the refrigerant circuit through the evaporator 2, thereby helping to improve the system's heating efficiency and ensuring a stable heat supply to the passenger compartment and battery.

[0082] This utility model provides an integrated thermal management system that uses an evaporator 2 as the primary-side cold energy release component and introduces an expandable two-position multi-way valve structure. By flexibly switching the heat exchange path, it realizes integrated control of multiple thermal management functions. It can support multiple operating modes such as passenger cabin air conditioning cooling, battery cooling, electric drive system cooling, dehumidification, heating, and battery heating, and realize the switching of cold / hot flow paths under different operating conditions. This reduces the number of traditional multiple independent loops and complex valve groups, improves integration, and reduces manufacturing and maintenance costs.

[0083] Compared with existing technologies, this invention can confine the highly flammable refrigerant working fluid to an external closed loop, preventing it from entering the passenger compartment and battery compartment areas, thus fundamentally eliminating safety hazards and meeting the stringent safety requirements for new energy vehicle applications. Secondly, the proposed expandable two-position multi-way valve can expand its path and dynamically switch control according to changes in the vehicle's thermal load. Compared with traditional valve group control methods, it has higher system integration and scalability, which is conducive to the platform-based design of vehicle thermal management and adaptation to multiple vehicle models.

[0084] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. An integrated thermal management system, characterized in that, include: A refrigerant closed loop, used to provide a closed channel for the circulation of refrigerant, includes: The condenser (1) is used to release heat through the condensation of refrigerant and transfer heat to the outside; Evaporator (2) is used to absorb heat through refrigerant evaporation and transfer cold energy to the outside; A refrigerant circulation loop is provided to provide a channel for the refrigerant to circulate, and the refrigerant can exchange heat with the refrigerant. The refrigerant circulation loop is connected to the condenser (1) and the evaporator (2) to receive and transfer the heat released by the condenser (1) and the cooling capacity provided by the evaporator (2).

2. The integrated thermal management system according to claim 1, characterized in that, The refrigerant circulation loop includes at least an external circuit, an air conditioning circuit, and a battery circuit. The external circuit, the air conditioning circuit, and the battery circuit form a switchable interconnected structure through a flow path switching component. The flow path switching component is used to selectively open or close the flow path of the refrigerant in each circuit.

3. The integrated thermal management system according to claim 2, characterized in that, The flow path switching assembly includes a first multi-way valve (3) and a second multi-way valve (4), both of which include: Multiple valve body units (100) are provided, and the multiple valve body units (100) are connected sequentially along the X direction. Along the Y direction, each valve body unit (100) has a first liquid guiding chamber on one side and a pair of separated second liquid guiding chambers on the other side. A valve core (200) extends through each valve body unit (100) along its axial direction. The axial direction of the valve core (200) is the same as the X direction. The valve core (200) is provided with valve core through holes (201) corresponding to the number of valve body units (100). The valve core (200) can switch between a first state and a second state by moving along the axial direction. In the first state, the first liquid guiding cavity on one side of each valve body unit (100) is connected to a second liquid guiding cavity on the other side through the corresponding valve core through hole (201). In the second state, the first liquid guiding cavity on one side of each valve body unit (100) is connected to another second liquid guiding cavity on the other side through the corresponding valve core through hole (201).

4. The integrated thermal management system according to claim 3, characterized in that, The multiple valve body units (100) are detachably connected along the X direction.

5. The integrated thermal management system according to claim 3, characterized in that, It also includes a motor module (5), the inlet of which is connected to the refrigerant outlet of the condenser (1) via a pipeline.

6. The integrated thermal management system according to claim 5, characterized in that, The external circuit includes: The inlet of the external heat exchanger (6) and the outlet of the motor module (5) are respectively connected to both sides of the same valve body unit (100) of the first multi-way valve (3) through pipelines; or, the inlet of the external heat exchanger (6) and the refrigerant outlet of the evaporator (2) are respectively connected to both sides of the same valve body unit (100) of the second multi-way valve (4) through pipelines. The inlet of the second water pump (7) is connected to the outlet of the external heat exchanger (6) through the first multi-way valve (3), and the inlet of the second water pump (7) and the outlet of the external heat exchanger (6) are respectively connected to the other valve body unit (100) of the first multi-way valve (3) through pipelines; the outlet of the second water pump (7) is connected to the refrigerant inlet of the condenser (1) through pipelines, and a second water tank (8) is connected to the pipeline between the inlet of the second water pump (7) and the first multi-way valve (3).

7. The integrated thermal management system according to claim 6, characterized in that, The air conditioning circuit includes: The inlet of the first water pump (9) is connected to the refrigerant outlet of the evaporator (2) through a pipeline, and a first water tank (10) is connected to the pipeline between the first water pump (9) and the evaporator (2). The cold air core (11) has its inlet connected to the outlet of the first water pump (9) via a pipeline; the outlet of the cold air core (11) is connected to the refrigerant inlet of the evaporator (2) via the second multi-way valve (4), and the outlet of the cold air core (11) and the refrigerant inlet of the evaporator (2) are respectively connected to both sides of the same valve body unit (100) of the second multi-way valve (4) via pipelines.

8. The integrated thermal management system according to claim 7, characterized in that, The air conditioning circuit also includes: Water heater (12), the inlet of which is connected to the first multi-way valve (3) via a pipeline, for connecting to the motor module (5) via the first multi-way valve (3); The inlet of the heating core (13) is connected to the outlet of the water heater (12) through a pipeline, and the outlet of the heating core (13) is connected to the first multi-way valve (3) for connecting to the refrigerant inlet of the condenser (1) through the first multi-way valve (3) and the second water pump (7).

9. The integrated thermal management system according to claim 8, characterized in that, The battery circuit includes: A proportional three-way valve (14) is provided. The inlet of the proportional three-way valve (14) is connected to the first multi-way valve (3) through a pipeline. It is used to connect to the refrigerant outlet of the evaporator (2) through the first multi-way valve (3), or to connect to the motor module (5) through the first multi-way valve (3). The inlet of the third water pump (15) is connected to the first outlet of the proportional three-way valve (14) through a pipeline, and a third water tank (16) is connected to the pipeline connecting the inlet of the third water pump (15) to the first outlet of the proportional three-way valve (14). The battery module (17) has its inlet connected to the outlet of the third water pump (15) via a pipeline. The outlet of the battery module (17) is connected to the refrigerant inlet of the evaporator (2) via the second multi-way valve (4). The outlet of the battery module (17) and the refrigerant inlet of the evaporator (2) are respectively connected to both sides of the same valve body unit (100) of the second multi-way valve (4) via pipelines. Alternatively, the outlet of the battery module (17) is connected in parallel with the pipeline connected to the outlet of the heater core (13) via a pipeline.

10. The integrated thermal management system according to claim 9, characterized in that, The outlet of the battery module (17) is also connected to the second outlet of the proportional three-way valve (14) via a pipeline.

11. The integrated thermal management system according to claim 1, characterized in that, The refrigerant closed loop also includes: The compressor (18) has its outlet connected to the inlet of the condenser (1); An electronic expansion valve (19) is provided, the inlet of which is connected to the outlet of the condenser (1), and the outlet of which is connected to the refrigerant inlet of the evaporator (2). A gas-liquid separator (20) is provided, the inlet of which is connected to the refrigerant outlet of the evaporator (2), and the outlet of which is connected to the inlet of the compressor (18).

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