Vehicle integration module, thermal management system and vehicle

Abstract

An integrated module (5) for a vehicle, as well as a thermal management system (100) and a vehicle (200). The integrated module (5) comprises a first flow path plate (5A) and a control valve group (53), the first flow path plate (5A) being provided with an exhaust interface (51a) and first cold plate interfaces (51d) to fourth cold plate interfaces (51g), a first main path (A), a first branch path (B) and a second branch path (C) arranged within the first flow path plate (5A), the control valve group (53) comprising a first on-off valve (533), a first electronic expansion valve (535) and a second electronic expansion valve (536), the first on-off valve (533) being connected to the first main path (A) and controlling the connection / disconnection of the first main path (A), the first electronic expansion valve (535) being connected to the first branch path (B), and the second electronic expansion valve (536) being connected to the second branch path (C).

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This disclosure claims priority to Chinese Patent Application No. 202211204400.5, filed on September 29, 2022, the entirety of which is incorporated herein by reference.

[0002] The present disclosure relates to the field of vehicle technology, and in particular to vehicle integration modules, thermal management systems, and vehicles. [Background technology]

[0003] Vehicles, such as new energy vehicles, typically have multiple systems installed to ensure proper operation, such as heat pump systems, air conditioning systems, and thermal management systems. However, due to their rich functionality, these systems have numerous components and complex connections. Summary of the Invention

[0004] The present disclosure is intended to solve at least one of the technical problems in the related art to some extent. Accordingly, the present disclosure provides an integrated module for a vehicle. The integrated module facilitates ensuring the cycle life of a battery module. Meanwhile, the integrated module has a certain degree of integration, which is advantageous for simplifying installation.

[0005] The present disclosure further provides a thermal management system equipped with the aforementioned integrated module.

[0006] The present disclosure further provides a vehicle equipped with the aforementioned integrated module.

[0007] According to an example of a vehicle integration module of the first aspect of the present disclosure, the vehicle includes a battery module, a first heat exchange plate, and a second heat exchange plate. The first heat exchange plate and the second heat exchange plate each exchange heat with the battery module. The integration module includes a first flow path plate, which has an exhaust interface and first to fourth cold plate interfaces arranged on the first flow path plate. The exhaust interface is used to connect to an outlet of a compressor located on the outside of the first flow path plate. The first and second cold plate interfaces are used to connect to the first heat exchange plate. The third and fourth cold plate interfaces are used to connect to the second heat exchange plate. A plurality of refrigerant flow paths are arranged inside the first flow path plate, and the refrigerant flow paths include a first main path, a first branch path, and a second branch path. The first main path is connected to the exhaust interface, the first branch path is connected to the first cold plate interface, and the second branch path is connected to the third cold plate interface. The first main path is connected to the first branch path and the second branch path, respectively. The integrated module includes a control valve group, which is arranged on a first flow path plate and includes a first on-off valve, a first electronic expansion valve, and a second electronic expansion valve. The first on-off valve is connected to the first main path to control connection / disconnection of the first main path, the first electronic expansion valve is connected to the first branch path, and the second electronic expansion valve is connected to the second branch path.

[0008] According to an example of an integrated module for a vehicle, by configuring a first main path to a second branch path and a control valve group, when the integrated module is used in a vehicle, the vehicle has a battery heating mode, whereby at least one of the first heat exchange plate and the second heat exchange plate is used to heat the battery module and increase its temperature, thereby ensuring a good cycle life of the battery module. Furthermore, by arranging the control valve group on the first flow path plate, the integrated module can have a certain degree of integration, which facilitates installation of the integrated module in a vehicle, saves layout space within the vehicle, simplifies system piping connections, and facilitates implementation of a platform-based layout.

[0009] In some examples, the first flow path plate further includes an outdoor heat exchanger interface used to connect to an outdoor heat exchanger and a return gas interface connected to an inlet of the compressor, the plurality of refrigerant flow paths further include a second main path, the second main path connected to the return gas interface and the second main path connected to the first branch path and the second branch path, respectively, and the integrated module further includes a throttle valve group. The first flow path plate includes a throttle valve interface connected to the throttle valve group. The throttle valve group is connected to the second cold plate interface and the fourth cold plate interface, respectively. The outdoor heat exchanger interface is connected to the throttle valve group.

[0010] In some examples, the control valve group further includes a second on-off valve disposed on the first flow path plate and connected to the second main path to control connection / disconnection of the second main path.

[0011] In some examples, a first interface of the heat exchanger is disposed on the first flow path plate. The control valve group includes a first check valve and a second check valve. The first check valve is disposed on the first flow path plate and connected to the throttle valve group and the first interface of the heat exchanger, respectively. The first check valve directs the refrigerant in one direction toward the first interface of the heat exchanger. The second check valve is disposed on the first flow path plate and connected to the throttle valve group and the outdoor heat exchanger interface, respectively, and directs the refrigerant in one direction toward the throttle valve group.

[0012] In some examples, the throttle group includes a first throttle element and a second throttle element. The first throttle element is disposed on the first flow path plate and communicates with the second cold plate interface. The second throttle element is disposed on the first flow path plate and communicates with the fourth cold plate interface. The first throttle element and the second throttle element each communicate with the outdoor heat exchanger interface.

[0013] In some examples, a first heat exchanger interface and a second heat exchanger interface are disposed on the first flow path plate. The integrated module further includes a first heat exchanger disposed on the first flow path plate. The first heat exchanger interface and the second heat exchanger interface are connected to a first heat exchanger flow path of the first heat exchanger. The first heat exchanger interface is connected to the throttle valve group. The second heat exchanger interface is connected to the return gas interface via a first internal flow path inside the first flow path plate.

[0014] In some examples, the first flow path plate further includes an on-board condenser outlet interface. The integrated module further includes a third throttling element disposed on the first flow path plate and communicating with the on-board condenser outlet interface and the first interface of the heat exchanger, respectively.

[0015] In some examples, the control valve group includes a third on-off valve disposed on the first flow path plate and connected to the first internal flow path to control connection / disconnection of the first internal flow path.

[0016] In some examples, the first flow path plate further includes an evaporator inlet interface and an evaporator outlet interface. The evaporator inlet interface and the evaporator outlet interface are respectively connected to opposite ends of an on-board evaporator located outside the first flow path plate. An outlet flow path connecting the evaporator outlet interface and a return air interface is located inside the first flow path plate, and an inlet flow path connecting the evaporator inlet interface and an exterior heat exchanger interface is located inside the first flow path plate. The integrated module further includes a fourth throttle element. The fourth throttle element is located on the first flow path plate and connected to the inlet flow path.

[0017] In some examples, the first flow path plate includes a first plate body having a plurality of grooves arranged therein and a second plate body fixed to the first plate body to close the plurality of grooves, the plurality of grooves and the second plate body defining an external refrigerant flow path for circulating a refrigerant, the external refrigerant flow path including a portion of the plurality of refrigerant flow paths.

[0018] In some examples, an internal flow passage is disposed inside the first plate body, the internal flow passage including a portion of the plurality of coolant flow passages.

[0019] In some examples, there are multiple external refrigerant flow paths and at least a portion of the external refrigerant flow paths have a rectangular cross-sectional shape, and / or there are multiple internal flow paths and at least a portion of the internal flow paths have a rectangular cross-sectional shape.

[0020] In some examples, a plurality of valve seats are disposed on a side of the first plate body away from the second plate body, the valve seats protruding away from the second plate body, and each of the valve seats defines a valve cavity, and the plurality of control valves of the control valve group are disposed in one-to-one correspondence within the plurality of valve cavities.

[0021] In some instances, the wall thickness of each valve cavity ranges from 3 mm to 4 mm.

[0022] In some instances, the center-to-center distance between two adjacent valve cavities is L, where L > R1 + R2 + a, where R1 is the inner diameter of one of the valve cavities and R2 is the inner diameter of the other valve cavity, and the value of a ranges from 8 mm to 15 mm.

[0023] In some examples, a mounting location is disposed on an adjacent sidewall of the first plate body, the mounting location being suitable for fastening to a body of a vehicle.

[0024] In some examples, the integrated module further includes a second flow path plate. A first water side interface and a second water side interface are disposed on the second flow path plate. The first water side interface is adapted to connect to a motor electronic control module radiator located outside the second flow path plate, and the second water side interface is adapted to connect to a first radiator located outside the second flow path plate. The integrated module further includes a first switching valve. The first switching valve is disposed on the second flow path plate and communicates with a plurality of internal water channels located inside the second flow path plate. The first switching valve operates to direct coolant discharged from the first switching valve toward the first water side interface and / or the second water side interface.

[0025] In some examples, the second flow path plate further includes a third heat exchanger interface and a fourth heat exchanger interface. The third heat exchanger interface and the fourth heat exchanger interface are respectively connected to a second heat exchange flow path located outside the second flow path plate. The first switching valve is respectively connected to the third heat exchanger interface and the fourth heat exchanger interface. The first switching valve operates to allow coolant flowing toward the first switching valve to flow directly toward the first switching valve and / or through the second heat exchange flow path toward the first switching valve.

[0026] In some examples, a switching valve interface is disposed on the second flow path plate, and the first switching valve is fixed to the second flow path plate and connected to the switching valve interface.

[0027] In some examples, a water tank interface is disposed on the second flow path plate. The integrated module further includes a make-up water tank. The make-up water tank is disposed on the second flow path plate and connected to the water tank interface to supply water to the internal water channels.

[0028] In some examples, a water pump interface is further disposed on the second flow path plate. The integrated module further includes a water pump. The water pump is disposed on the second flow path plate and connected to the water pump interface to drive the liquid in the internal water channel.

[0029] In some examples, the first flow plate and the second flow plate are fixedly connected.

[0030] According to a thermal management system in one example of the second aspect of the present disclosure, the thermal management system includes the integrated module according to the example of the first aspect of the present disclosure described above.

[0031] According to one example of a vehicle of the third aspect of the present disclosure, the vehicle includes a vehicle body and a power supply module including a battery module, a first heat exchange plate, and a second heat exchange plate. The first heat exchange plate and the second heat exchange plate are disposed on the battery module and exchange heat with the battery module. The power supply module is disposed on the vehicle body. The vehicle includes an integration module. The integration module is according to the example of the first aspect of the present disclosure described above. The first flow path plate is fixed to the vehicle body. The first and second cold plate interfaces are used to connect to the first heat exchange plate, and the third and fourth cold plate interfaces are used to connect to the second heat exchange plate.

[0032] According to a vehicle in one example of the present disclosure, the adoption of the above-described integrated module makes it easy to implement a platform-based layout.

[0033] Additional aspects and advantages of the present disclosure will be set forth in part in the description that follows, and in part will be obvious from the description, or may be learned by practice of the present disclosure.

[0034] The foregoing and / or additional aspects and advantages of the present disclosure will become apparent and easier to understand from the following description of examples taken in conjunction with the figures. [Brief explanation of the drawings]

[0035] [Figure 1] 1 is a principle diagram of a thermal management system according to an example of the present disclosure, in which the integrated module includes the components within the dashed box. [Figure 2] 2 is an operational schematic diagram of the thermal management system shown in FIG. 1, depicting the system in battery heating mode. [Figure 3] 2 is an operational schematic diagram of the thermal management system shown in FIG. 1, depicting the system in battery cooling mode. [Figure 4] 2 is an operational schematic diagram of the thermal management system shown in FIG. 1, depicting the system in heating mode. [Figure 5] 2 is an operational schematic diagram of the thermal management system shown in FIG. 1, depicting the system in battery heating+heating mode. [Figure 6] 2 is an operational schematic diagram of the thermal management system shown in FIG. 1, depicting the system in battery cooling+heating mode. [Figure 7] 2 is an operational schematic diagram of the thermal management system shown in FIG. 1, depicting the system in refrigeration mode. [Figure 8] 2 is an operational schematic diagram of the thermal management system shown in FIG. 1, depicting the system in battery heating+cooling mode. [Figure 9] 2 is an operational schematic diagram of the thermal management system shown in FIG. 1, depicting the system in battery cooling + air conditioning mode. [Figure 10] 3 is an operational schematic diagram of the thermal management system shown in FIG. 2, depicting the system in cooling+warming mode. [Figure 11] 3 is an operational schematic diagram of the thermal management system shown in FIG. 2, depicting the system in battery heating+cooling+heating mode. [Figure 12] 3 is an operational schematic diagram of the thermal management system shown in FIG. 2, depicting the system in battery cooling+cooling+heating mode. [Figure 13] FIG. 2 is a schematic diagram of an integrated module according to an example of the present disclosure. [Figure 14] FIG. 14 is another schematic diagram of the integrated module shown in FIG. 13. [Figure 15] FIG. 14 is another schematic diagram of the integrated module shown in FIG. 13. [Figure 16] FIG. 14 is an exploded view of the integrated module shown in FIG. 13. [Figure 17] FIG. 17 is a schematic diagram of the first flow channel plate shown in FIG. 16. [Figure 18-22] FIG. 18 is a schematic view of the first plate body shown in FIG. 17. [Figure 23]FIG. 23 is a cross-sectional view taken along the line AA in FIG. 22. [Figure 24] FIG. 23 is a cross-sectional view taken along the line BB in FIG. 22. [Figure 25] FIG. 23 is a cross-sectional view taken along line CC in FIG. 22. [Figure 26] FIG. 14 is a schematic diagram corresponding to the coolant side of the integrated module shown in FIG. 13. [Figure 27] FIG. 27 is a schematic diagram of the second flow channel plate shown in FIG. 26. [Figure 28] FIG. 28 is another schematic diagram of the second flow plate shown in FIG. 27. [Figure 29-30] FIG. 27 is a schematic view of the third plate body shown in FIG. 26. [Figure 31-32] FIG. 27 is a schematic view of the fourth plate body shown in FIG. 26. [Figure 33] 14 is a schematic diagram of the fastening piece of the integrated module shown in FIG. 13. [Figure 34] FIG. 10 is a schematic diagram of an integrated module according to another example of the present disclosure. [Figure 35-36] FIG. 35 is another schematic diagram of the integrated module shown in FIG. 34. [Figure 37] 1 is a schematic diagram of a vehicle according to an example of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0036] Examples of the present disclosure are described in detail below. Examples of the examples are shown in the accompanying drawings, and the same or similar reference numerals in all of the accompanying drawings indicate the same or similar components, or components having the same or similar functions. The examples described below with reference to the accompanying drawings are illustrative and are intended to explain the present disclosure, and should not be construed as limiting the present disclosure.

[0037] The following disclosure provides many different examples or examples for implementing different structures of the present disclosure. To simplify the disclosure of the present disclosure, specific example components and arrangements are described below. Of course, these are merely examples and are not intended to limit the present disclosure. Furthermore, reference numerals and / or letters may be repeated in different examples of the present disclosure. This repetition is for the purposes of simplicity and clarity and does not in itself indicate a relationship between the various examples and / or configurations described. Furthermore, while the present disclosure provides examples of various specific processes and materials, those skilled in the art may recognize the applicability of other processes and / or the use of other materials.

[0038] An integrated module 5 for a vehicle 200 according to an example of the present disclosure will now be described with reference to the accompanying drawings. The vehicle 200 may be a fuel vehicle, a gas-powered vehicle, a new energy vehicle, or a rail vehicle. The new energy vehicle may be a purely electric vehicle, a hybrid vehicle, a long-distance vehicle, etc. The vehicle 200 further includes a battery module 1021 that can be used to power the vehicle 200. For example, the battery module 1021 can function as an operating power source for the vehicle 200, or the battery module 1021 can function as a traction power source for the vehicle 200 to replace or partially replace fuel or natural gas, etc., and provide traction power to the vehicle 200, or the battery module 1021 can be used to power certain components of the vehicle 200, such as a motor, allowing the battery module 1021 to meet power needs for at least one of starting, navigating, and driving the vehicle 200.

[0039] The vehicle 200 further includes a first heat exchange plate 3 and a second heat exchange plate 4. The first heat exchange plate 3 and the second heat exchange plate 4 respectively exchange heat with the battery module 1021, i.e., the first heat exchange plate 3 exchanges heat with the battery module 1021, and the second heat exchange plate 4 also exchanges heat with the battery module 1021, so that they can jointly regulate the temperature of the battery module 1021 and ensure that the battery module 1021 has an appropriate operating temperature and its stable and reliable operation.

[0040] As shown in FIGS. 1, 16, and 22, the integrated module 5 includes a first flow path plate 5A. The first flow path plate 5A includes an exhaust interface 51a, a first cold plate interface 51d, a second cold plate interface 51e, a third cold plate interface 51f, and a fourth cold plate interface 51g. A plurality of refrigerant flow paths are arranged inside the first flow path plate 5A, including a first main path A, a first branch path B, and a second branch path C. The first main path A is connected to the exhaust interface 51a. The exhaust interface 51a is used to connect to the outlet 1a of the compressor 1 located outside the first flow path plate 5A. Therefore, the first main path A is suitable for communication with the outlet 1a of the compressor 1. Refrigerant discharged by the compressor 1 through the outlet 1a can flow into the first main path A through the exhaust interface 51a. The first branch path B is connected to the first cold plate interface 51d. The first cold plate interface 51d and the second cold plate interface 51e are used to connect to the first heat exchange plate 3, so that the first branch path B is suitable for communication with the flow paths of the first heat exchange plate 3. When the first cold plate interface 51d functions as a flow path inlet, the medium in the first branch path B can flow into the flow paths of the first heat exchange plate 3. When the first cold plate interface 51d functions as a flow path outlet, the medium in the flow paths of the first heat exchange plate 3 can flow into the first branch path B. The second branch path C is connected to the third cold plate interface 51f. The third cold plate interface 51f and the fourth cold plate interface 51g are used to connect to the second heat exchange plate 4, so that the second branch path C is suitable for communicating with the flow path of the second heat exchange plate 4. When the third cold plate interface 51f functions as a flow path inlet, the medium in the second branch path C can flow into the flow path of the second heat exchange plate 4.When the third cold plate interface 51f functions as a flow path outlet, the medium in the flow path of the second heat exchange plate 4 can flow into the second branch path C. The first main path A is connected to the first branch path B and the second branch path C, respectively, so that the medium in the first main path A can be distributed to the first branch path B and the second branch path C.

[0041] As shown in FIGS. 1 and 16 , the integrated module 5 further includes a control valve group 53. The control valve group 53 is disposed on the first flow path plate 5A. The control valve group 53 includes a first on-off valve 533, a first electronic expansion valve 535, and a second electronic expansion valve 536. The first on-off valve 533 is connected to the first main path A to control the connection / disconnection of the first main path A. That is, the first on-off valve 533 can be used to control the connection and disconnection of the first main path A. The first electronic expansion valve 535 is connected to the first branch path B, and the second electronic expansion valve 536 is connected to the second branch path C. Therefore, the first electronic expansion valve 535 can be used to control the flow rate of the first branch path B, and the second electronic expansion valve 536 can be used to control the flow rate of the second branch path C.

[0042] It can be seen that an on-off valve interface 51b and an expansion valve interface 51w are arranged on the first flow path plate 5A. The on-off valve interface 51b is connected to the first on-off valve 533. A plurality of expansion valve interfaces 51w are arranged. A first electronic expansion valve 535 is connected to a corresponding expansion valve interface 51w, and a second electronic expansion valve 536 is connected to a corresponding expansion valve interface 51w.

[0043] Therefore, when the integrated module 5 is used in the vehicle 200, the vehicle 200 can enable a battery heating mode that provides a battery heating function, thereby increasing the temperature of the battery module 1021, enabling the battery module 1021 to maintain an appropriate operating temperature, and ensuring stable and reliable operation of the battery module 1021.

[0044] In the battery heating mode, as shown in FIG. 2, the first on-off valve 533, the first electronic expansion valve 535, and the second electronic expansion valve 536 are all open. The refrigerant flows from the outlet 1a of the compressor 1 to the first main path A and is distributed to the first branch path B and the second branch path C. The refrigerant in the first branch path B flows to the first heat exchange plate 3 to heat the battery module 1021, and the refrigerant in the second branch path C flows to the second heat exchange plate 4 to heat the battery module 1021. Finally, the refrigerant flows back to the compressor 1 to achieve circulation. At this time, it can be seen that both the first heat exchange plate 3 and the second heat exchange plate 4 are used to heat the battery module 1021.

[0045] Naturally, in the battery heating mode, one of the first electronic expansion valve 535 and the second electronic expansion valve 536 is opened, and at this time, one of the first heat exchange plate 3 and the second heat exchange plate 4 is used to heat the battery module 1021.

[0046] It can be understood that in the battery heating mode, the first electronic expansion valve 535 and the second electronic expansion valve 536 are used to open the corresponding flow paths. Of course, the first electronic expansion valve 535 and the second electronic expansion valve 536 can further have a flow rate adjustment function.

[0047] 1 and 2, the integrated module 5 further includes a first heat exchanger 6. The first heat exchanger 6 is disposed on the first flow path plate 5A and is connected between the throttle valve group 52 and the inlet 1b. As a result, the refrigerant flowing from the throttle valve group 52 to the inlet 1b can flow through the first heat exchanger 6 for heat exchange. Therefore, in the battery heating mode, the refrigerant flowing out of at least one of the first heat exchanger plate 3 and the second heat exchanger plate 4 can flow to the throttle valve group 52 for throttling and pressure reduction. The throttled refrigerant can flow through the first heat exchanger 6 for heat exchange and then return to the compressor 1. At this time, the compressor 1, the first heat exchanger plate 3, the second heat exchanger plate 4, the throttle valve group 52, and the first heat exchanger 6 form a refrigerant circulation path, and the first heat exchanger 6 is used as an evaporator.

[0048] Of course, the first heat exchanger 6 can also be disposed outside the first flow path plate 5A, rather than on the first flow path plate 5A. Furthermore, in the battery heating mode, the heat exchange components forming the refrigerant circulation path together with the compressor 1, the first heat exchange plate 3, the second heat exchange plate 4, and the throttle valve group 52 are not limited to the first heat exchanger 6 and can be other heat exchange components, as long as it is ensured that the other heat exchange components are used as an evaporator.

[0049] It should be noted that in the description of the present disclosure, the terms "first heat exchange plate 3" and "second heat exchange plate 4" should be understood broadly and can be understood to include the following situations: 1. The first heat exchange plate 3 can be used to heat the battery module 1021, and the first heat exchange plate 3 can also be used to cool the battery module 1021. Similarly, the second heat exchange plate 4 can be used to heat the battery module 1021, and the second heat exchange plate 4 can also be used to cool the battery module 1021. 2. The first heat exchange plate 3 is only used to heat the battery module 1021, and the second heat exchange plate 4 is only used to heat the battery module 1021.

[0050] According to an example of the present disclosure, the integrated module 5 for a vehicle 200 includes a first main path A, a second branch path C, and a control valve group 53. When the integrated module 5 is used in the vehicle 200 (e.g., the thermal management system 100 of the vehicle 200), the vehicle 200 operates in a battery heating mode, whereby at least one of the first heat exchange plate 3 and the second heat exchange plate 4 is used to heat the battery module 1021 and increase its temperature. This ensures that the battery module 1021 is at an appropriate operating temperature, ensures reliable use of the battery module 1021, and has a good cycle life, further improving the driving efficiency and convenience of the vehicle 200. Furthermore, by arranging the control valve group 53 on the first flow path plate 5A, the integrated module 5 can have a certain degree of integration, which facilitates installation of the integrated module 5 in the vehicle 200, simplifies the assembly of various systems within the vehicle 200, saves layout space within the vehicle, simplifies system piping connections, and facilitates the implementation of a platform-based layout.

[0051] It should be noted that in FIGS. 2 to 12 of the present disclosure, the flow paths configured with thick lines are the refrigerant circulation flow paths in the corresponding modes.

[0052] In some examples, as shown in Figure 1, a first flow path is defined inside the first heat exchange plate 3, and a filter element 15 is disposed at each end of the length of the first flow path. To ensure smooth flow in the first and second flow paths, a second flow path is defined inside the second heat exchange plate 4, and a filter element 15 is disposed at each end of the length of the second flow path.

[0053] In some examples, the control valve group 53 is installed on the first flow path plate 5A in a direction perpendicular to the first flow path plate 5A, which is advantageous for facilitating quick installation of the control valves of the control valve group 53, ensuring accurate setting of the portions of the connecting lines 50 of the integrated module 5 connected to the control valve group 53, avoiding incorrect connections, and simultaneously saving the overall occupied space of the integrated module 5. For example, the control valve group 53 can be installed on the same side of the first flow path plate 5A, which further improves the installation convenience and installation efficiency of the control valve group 53 and facilitates simplified processing of the first flow path plate 5A.

[0054] In some examples, as shown in FIG. 1 , the throttle valve group 52 includes a first throttle valve, and there are two first throttle valves (e.g., corresponding to the first throttle element 521 and the second throttle element 522, respectively, described below). One of the first throttle valves corresponds to the first heat exchange plate 3 and is connected in series with the first heat exchange plate 3. The other first throttle valve corresponds to the second heat exchange plate 4 and is connected in series with the second heat exchange plate 4. Thus, in the battery heating mode, when the first heat exchange plate 3 is used to heat the battery module 1021, the refrigerant in the first heat exchange plate 3 flows to one of the first throttle valves for throttling and pressure reduction. When the second heat exchange plate 4 is used to heat the battery module 1021, the refrigerant in the second heat exchange plate 4 flows to the other first throttle valve for throttling and pressure reduction.

[0055] Of course, in other examples of the present disclosure, there may also be only one first throttle valve, and in the battery heating mode, the first heat exchange plate 3 and the second heat exchange plate 4 share one first throttle valve.

[0056] In some examples of the present disclosure, as shown in FIGS. 1, 16, and 19, the first flow path plate 5A further includes an outdoor heat exchanger interface 51v connected to the outdoor heat exchanger 2 and a return air interface 51c connected to the inlet 1b of the compressor 1. The outdoor heat exchanger interface 51v is connected to a throttle valve group 52. The multiple refrigerant flow paths further include a second main path D. The second main path D is connected to the return air interface 51c, and thus the second main path D is suitable for connection to the inlet 1b of the compressor 1. The refrigerant in the second main path D can flow to the compressor 1 via the return air interface 51c. Furthermore, the second main path D is connected to the first branch path B and the second branch path C, respectively. Thus, the refrigerants in the first branch path B and the second branch path C can merge into the second main path D.

[0057] 1, 16, and 19, the integrated module 5 further includes a throttle valve group 52. A throttle valve interface 51u connected to the throttle valve group 52 is disposed on the first flow path plate 5A. The throttle valve group 52 is connected to the second cold plate interface 51e and the fourth cold plate interface 51g, respectively, and the throttle valve group 52 can throttle and reduce the pressure of the refrigerant flowing through the throttle valve group 52.

[0058] Therefore, in the battery heating mode, the refrigerant flowing out of at least one of the first heat exchanger plate 3 and the second heat exchanger plate 4 flows through the throttle valve group 52 for throttling and pressure reduction to achieve overall refrigerant circulation. Meanwhile, when the integrated module 5 is used in the vehicle 200, the vehicle 200 also has a battery cooling mode. In the battery cooling mode, as shown in FIG. 2 , the high-temperature, high-pressure gas refrigerant completed in the compressor 1 flows to the exterior heat exchanger 2 through the outlet 1a and exchanges heat with the outdoor environment. After the heat exchange, the temperature of the refrigerant decreases, and the refrigerant is liquefied into a medium-temperature, high-pressure liquid. The refrigerant then flows into the integrated module 5 through the exterior heat exchanger interface 51v. The refrigerant flows through the throttle valve group 52 in the integrated module 5 for throttling and pressure reduction, further reducing the temperature of the refrigerant and forming a low-temperature, low-pressure gas-liquid mixture. The refrigerant, after being throttled and reduced in pressure, flows out of the integrated module 5 and flows through at least one of the first heat exchange plate 3 and the second heat exchange plate 4 to cool the battery module 1021. As a result, the refrigerant absorbs heat from the battery module 1021 and evaporates, lowering the temperature of the battery module 1021. After exchanging heat with the battery module 1021, the refrigerant then flows back into the integrated module 5, passes through the second main path D to the return air interface 51c, and then returns to the compressor 1 to enter the next cycle. At this time, the compressor 1, the outdoor heat exchanger 2, the throttle valve group 52, the first heat exchange plate 3, and the second heat exchange plate 4 form a refrigerant circulation path.

[0059] It can be seen that when the first heat exchange plate 3 and the second heat exchange plate 4 are used together to cool the battery module 1021 in the battery cooling mode, the cooling rate of the temperature of the battery module 1021 is accelerated, and heat can be dissipated in time during high-power charging.

[0060] In one example, to facilitate improved integration of the integrated module 5, the throttle valve group 52 is disposed on the first flow path plate 5A.

[0061] 1 , the thermal management system 100 of the vehicle 200 further includes a liquid storage tank 14. To facilitate the thermal management system 100 to adaptively adjust to different refrigerant circulation amounts required in different modes (such as a battery cooling mode and a battery heating mode) and to ensure the performance of the thermal management system 100, the liquid storage tank 14 is connected between the exterior heat exchanger 2 and the exterior heat exchanger interface 51v.

[0062] In some examples, as shown in FIG. 1 , a separator interface is disposed on the first flow path plate 5A. The integrated module 5 further includes a gas-liquid separator 16. The gas-liquid separator 16 has a refrigerant inlet 16a and a refrigerant outlet 16b. The gas-liquid separator 16 is fixed to the first flow path plate 5A (e.g., the gas-liquid separator 16 is fixed to the first flow path plate 5A with screws 162), with the refrigerant inlet 16a connected to the separator interface and the refrigerant outlet 16b connected to the inlet 1b of the compressor 1. This simplifies the layout of the gas-liquid separator 16, realizes communication between the gas-liquid separator 16 and the flow paths in the first flow path plate 5A, and simultaneously improves the integration degree of the integrated module 5, which contributes to saving layout space within the vehicle.

[0063] In one example, to ensure good gas-liquid separation capability of the gas-liquid separator and to ensure that the refrigerant entering the compressor 1 is gaseous, the gas-liquid separator 16 is vertically disposed, with the refrigerant outlet of the gas-liquid separator 16 located at the top of the gas-liquid separator 16. The gas-liquid separator 16 has a separator connector 161. The separator connector 161 is disposed at the refrigerant inlet 16a and communicates with the refrigerant inlet 16a. The refrigerant inlet 16a is assembled to the separator interface via the separator connector 161 in a direction perpendicular to the first flow path plate 5A. The separator connector 161 can be fixed (e.g., welded) to the first flow path plate 5A.

[0064] It can be understood that the diameter and axial length of the gas-liquid separator 16 can be set according to actual needs to ensure that the volume of the gas-liquid separator 16 meets the usage requirements. For example, if the axial length of the gas-liquid separator 16 is small, the inner diameter of the gas-liquid separator 16 can be appropriately increased.

[0065] 16 and 17 , the throttle valve group 52 is installed on the first flow path plate 5A in a direction perpendicular to the first flow path plate 5A, which is advantageous for facilitating quick installation of the control valves of the throttle valve group 52, ensuring accurate setting of the portions of the connecting lines 50 of the integrated module 5 connected to the throttle valve group 52, avoiding incorrect connections, and simultaneously saving the overall occupied space of the integrated module 5. For example, the throttle valve groups 52 can be installed on the same side of the first flow path plate 5A, further improving the installation convenience and installation efficiency of the throttle valve group 52.

[0066] Furthermore, the throttle valve group 52 and the control valve group 53 are installed on the same side in the thickness direction of the first flow path plate 5A, which further improves the assembly efficiency of the integrated module 5.

[0067] 1 , the control valve group 53 further includes a second on-off valve 534. The second on-off valve 534 is disposed on the first flow path plate 5A, and the second on-off valve 534 is connected to the second main path D to control the connection / disconnection of the second main path D, that is, the second on-off valve 534 can be used to control the connection and disconnection of the second main path D.

[0068] Therefore, in the battery heating mode, the first main path A is connected and the second main path D is disconnected. As a result, the refrigerant discharged from the outlet 1a flows via the first main path A to at least one of the first branch path B and the second branch path C to heat the battery module 1021. In the above process, it can be seen that the refrigerant throttled by the throttle valve group 52 and heat-exchanged through other components (such as the first heat exchanger 6) can have two flow branches. One branch path is connected to the return air interface 51c, and the other branch path is connected to the return air interface 51c via the second main path D. Because the second main path D is disconnected, all of the above refrigerant flows to the compressor 1 via the return air interface 51c.

[0069] In the battery cooling mode, the first main path A is disconnected and the second main path D is connected, so that the refrigerant discharged from the outlet 1a flows sequentially through the outdoor heat exchanger 2 and the throttle valve group 52. After being throttled and reduced in pressure, the refrigerant flows out of the integrated module 5 and flows through at least one of the first heat exchange plate 3 and the second heat exchange plate 4 to cool the battery module 1021. After exchanging heat with the battery module 1021, the refrigerant then flows through the second main path D and returns to the compressor 1 via the return air interface 51c.

[0070] Obviously, the first on-off valve 533 and the second on-off valve 534 can be used to control the connection / disconnection of the first main path A and the second main path D, which is convenient for realizing switching of the vehicle 200 to a battery cooling mode or a battery heating mode, and facilitates the control of the vehicle 200.

[0071] To facilitate more flexible adjustment of the temperature of the battery module 1021, whether in the battery heating mode or the battery cooling mode, the amount of refrigerant flowing through the first heat exchange plate 3 and the second heat exchange plate 4 is rationally distributed through the first electronic expansion valve 535 and the second electronic expansion valve 536. For example, when the temperature of the battery module 1021 corresponding to the position of the first heat exchange plate 3 is different from the temperature of the battery module 1021 corresponding to the position of the second heat exchange plate 4, rationally distributing the amount of refrigerant to the first heat exchange plate 3 and the second heat exchange plate 4 is convenient for effectively controlling the temperatures of the corresponding positions of the battery module 1021, thereby improving the flexibility of temperature control of the battery module 1021.

[0072] It can be understood that if the first electronic expansion valve 535 and the second electronic expansion valve 536 can be used to adjust the flow rate but cannot realize the connection / disconnection of the corresponding flow paths, both the first branch path B and the second branch path C remain connected. In that case, both the first heat exchange plate 3 and the second heat exchange plate 4 are used to adjust the temperature of the battery module 1021, regardless of whether it is in the battery cooling mode or the battery heating mode.

[0073] Of course, the first electronic expansion valve 535 can further have an on-off function for controlling the connection / disconnection of the first branch path B, and the second electronic expansion valve 536 can further have an on-off function for controlling the connection / disconnection of the second branch path C. In this case, when the first on-off valve 533 and the second on-off valve 534 cannot be closed normally (or the second on-off valve 534 is not set), the first electronic expansion valve 535 and the second electronic expansion valve 536 can be used in conjunction to ensure normal use of the system flow paths, which contributes to improving the reliability of the control valve group 53 and further provides a certain amount of emergency processing time for subsequent maintenance. Furthermore, the first electronic expansion valve 535 and the second electronic expansion valve 536 can be used to further adjust which of the first heat exchange plate 3 and the second heat exchange plate 4 is used to adjust the temperature of the battery module 1021. For example, in the battery cooling mode, when the first branch path B is connected and the second branch path C is disconnected, the first heat exchange plate 3 is used to cool the battery module 1021, and the second heat exchange plate 4 cannot cool the battery module 1021. Alternatively, when the first branch path B is disconnected and the second branch path C is connected, the second heat exchange plate 4 is used to cool the battery module 1021, and the first heat exchange plate 3 cannot cool the battery module 1021. Alternatively, when both the first branch path B and the second branch path C are connected, both the first heat exchange plate 3 and the second heat exchange plate 4 are used to cool the battery module 1021.

[0074] In some examples of the present disclosure, as shown in FIG. 1 , a heat exchanger first interface 51o is disposed on the first flow path plate 5A. The heat exchanger first interface 51o is connected to a heat exchange component, such as a first heat exchanger 6. The heat exchange component can be installed on the heat exchanger first interface 51o in a direction perpendicular to the first flow path plate 5A. The control valve group 53 includes a first check valve 54 and a second check valve 55. The first check valve 54 is disposed on the first flow path plate 5A and is connected to the throttle valve group 52 and the heat exchanger first interface 51o, respectively. The first check valve 54 guides the refrigerant to the heat exchanger first interface 51o in one direction, i.e., the first check valve 54 allows the refrigerant to flow in one direction to the first heat exchanger 6. In this case, the refrigerant in the throttle valve group 52 can flow to the first heat exchanger interface 51o through the first check valve 54, but the refrigerant in the first heat exchanger interface 51o cannot flow to the throttle valve group 52 through the first check valve 54. The control valve group 53 further includes a second check valve 55. The second check valve 55 is disposed on the first flow path plate 5A and is connected to the throttle valve group 52 and the outdoor heat exchanger interface 51v, respectively, to guide the refrigerant in one direction to the throttle valve group 52. In this case, the refrigerant at the outdoor heat exchanger interface 51v can flow to the throttle valve group 52 through the second check valve 55, but the refrigerant in the throttle valve group 52 cannot flow to the outdoor heat exchanger interface 51v through the second check valve 55. This allows the control valve group 53 to further control the flow path of the refrigerant within the integrated module 5, further improving the integration of the integrated module 5.

[0075] It can be seen that a first check valve interface 51h and a second check valve interface 51i are disposed on the first flow path plate 5A. The first check valve 54 is connected to the first check valve interface 51h, and the second check valve 55 is connected to the second check valve interface 51i, realizing corresponding communication between the flow paths of the first flow path plate 5A and the first check valve 54 and the second check valve 55.

[0076] It can be seen that in the battery heating mode, the refrigerant in at least one of the first heat exchange plate 3 and the second heat exchange plate 4 flows through the throttle valve group 52, then through the first check valve 54 to the first interface 51o of the heat exchanger to exchange heat in the heat exchange components, and then flows back to the compressor 1. In the battery cooling mode, the refrigerant flowing out of the outdoor heat exchanger 2 flows through the second check valve 55 to the throttle valve group 52, so that the refrigerant flows to at least one of the first heat exchange plate 3 and the second heat exchange plate 4 after being throttled and reduced in pressure. Therefore, in order to ensure the temperature control effect on the battery module 1021, by setting the first check valve 54 and the second check valve 55, the refrigerant in the integrated module 5 has a correct flow path in the battery cooling mode and the battery heating mode.

[0077] 1, the throttle valve group 52 includes two first throttle valves. One of the first throttle valves corresponds to the first heat exchange plate 3, and the other first throttle valve corresponds to the second heat exchange plate 4. In this case, in the battery cooling mode, the first heat exchange plate 3 and the second heat exchange plate 4 use different throttle valves. Of course, in other examples of the present disclosure, in the battery cooling mode, the first heat exchange plate 3 and the second heat exchange plate 4 can also share one first throttle valve.

[0078] 1, the throttle valve group 52 includes a first throttle element 521 and a second throttle element 522. The first throttle element 521 is disposed on the first flow path plate 5A, and the first throttle element 521 communicates with the second cold plate interface 51e. The second throttle element 522 is disposed on the first flow path plate 5A, and the second throttle element 522 communicates with the fourth cold plate interface 51g. The first throttle element 521 and the second throttle element 522 each communicate with the outdoor heat exchanger interface 51v. In this case, in the battery cooling mode, the refrigerant in the first heat exchanger plate 3 can flow to the outdoor heat exchanger interface 51v through the first throttling element 521, and / or the refrigerant in the second heat exchanger plate 4 can flow to the outdoor heat exchanger interface 51v through the second throttling element 522, i.e., the first heat exchanger plate 3 and the second heat exchanger plate 4 do not share the same throttling element, which ensures the temperature control effect on the battery module 1021 when the first heat exchanger plate 3 and / or the second heat exchanger plate 4 are used to adjust the temperature of the battery module 1021, and at the same time, can further improve the integration degree of the integrated module 5, which contributes to the design of the vehicle platform.

[0079] In some examples of the present disclosure, as shown in FIG. 1 , a heat exchanger first interface 51o and a heat exchanger second interface 51p are arranged on the first flow path plate 5A. The integrated module 5 further includes a first heat exchanger 6 arranged on the first flow path plate 5A. The heat exchanger first interface 51o and the heat exchanger second interface 51p are connected to a first heat exchange flow path of the first heat exchanger 6. The heat exchanger first interface 51o is connected to the throttle valve group 52, and the heat exchanger second interface 51p is connected to the return air interface 51c through a first internal flow path G inside the first flow path plate 5A. In this case, the refrigerant flowing out of the first heat exchanger 6 flows back to the compressor 1 through the heat exchanger second interface 51p, the first internal flow path G, and the return air interface 51c, thereby further improving the integration of the integrated module 5, which contributes to the design of the vehicle platform.

[0080] In one example, the first heat exchange flow paths can be installed in a direction perpendicular to the first flow path plate 5A, corresponding to the first interface 51o of the heat exchanger and the second interface 51p of the heat exchanger, respectively.

[0081] In the battery heating mode, it can be seen that the refrigerant in at least one of the first heat exchanger plate 3 and the second heat exchanger plate 4 flows through the throttle valve group 52 and then flows to the first heat exchanger 6 via the heat exchanger first interface 51o for heat exchange. After heat exchange, the refrigerant flows back to the first flow path plate 5A via the heat exchanger second interface 51p, and then flows to the return air interface 51c via the first internal flow path G and back to the compressor 1. Furthermore, when the integrated module 5 is used in the vehicle 200, the vehicle 200 can have a heating mode. In the heating mode, as shown in FIG. 4, the refrigerant discharged by the compressor 1 releases heat through the on-board condenser 8, raising the temperature of the vehicle interior environment and providing a comfortable environment for passengers and the driver. After releasing the heat, the refrigerant flows to the integrated module 5 via the on-board condenser 8, is throttled and reduced in pressure by the throttle valve group 52, then flows to the first interface 51o of the heat exchanger, absorbs heat through the first heat exchanger 6, and then flows back to the compressor 1 via the second interface 51p of the heat exchanger and the first internal flow path G.

[0082] The first interface 51o of the heat exchanger corresponds to the inlet of the first heat exchange flow path, and the second interface 51p of the heat exchanger corresponds to the outlet of the first heat exchange flow path. The first interface 51o of the heat exchanger is located higher than the second interface 51p of the heat exchanger, i.e., the refrigerant enters from the bottom and exits from the top, ensuring that the heat exchange efficiency of the first heat exchanger 6 reaches its maximum. The heat exchange efficiency of the present disclosure is increased by approximately 30% to 40% compared to the top-entering and bottom-exiting mode, which matches the heat exchange efficiency of the motor electronic control module's heat dissipation in the coolant circuit 9 and ensures the motor electronic control efficiency.

[0083] 1 , an on-board condenser outlet interface 51z is further disposed on the first flow path plate 5A. The on-board condenser 8 of the vehicle 200 is then connected between the outlet 1a of the compressor 1 and the on-board condenser outlet interface 51z, so that the refrigerant at the outlet 1a flows through the on-board condenser 8 to the on-board condenser outlet interface 51z. The integrated module 5 further includes a third throttling element 523. The third throttling element 523 is disposed on the first flow path plate 5A, and the third throttling element 523 is in communication with the on-board condenser outlet interface 51z and the first interface 51o of the heat exchanger, respectively.

[0084] Therefore, in the heating mode, the refrigerant discharged by the compressor 1 releases heat through the on-board condenser 8. After releasing the heat, the refrigerant flows through the on-board condenser 8 to the integrated module 5, is throttled and reduced in pressure by the third throttle element 523, flows to the first interface 51o of the heat exchanger, absorbs heat through the first heat exchanger 6, and then flows back to the compressor 1 through the second interface 51p of the heat exchanger and the first internal flow path G.

[0085] 1, the throttle valve group 52 includes a first throttle element 521, a second throttle element 522, and a third throttle element 523. The first throttle element 521 is set corresponding to the first heat exchange plate 3, the second throttle element 522 is set corresponding to the second heat exchange plate 4, and the third throttle element 523 is set corresponding to the on-board condenser 8. Of course, in other examples of the present disclosure, at least two of the first heat exchange plate 3, the second heat exchange plate 4, and the on-board condenser 8 can further share the same throttle element.

[0086] When the integrated module 5 is used in the vehicle 200, it can be understood that the vehicle 200 can be constructed as follows: the vehicle 200 has a battery heating mode and a heating mode, and the battery heating mode and the heating mode cannot be performed simultaneously; or the vehicle 200 has a battery heating mode, a heating mode, and a battery heating+heating mode. In the battery heating+heating mode (shown in FIG. 5 ), a portion of the refrigerant discharged from the compressor 1 flows through the first main path A to at least one of the first heat exchanger plate 3 and the second heat exchanger plate 4 and then to the throttle valve group 52, while another portion of the refrigerant discharged from the compressor 1 flows through the on-board condenser 8 and then to the third throttling element 523. The refrigerant flowing through the throttle valve group 52 and the third throttling element 523 merges at the first heat exchanger interface 51o, flows through the first heat exchanger 6, then flows back to the integrated module 5, and is discharged to the compressor 1 through the first internal flow path G.

[0087] Of course, when the integrated module 5 is used in the vehicle 200, the vehicle 200 can be configured as follows: the vehicle 200 has a battery cooling mode and a heating mode, and the battery cooling mode and the heating mode cannot be executed simultaneously, or the vehicle 200 has a battery cooling mode, a heating mode, and a battery cooling+heating mode. In the battery cooling+heating mode (shown in FIG. 6 ), a portion of the refrigerant discharged from the compressor 1 flows to the integrated module 5 via the exterior heat exchanger 2, is throttled and decompressed by the throttle valve group 52, and then flows to at least one of the first heat exchange plate 3 and the second heat exchange plate 4, and then flows back to the integrated module 5 again and is discharged to the compressor 1 through the second main path D. Another portion of the refrigerant discharged by the compressor 1 passes through the on-board condenser 8, flows through the third throttling element 523 for throttling and pressure reduction, then flows to at least one of the first heat exchange plate 3 and the second heat exchange plate 4, and then flows back to the integrated module 5 again and is discharged to the compressor 1 through the second main path D.

[0088] 1 , the control valve group 53 further includes a third on-off valve 537. In order to facilitate switching between multiple modes of the vehicle 200 (e.g., between the battery cooling+heating mode and the battery cooling mode, between the battery heating+heating mode and the battery heating mode) and at the same time further improve the degree of integration of the integrated module 5, the third on-off valve 537 is disposed on the first flow path plate 5A, and the third on-off valve 537 is connected to the first internal flow path G to control the connection / disconnection of the first internal flow path G.

[0089] In some examples of the present disclosure, as shown in FIG. 1 , an evaporator inlet interface 51x and an evaporator outlet interface 51y are further arranged on the first flow path plate 5A. The evaporator inlet interface 51x and the evaporator outlet interface 51y are respectively connected to opposite ends of the on-board evaporator 7 located outside the first flow path plate 5A. An outlet flow path E connecting the evaporator outlet interface 51y and the return air interface 51c is arranged inside the first flow path plate 5A, and an inlet flow path F connecting the evaporator inlet interface 51x and the exterior heat exchanger interface 51v is arranged inside the first flow path plate 5A. The integrated module 5 further includes a fourth throttling element 524. The fourth throttling element 524 is arranged on the first flow path plate 5A and is connected to the inlet flow path F. The fourth throttling element 524 can be used to throttle the refrigerant flowing through the fourth throttling element 524 on the inlet flow path F to reduce the pressure of the refrigerant.

[0090] Therefore, when the integrated module 5 is used in the vehicle 200, the vehicle 200 can have a cooling mode. In the cooling mode, as shown in FIG. 7 , the refrigerant discharged from the compressor 1 flows through the exterior heat exchanger 2, then flows through the exterior heat exchanger interface 51v to the integrated module 5, and then flows through the inlet flow path F. To lower the temperature inside the vehicle and provide a comfortable environment for passengers and the driver, the refrigerant is throttled and decompressed by the fourth throttle element 524, then flows through the evaporator inlet interface 51x to the on-board evaporator 7 to absorb the internal heat of the vehicle 200. After absorbing the heat, the refrigerant flows back to the integrated module 5 through the evaporator outlet interface 51y, then flows through the outlet flow path E to the return air interface 51c, and is discharged to the compressor 1.

[0091] When the integrated module 5 is used in the vehicle 200, it can be understood that the vehicle 200 can be constructed as follows: the vehicle 200 has a battery heating mode and a cooling mode, and the battery heating mode and the cooling mode cannot be performed simultaneously; or the vehicle 200 has a battery heating mode, a cooling mode, and a battery heating and cooling mode. In the battery heating and cooling mode (shown in FIG. 8 ), a portion of the refrigerant discharged from the compressor 1 flows to the integrated module 5, flows through the first main path A to at least one of the first heat exchanger plate 3 and the second heat exchanger plate 4, then flows to the throttle valve group 52 and the first heat exchanger 6, flows back to the integrated module 5, and can then be discharged to the inlet 1b (e.g., through which the refrigerant flowing out of the first heat exchanger 6 passes). Another portion of the refrigerant discharged from the compressor 1 flows through the exterior heat exchanger 2, flows through the fourth throttle element 524 to the on-board evaporator 7, and then flows back to the integrated module 5 and is discharged to the inlet.

[0092] Also, when the integrated module 5 is used in the vehicle 200, the vehicle 200 can be configured as follows: the vehicle 200 has a battery cooling mode and an air conditioning mode, but the battery cooling mode and the air conditioning mode cannot be performed simultaneously; or the thermal management system 100 has a battery cooling mode, an air conditioning mode, and a battery cooling and air conditioning mode. In the battery cooling and air conditioning mode (shown in FIG. 9 ), the refrigerant discharged from the compressor 1 flows through the exterior heat exchanger 2 to the integrated module 5 and is split into two paths. One path flows through the throttle valve group 52 in the integrated module 5 to be throttled and reduced in pressure, then flows to at least one of the first heat exchange plate 3 and the second heat exchange plate 4, and then is discharged through the second main path D to the inlet 1b. The other path flows through the inlet path F to the on-board evaporator 7 to absorb heat, then flows back to the integrated module 5 and is discharged through the outlet path E to the inlet 1b.

[0093] 16 to 21, the first flow path plate 5A includes a first plate body 511 and a second plate body 512. The first plate body 511 has a plurality of grooves 511a arranged therein. The grooves 511a are open on the side facing the second plate body 512. The second plate body 512 is fixed to the first plate body 511 so as to close the plurality of grooves 511a. The plurality of grooves 511a and the second plate body 512 define an external refrigerant flow path for circulating the refrigerant; that is, the first plate body 511 and the second plate body 512 jointly define the external refrigerant flow path. The external refrigerant flow path includes a portion of the plurality of refrigerant flow paths; that is, a portion of the plurality of refrigerant flow paths can be jointly defined by the first plate body 511 and the second plate body 512. Therefore, the external refrigerant flow path is easy to process, and by arranging the relative positions of the grooves 511a, it is easy to realize a rational layout of the external refrigerant flow paths. For example, it is easy to arrange the external refrigerant flow paths in multiple temperature zones according to the refrigerant temperatures in the external refrigerant flow paths. Corresponding portions of the external refrigerant flow paths are located in the corresponding temperature zones, thereby reducing heat transfer from the high-temperature zone to the low-temperature zone.

[0094] It can be understood that when the first main path A, the first branch path B, and a portion of the second branch path C are external refrigerant flow paths, the positions of the above-mentioned portions of the first main path A, the first branch path B, and the second branch path C in the corresponding secondary flow paths can be specifically set according to actual needs.

[0095] In one example, the first plate body 511 and the second plate body 512 are welded together to ensure that the first flow path plate 5A has good airtightness and burst resistance.

[0096] 23 and 24, an internal flow channel 511c is disposed inside the first plate body 511. The internal flow channel 511c may be defined only by the first plate body 511. To facilitate efficient use of the first plate body 511, the internal flow channel 511c includes portions of multiple refrigerant flow channels. That is, portions of the first main channel A, the first branch channel B, and the second branch channel C are jointly defined by the first plate body 511 and the second plate body 512, and other portions of the first main channel A, the first branch channel B, and the second branch channel C are defined only by the first plate body 511. Meanwhile, portions of the internal flow channel 511c and portions of the external refrigerant flow channels may be stacked in the thickness direction of the first plate body, which contributes to reducing the overall area of ​​the first flow channel plate 5A and thereby realizing a compact layout of the integrated module. On the other hand, when two components integrated on the first flow path plate 5A are close to each other, they can be directly connected via the internal flow path 511c. In this case, the internal flow path 511c can be a simple straight flow path with low flow resistance, and the cross-sectional area of ​​the internal flow path 511c can be adaptively reduced, thereby reducing the thickness of the first flow path plate 5A, further realizing a compact layout of the integrated module, and facilitating saving the occupied space of the first flow path plate 5A.

[0097] It can be understood that the position of the portion of the internal flow path 511c from the first main path A to the second branch path C in the corresponding sub-flow path can be specifically set according to actual needs.

[0098] 23 and 24, in order to increase the flow area of ​​at least a portion of the external refrigerant flow path and at least a portion of the internal flow path to meet the valve and system flow resistance requirements required during high-power charging, multiple external refrigerant flow paths are provided, and at least a portion of the external refrigerant flow path has a rectangular cross section, and / or multiple internal flow paths 511c are provided, and at least a portion of the internal flow path has a rectangular cross section. Under the same area condition, the refrigerant flow in the rectangular internal flow path 511c is larger and the flow resistance is smaller, which is advantageous for meeting the high-power charging requirements of the vehicle 200, while at the same time ensuring the amount of refrigerant in the internal flow path and the amount of refrigerant participating in the cycle, and thereby ensuring the temperature control effect on at least one of the battery modules 1021 of the first heat exchange plate 3 and the second heat exchange plate 4. In particular, when both the first heat exchange plate 3 and the second heat exchange plate 4 are used to adjust the temperature of the battery module 1021, the internal flow path can further ensure a temperature control effect on the battery module 1021.

[0099] In one example, both the first electronic expansion valve 535 and the second electronic expansion valve 536 have large-diameter valve bodies (the diameter of the large-diameter valve body is 16 mm). The cross sections of the internal flow passages 511c corresponding to the first electronic expansion valve 535 and the internal flow passages 511c corresponding to the second electronic expansion valve 536 are both rectangular. For example, the two internal flow passages 511c in FIG. 23 and the upper one of the two internal flow passages 511c shown in FIG. 24 correspond to small-diameter valve bodies, and the design values ​​of the above flow passages are greater than φ3.34 mm and up to φ6 mm. The remaining internal flow passages 511c have rectangular cross sections and cross-sectional areas greater than 16 mm × 18 mm.

[0100] In some examples, as shown in FIGS. 16, 17, 20, and 21, a plurality of valve seats 511b are arranged on the side of the first plate body 511 away from the second plate body 512. The valve seats 511b protrude in a direction away from the second plate body 512. Each valve seat 511b defines a valve cavity. To realize the installation of the control valve group 53, the plurality of control valves (such as the first on-off valve 522, the first electronic expansion valve 535, and the second electronic expansion valve 536) of the control valve group 53 are respectively arranged in a one-to-one correspondence within the plurality of valve cavities. At the same time, while ensuring structural strength, this contributes to reducing the mass of the first plate body 511 and achieving a lightweight standard for the entire vehicle.

[0101] In one example, a water drainage treatment is implemented between the channels on the first channel plate 5A, and the principle of air insulation is applied to separate the refrigerant flow in the system, so as to better realize the function mode of air conditioning.

[0102] In one example, the control valve is detachably mounted on the corresponding valve seat 511b. For example, an external thread is formed on the outer surface of the control valve, and an internal thread is formed on the peripheral wall of the valve cavity. The external thread and the internal thread are threadedly engaged with each other, so that the control valve is connected to the corresponding valve seat 511b. Naturally, a temperature sensor in the refrigerant flow path is further mounted on the corresponding valve seat 511b and connected to the corresponding valve seat 511b by a thread.

[0103] 20, the central axis of the valve cavity is perpendicular to the first plate body 511, so that the insertion direction of the control valve installed in the corresponding valve cavity is perpendicular to the first plate body 511, which is convenient for quick installation of the control valve. At the same time, the control valves of the control valve group 53 are installed on the same side in the thickness direction of the first plate body 511, which further improves the installation convenience and installation efficiency of the control valve group 53. Of course, the throttle valve group 52, the temperature sensor, etc. can also be installed in a direction perpendicular to the first plate body 511.

[0104] When the integrated module 5 includes a throttle valve group 52, it can be understood that in order to realize the installation of the throttle valve group 52, the multiple valve bodies of the throttle valve group 52 are respectively arranged in one-to-one correspondence within the multiple valve cavities.

[0105] The interfaces on the integrated module 5 may include a first type interface and a second type interface. The first type interface may be used to install a corresponding valve body, i.e., the first type interface is a valve cavity, and the second type interface communicates with the corresponding valve body through a flow path on the integrated module 5.

[0106] In some examples, the wall thickness of each valve cavity ranges from 3 mm to 4 mm to ensure reliable structural strength and stability of the valve seat and stable installation of the control valve, such as 3 mm, 3.2 mm, 3.5 mm, 3.7 mm, or 4 mm.

[0107] It will be appreciated that the wall thickness of the multiple valve cavities may be uniform or unequal.

[0108] In some examples, as shown in Figure 20, the center distance between two adjacent valve cavities is L, where L > R1 + R2 + a, where R1 is the inner diameter of one of the valve cavities and R2 is the inner diameter of the other valve cavity, and the value of a ranges from 8 mm to 15 mm. Therefore, to accommodate the relatively complex control valve structure, ensure smooth installation of each control valve, and avoid interference between two adjacent control valves, it is advantageous to provide sufficient installation space for the two adjacent control valves. For example, a can be 8 mm, 11 mm, 13 mm, or 15 mm.

[0109] 20 and 21, the installation position 511d is disposed on an adjacent side wall of the first plate body 511. To ensure reliable installation of the integrated module 5, the installation position 511d is suitable for being fixed to the body 103 of the vehicle 200. Meanwhile, it is advantageous to make the integrated module 5 applicable to different vehicle models so as to meet different installation requirements for the integrated module 5 of different vehicle models.

[0110] For example, in the examples of FIGS. 20 and 21 , the first plate body 511 has multiple side walls. The multiple side walls include first side walls arranged relative to one another in the vertical direction and second side walls arranged relative to one another in the horizontal direction. Each first side wall is adjacent to a corresponding second side wall. At least one first side wall and at least one second side wall are each provided with an installation position 511d. If the fixed point or surface of the integrated module 5 in the entire vehicle is at the top or bottom end, the installation position 511d on the first side wall can be used to connect to the vehicle body 103. If the fixed point or surface of the integrated module 5 in the entire vehicle is at the left or right end, the installation position 511d on the second side wall can be used to connect to the vehicle body 103.

[0111] In one example, the installation position 511d is formed as an installation hole. Of course, the installation position 511d can also be formed as other installation structures. When there are multiple installation positions 511d, the structures of the multiple installation positions 511d may be the same or different.

[0112] In some examples of the present disclosure, as shown in FIGS. 16, 27, and 28, the integrated module 5 further includes a second flow path plate 5B. A first water side interface 51k and a second water side interface 51l are arranged on the second flow path plate 5B. The first water side interface 51k is suitable for connection to a motor electronic control module radiator 101 located outside the second flow path plate 5B, and the second water side interface 51l is suitable for connection to a first radiator 10 located outside the second flow path plate 5B. In this case, the coolant in the second flow path plate 5B can flow to the motor electronic control module radiator 101 via the first water side interface 51k, or the coolant in the motor electronic control module radiator 101 can flow to the second flow path plate 5B via the first water side interface 51k. The coolant in the second flow path plate 5B can flow to the first radiator 10 through the second water side interface 51l, or the coolant in the first radiator 10 can flow to the second flow path plate 5B through the second water side interface 51l.

[0113] The integrated module 5 further includes a first switching valve 11. The first switching valve 11 is disposed on the second flow path plate 5B and communicates with a plurality of internal water channels within the second flow path plate 5B. The first switching valve 11 operates to allow the coolant discharged from the first switching valve 11 to flow to the first water-side interface 51k and / or the second water-side interface 51l. Therefore, it is advantageous to control the coolant flow path by controlling the first switching valve 11 to realize coolant control of the motor electronic control module-radiator 101 while further improving the degree of integration of the integrated module 5.

[0114] For example, when the first switching valve 11 operates to allow the coolant discharged from the first switching valve 11 to flow to the first water-side interface 51k, the motor electronic control module radiator 101 is involved in the coolant circulation. When the first switching valve 11 operates to allow the coolant discharged from the first switching valve 11 to flow to the second water-side interface 51l, the first radiator 10 is involved in the coolant circulation. When the first switching valve 11 operates to allow the coolant discharged from the first switching valve 11 to flow to the first water-side interface 51k and the second water-side interface 51l, both the motor electronic control module radiator 101 and the first radiator 10 are involved in the coolant circulation.

[0115] In some examples of the present disclosure, as shown in FIGS. 16 and 28 , a third heat exchanger interface 51q and a fourth heat exchanger interface 51r are further disposed on the second flow path plate 5B. The third heat exchanger interface 51q and the fourth heat exchanger interface 51r are respectively connected to a second heat exchange flow path located outside the second flow path plate 5B. The first switching valve 11 is connected to the third heat exchanger interface 51q and the fourth heat exchanger interface 51r, respectively. The first switching valve 11 operates to direct the coolant flowing through the first switching valve 11 directly to itself and / or through the second heat exchange flow path to the first switching valve 11. It can be seen that the first switching valve 11 can be used to control whether the second heat exchange flow path is involved in coolant circulation, and the first switching valve 11 can be controlled to switch the integrated module 5 into an appropriate operating mode according to the heat dissipation requirements to meet different heat dissipation requirements.

[0116] For example, when the first switching valve 11 operates to allow the coolant flowing through the first switching valve 11 to flow directly to the first switching valve 11 and the coolant discharged from the first switching valve 11 to flow to the first water side interface 51k, the first switching valve 11 and the motor electronic control module radiator 101 are involved in the coolant circulation. When the first switching valve 11 operates to allow the coolant flowing through the first switching valve 11 to flow directly to the first switching valve 11 and the coolant discharged from the first switching valve 11 to flow to the second water side interface 51l, the first switching valve 11 and the first radiator 10 are involved in the coolant circulation. When the first switching valve 11 operates to allow the coolant flowing through it to flow directly to the first switching valve 11, and the coolant discharged from the first switching valve 11 flows through the first water-side interface 51k and the second water-side interface 51l, the first switching valve 11, the motor electronic control module radiator 101, and the first radiator 10 are involved in the coolant circulation. At this time, the first radiator 10 removes heat from the motor electronic control module radiator 101 through the coolant, reducing the temperature of the motor electronic control module radiator 101 and ensuring a cooling effect for the motor electronic control module. This mode can be called a high-temperature heat dissipation mode. When the coolant flowing into the first switching valve 11 flows through the second heat exchange passage to the first switching valve 11 and the coolant discharged from the first switching valve 11 flows to the first water-side interface 51k, the first switching valve 11, the second heat exchange passage, and the motor electronic control module radiator 101 are involved in the coolant circulation. At this time, the coolant flowing through the second heat exchange passage can exchange heat for heat dissipation to lower the temperature of the motor electronic control module radiator 101. This mode can be a heat pump operation mode below -10°C. When the coolant flowing into the first switching valve 11 flows through the second heat exchange passage to the first switching valve 11 and the coolant discharged from the first switching valve 11 flows to the second water-side interface 51l, the first switching valve 11, the second heat exchange passage, and the first radiator 101 are involved in the coolant circulation.When the coolant flowing through the first switching valve 11 flows through the second heat exchange passage to the first switching valve 11, and the coolant discharged from the first switching valve 11 flows through the first water-side interface 51k and the second water-side interface 51l, the first switching valve 11, the second heat exchange passage, the first radiator 10, and the motor electronic control module radiator 101 are involved in the coolant circulation. At this time, the coolant flowing through the second heat exchange passage and the first radiator 10 exchanges heat for heat dissipation, thereby lowering the temperature of the motor electronic control module radiator 101. This mode can be a heat pump operating mode between -10°C and 10°C.

[0117] For example, the first switching valve 11 has a first switching port, a second switching port, a third switching port, and a fourth switching port, the first switching port is connected to the first radiator 10 via the second water-side interface 51l, the second switching port is connected to the motor electronic control module radiator 101 via the first water-side interface 51k, the third switching port is connected to the third heat exchanger interface 51q, and the fourth switching port is connected to the fourth heat exchanger interface 51r and further connected to the motor electronic control module radiator 101.

[0118] In one example, when the integrated module 5 is used in the vehicle 200, in the motor heating mode, the heat exchange component through which the refrigerant flows after being throttled and decompressed by the throttle valve group 52 can have a second heat exchange flow path, so that the heat exchange component connects the cooling side and the coolant side cycles. Of course, in the motor heating mode, the heat exchange component through which the refrigerant flows after being throttled and decompressed by the throttle valve group 52 does not necessarily have to have a second heat exchange flow path.

[0119] For example, in the example of FIG. 2, the integrated module 5 further includes a first heat exchanger 6. The first heat exchanger 6 has a first heat exchange passage and a second heat exchange passage that exchange heat with each other. The first heat exchange passage is used to circulate a refrigerant, and the second heat exchange passage is used to circulate a coolant. In this case, the first heat exchange passage is connected to the first passage plate 5A, and the second heat exchange passage is connected to the second passage plate 5B. Therefore, the refrigerant in the first heat exchange passage can exchange heat with the coolant in the second heat exchange passage. As a result, the refrigerant in the first heat exchange passage can indirectly cool the motor electronic control module radiator 101 via the coolant, further ensuring that the motor electronic control module has an appropriate operating temperature. At the same time, the integrated module 5 integrates the refrigerant side and the coolant side (the coolant side can be understood as a waste heat recovery device of the motor electronic control module), effectively improving the integration degree of the integrated module 5, effectively saving layout space within the vehicle and realizing a platform-based layout.

[0120] In some examples of the present disclosure, as shown in FIGS. 1, 16, and 26, a switching valve interface 51j is disposed on the second flow path plate 5B. The first switching valve 11 is fixed to the second flow path plate 5B and connected to the switching valve interface 51j. This facilitates the layout of the first switching valve 11, and communication between the first switching valve 11 and the flow path in the second flow path plate 5B is achieved. The components connected to the first switching valve 11 can be connected to the second flow path plate 5B to achieve connection with the first switching valve 11, while improving the integration degree of the integrated module 5, which contributes to saving layout space within the vehicle and realizing a platform-based layout.

[0121] In one example, the number of switching valve interfaces 51j can be equal to the number of switching ports of the first switching valve 11.

[0122] In some examples of the present disclosure, as shown in FIG. 1 , a water tank interface 51s is disposed on the second flow path plate 5B. The integrated module 5 further includes a make-up water tank 12. The make-up water tank 12 is disposed on the second flow path plate 5B and connected to the water tank interface 51s to supply water to the internal water passages. This increases the amount of coolant in the coolant circuit 9 when the coolant in the internal water passages is low, ensuring the cooling effect of the coolant circuit 9 on the motor electronic control module radiator 101 and thus facilitating liquid shortage protection. Of course, the coolant in the coolant circuit 9 is not limited to water. It can be understood that the location of the make-up water tank 12 in the coolant circuit 9 can be specifically configured according to actual needs.

[0123] In one example, the second flow path plate 5B includes a third plate body 513 and a fourth plate body 514. A plurality of flow paths P are formed between the third plate body 513 and the fourth plate body 514, and the plurality of flow paths P form a portion of the coolant circuit 9. The third plate body 513 and the fourth plate body 514 are each an injection molded part.

[0124] In some examples, as shown in FIG. 1, a water pump interface 51t is further disposed on the second flow path plate 5B. The integrated module 5 further includes a water pump 13. To achieve a circulating flow of coolant within the coolant circuit 9, the water pump 13 is disposed on the second flow path plate 5B and connected to the water pump interface 51t to drive the liquid within the internal water channels. This simplifies the layout of the water pump 13 and simultaneously improves the integration of the integrated module 5.

[0125] In some examples of the present disclosure, as shown in FIG. 13 , the second flow path plate 5B is fixedly connected to the first flow path plate 5A, for example, by screws, to further improve the integration degree of the integrated module 5 and better realize the modular design of the integrated module 5. As a result, compared to integrated modules in existing electric vehicle technologies, the integrated module 5 of the present disclosure enables flexible component integration and flow path layout, making it possible to adapt to different vehicle models and installation spaces. The integrated module 5 provides flexible placement options that can reduce the overall vehicle weight, reduce costs and energy consumption, and save overall vehicle layout space. Furthermore, the integrated module 5 can be used to install new configurations. Compared to existing technologies, the integrated module 5 has a higher degree of integration because it integrates the refrigerant side and coolant side thermal management systems 100 and facilitates the layout of piping throughout the vehicle. The optimized spatial layout in the front compartment makes the overall vehicle layout more rational, further contributing to the design of the entire vehicle platform.

[0126] For example, the first flow path plate 5A and the second flow path plate 5B are arranged in order along the thickness direction of the first flow path plate 5A. The components corresponding to the coolant circuit 9 (such as the first switching valve 11, the water tank 12, and the water pump 13) are arranged on the side of the second flow path plate 5B away from the first flow path plate 5A. The components corresponding to the refrigerant circuit (such as the control valve group 52 and the throttle valve group 53) are arranged on the side of the first flow path plate 5A away from the second flow path plate 5B. The refrigerant-side interface and the water-side interface face two sides, respectively, so the refrigerant and coolant piping do not interfere with each other. This facilitates assembly of the integrated module 5 and the overall vehicle piping layout. The optimized spatial layout in the front passenger compartment makes the overall vehicle layout more rational and aesthetically pleasing. At the same time, this is advantageous for realizing a unified layout of the wire harnesses of various valves on the first flow path plate 5A and the wire harnesses of components on the second flow path plate 5B, and thus improving the regular routing of the connection lines 50 of the integrated module 5. For example, the first flow path plate 5A includes a first plate body 511 and a second plate body 512, and the second flow path plate 5B is fixed to the side of the second plate body 512 remote from the first plate body 511.

[0127] Of course, in other examples of the present disclosure, the plane on which the first flow path plate 5A and the plane on which the second flow path plate 5B are located are parallel or coincident. As shown in FIGS. 34 to 36 , the integrated module 5 has a first side and a second side on either side of the thickness direction of the first flow path plate 5A. Components corresponding to the refrigerant circuit (such as the control valve group 52 and the throttle valve group 53) and components corresponding to the coolant circuit 9 (such as the first switching valve 11, the water tank 12, and the water pump 13) are all located on the first side or the second side. In this case, the refrigerant-side interface and the water-side interface are located on the same side of the integrated module 5, which further facilitates the layout of the entire vehicle, simplifies the layout direction of the entire vehicle, and optimizes the layout of the front compartment.

[0128] 33, the integrated module 5 further includes a fixing piece 516. The fixing piece 516 is sleeved onto the electronic expansion valve (first electronic expansion valve 535, second electronic expansion valve 536, etc.). The fixing piece 516 has a snap fit with the first flow path plate 5A, whereby the snap fit between the fixing piece 516 and the first flow path plate 5A is used to stably install the electronic expansion valve on the first flow path plate 5A and prevent the electronic expansion valve from falling off the first flow path plate 5A.

[0129] For example, the fixing piece 516 includes an elastic piece 5161 and an elastic hook 5162. The elastic piece 5161 abuts against the upper end surface of the first flow path plate 5A, and the elastic hook 5162 is fastened by a clamping groove disposed on the side wall of the first flow path plate 5A to realize a snap fit between the fixing piece 516 and the first flow path plate 5A, and then the electronic expansion valve is conveniently and stably fixed on the first flow path plate 5A via the fixing piece 516.

[0130] In some examples, the elastic piece 5161 is defined by bending a portion of the fixed piece 516. Such an arrangement simplifies the complexity of the components on the fixed piece 516, thereby increasing the overall strength of the fixed piece 516 and preventing the fixed piece 516 from being damaged by forces applied when the electronic expansion device is installed on the first flow path plate 5A.

[0131] 33, the fixing piece 516 includes two elastic pieces 5161 and one elastic hook 5162. The two elastic pieces 5161 are arranged opposite to each other, the elastic hook 5162 is arranged between the two elastic pieces 5161, the elastic hook 5162 is cantilevered, and the elastic hook 5162 extends along the thickness direction of the first flow path plate 5A.

[0132] When an electronic expansion valve needs to be installed on the first flow path plate 5A, it should be operated so that it gradually approaches the first flow path plate 5A along the thickness direction of the first flow path plate 5A. At this time, the two elastic pieces 5161 abut against the upper end surface of the first flow path plate 5A, thus ensuring a preload between the electronic expansion valve and the first flow path plate 5A and preventing the electronic expansion valve on the first flow path plate 5A from shaking up and down. Meanwhile, the free end of the elastic hook 5162 contacts the side wall of the first flow path plate 5A and is deformed away from the first flow path plate 5A by the action of the first flow path plate 5A. Once the electronic expansion valve is installed in the desired position, the free end of the elastic hook 5162 recovers its deformation and is clamped into the clamping groove on the side wall of the first flow path plate 5A.

[0133] A hook is disposed on the free end of the elastic hook 5162. When the elastic hook 5162 recovers its deformation, the hook is tightened by and fits to the side wall of the first flow path plate 5A, and fixes the fixing piece 516 onto the first flow path plate 5A via the elastic hook 5162.

[0134] When the electronic expansion valve needs to be removed from the first flow path plate 5A, the electronic expansion valve can be pressed toward the first flow path plate 5A, causing the hook at the free end of the elastic hook 5162 to disengage from the fastening groove of the first flow path plate 5A. The free end of the elastic hook 5162 is then operated to deform away from the valve seat 10, causing the elastic hook 5162 to disengage from the first flow path plate 5A. Finally, the electronic expansion valve is operated to move away from the first flow path plate 5A, causing the elastic piece 5161 to disengage from the side wall of the first flow path plate 5A, and the electronic expansion valve can then be removed from the first flow path plate 5A. It can be seen that the fixing piece 516 uses three-point fixing to ensure the stability of the coil of the electronic expansion valve, enabling automatic installation of the electronic expansion valve.

[0135] The integrated module 5 of the present disclosure appropriately reduces the number of control components in the system, innovatively designs a multi-way valve body with abundant functions, and integrates the control components within the system through a simple assembly method to realize energy mode conversion and operation in the vehicle 200 system, which is convenient for meeting the high-power (e.g., 200 kW) charging requirements of the vehicle 200 and protects the charging efficiency of the entire vehicle. Meanwhile, the valve body, flow path, etc. of the integrated module 5 are designed with flexibility, making it easy to adapt to the various installation space requirements of different vehicle models. This increases the flexibility of the layout method of the integrated module 5, thereby reducing the overall vehicle weight, cost, energy consumption, and vehicle layout space.

[0136] The thermal management system for a vehicle 200 according to the example of the second aspect of the present disclosure includes the integrated module 5 according to the example of the above-described first aspect of the present disclosure.

[0137] A vehicle 200 according to an example of the third aspect of the present disclosure includes a vehicle body 103, a power supply module 102, and an integration module 5. The power supply 102 includes a battery module 1021, a first heat exchange plate 3, and a second heat exchange plate 4. The first heat exchange plate 3 and the second heat exchange plate 4 are disposed on the battery module 1021 and exchange heat with the battery module 1021. The power supply module 102 is disposed on the vehicle body 103. The integration module 5 is according to the example of the first aspect of the present disclosure. A first flow path plate 5A is fixed to the vehicle body 103. A first cold plate interface 51d and a second cold plate interface 51e are used to connect to the first heat exchange plate 3, and a third cold plate interface 51f and a fourth cold plate interface 51g are used to connect to the second heat exchange plate 4.

[0138] According to the example vehicle 200 of the present disclosure, by employing the aforementioned integrated module 5, the battery module 1021 can maintain an optimal operating temperature. This not only reduces the frequency of maintenance and replacement of the battery module 1021, but also improves the charging efficiency and ease of use of the vehicle 200. Furthermore, this facilitates a more rational layout design of the vehicle 200.

[0139] In some examples of the present disclosure, the first heat exchange plate 3 and the second heat exchange plate 4 are disposed on opposite side walls of the battery module 1021, thereby reducing the temperature difference within the battery module 1021 and improving its cycle life.

[0140] For example, the battery module 1021 includes at least one row of battery packs, each including at least one battery cell. If the battery pack includes multiple battery cells, the multiple battery cells can be arranged in sequence along the length of the first heat exchange plate 3. In one example, the battery cell has multiple side walls, each including opposing heat exchange side walls. The area of ​​one heat exchange side wall is larger than the area of ​​the other side wall. The first heat exchange plate 3 and the second heat exchange plate 4 are thermally conductively mated with the heat exchange side wall. However, this is not limited thereto.

[0141] Other components and operation of vehicle 200 according to examples of the present disclosure are well known to those skilled in the art and will not be described in detail here.

[0142] The following description will specifically illustrate a thermal management system 100 having an integrated module 5 according to an example of the present disclosure with reference to Figures 1 to 12. It should be noted that the following description is for illustrative purposes only and is not a specific limitation on the present disclosure.

[0143] 1 , the thermal management system 100 includes a compressor 1, an exterior heat exchanger 2, a first heat exchange plate 3, a second heat exchange plate 4, an integrated module 5, a first heat exchanger 6, an on-board evaporator 7, an on-board condenser 8, a coolant circuit 9, a first radiator 10, a liquid storage tank 14, and a gas-liquid separator 16. The first heat exchanger 6 is a plate heat exchanger.

[0144] The integrated module 5 includes a first flow path plate 5A, a second flow path plate 5B, a throttle valve group 52, a control valve group 53, a plug cover 56, a temperature sensor 57, a sealing ring 58, a third check valve 59, a fourth check valve 515, a connecting line 50, and a first switching valve 11, a make-up water tank 12, and a water pump 13, all of which are arranged on the first flow path plate 5A. The sealing ring 58 is used to seal the gap between the first heat exchanger 6 and the first flow path plate 5A and the gap between the gas-liquid separator 16 and the first flow path plate 5A. The connecting line 50 can be connected to the aforementioned valve bodies (such as the throttle valve group 52, the control valve group 53, the water pump 13, and the first switching valve 11) for signal transmission. Furthermore, the connecting line 50 has multiple connection positions, each of which is set corresponding to a valve body. The distance between two adjacent connection positions is matched to the distance between the corresponding two valve bodies. To prevent misconnection of the connecting lines 50 and valve bodies, the distances between two adjacent connection positions among the multiple connection positions can be different lengths, which is convenient for the integrated layout and control of the entire vehicle. Interfaces 510 for connecting corresponding components are formed on the first and second flow path plates 5A and 5B, respectively. The first switching valve 11 is installed and locked with screws through its own end-face sealing structure. The water pump 13 is connected to the second flow path plate 5B through its own double sealing structure and locked with installation screws to ensure sealing. The flow paths of the first flow path plate 5A are used to flow refrigerant, and the flow paths of the second flow path plate 5B are used to flow coolant.

[0145] As shown in Figure 13, the layout position of the makeup water tank 12 is relatively higher in the vertical direction than the layout position of the first heat exchanger 6. The makeup water tank 12 has a maximum water level line and a minimum water level line, and the top of the first heat exchanger 6 is located between the maximum water level line and the minimum water level line. Naturally, as shown in Figures 34 to 36, the top of the first heat exchanger 6 can be located further below the minimum water level line to fully ensure heat exchange efficiency.

[0146] The positions of the inlet and outlet of the second heat exchange passage of the first heat exchanger 6 are opposite to the positions of the inlet and outlet of the first heat exchange passage. The inlet of the second heat exchange passage is located above the outlet, and the inlet of the first heat exchange passage is located below the outlet to ensure heat exchange efficiency. Of course, the first heat exchange passage can be configured with an upper inlet and an upper outlet (as shown in Figures 34 to 36), and the second heat exchange passage can also be configured with an upper inlet and an upper outlet.

[0147] 1 , the control valve group 53 includes a first on-off valve 533, a second on-off valve 534, an electronic expansion valve 535, a second electronic expansion valve 536, a third on-off valve 537, and a fourth on-off valve 538. The third on-off valve 537 is connected between the liquid storage tank 14 and the gas-liquid separator 16, and the fourth on-off valve 538 is connected between the compressor 1 and the outdoor heat exchanger 2. The throttle valve group 52 includes a first throttling element 521, a second throttling element 522, a third throttling element 523, and a fourth throttling element 524. The first on-off valve 533, the second on-off valve 534, the third on-off valve 537, and the fourth on-off valve 538 can each be selected as a solenoid valve.

[0148] The thermal management system 100 has a battery cooling mode, a battery heating mode, a cooling mode, a battery cooling+cooling mode, a battery heating+cooling mode, a heating mode, a battery cooling+heating mode, a battery heating+heating mode, a cooling+heating mode, a battery cooling+cooling+heating mode, and a battery heating+cooling+heating mode.

[0149] As shown in FIG. 2, in the battery heating mode, the fourth on-off valve 538 and the second on-off valve 534 are closed, the third on-off valve 537 and the first on-off valve 533 are opened, the first electronic expansion valve 535 and the second electronic expansion valve 536 (for example, the first electronic expansion valve 535 and the second electronic expansion valve 536 are both large-diameter electronic expansion valves) are opened to achieve a throttling effect, the first throttling element 521 and the second throttling element 522 are opened, and the third throttling element 523 and the fourth throttling element 524 are both closed.

[0150] At this time, the high-temperature, high-pressure refrigerant flows out of the compressor 1 and enters the integrated module 5 through the corresponding interface 510. After passing through the corresponding flow path and the first on-off valve 533, the refrigerant is distributed to the first electronic expansion valve 535 and the second electronic expansion valve 536. The refrigerant then flows out of the integrated module 5 through the corresponding interface 510 and into the first heat exchanger plate 3 and the second heat exchanger plate 4. The refrigerant condenses and releases heat, heating the battery module 1021. This improves battery life, battery efficiency, battery capacity at low temperatures, and the overall vehicle mileage, effectively shortening charging time. The heat-releasing refrigerant enters the integrated module 5 through the corresponding interface 510 and then undergoes throttle expansion through the first throttle element 521 and the second throttle element 522, respectively, before joining the two refrigerants. The combined refrigerants then enter the first heat exchanger 6 through the first check valve 54 for heat absorption and evaporation. The refrigerant from the first heat exchanger 6 flows through the third on-off valve 537 and the gas-liquid separator 16 in sequence, and then flows out of the integrated module 5 through the corresponding interface 510 and enters the compressor 1 for circulating operation.

[0151] As shown in FIG. 3, in the battery cooling mode, the third on-off valve 537 and the first on-off valve 533 are closed, the fourth on-off valve 538 and the second on-off valve 534 are opened, the first electronic expansion valve 535 and the second electronic expansion valve 536 are opened to achieve a throttling effect, the two first throttling elements 521 and the second throttling element 522 are opened, and the third throttling element 523 and the fourth throttling element 524 are both closed.

[0152] At this time, the compressor 1 discharges high-temperature, high-pressure gas refrigerant, which then enters the outdoor heat exchanger 2 through the fourth on-off valve 538. The refrigerant releases heat in the outdoor heat exchanger 2 and liquefies, becoming a medium-temperature, high-pressure liquid. The excess refrigerant is stored in the liquid storage tank 14 and enters the integrated module 5 through the corresponding interface 510. The refrigerant flows through the third check valve 59 and the second check valve 55, and then enters the first throttling element 521 and the second throttling element 522, respectively, for throttling. The refrigerant then leaves the integrated module 5 through the corresponding interface 510 and enters the first heat exchanger plate 3 and the second heat exchanger plate 4, respectively. At this time, the low-temperature, low-pressure gas-liquid mixture absorbs heat from the battery module 1021 and evaporates, allowing the power battery to cool down when it overheats. The refrigerant then flows into the integrated module 5 again through the corresponding interface 510, is throttled by the first electronic expansion valve 535 or the second electronic expansion valve 536, and then merges with the first electronic expansion valve 535 or the second electronic expansion valve 536. Then, the refrigerant flows through the second on-off valve 534, the fourth check valve 515, and the gas-liquid separator 16 in succession, and flows out of the integrated module 5 through the corresponding interface 510. Finally, the refrigerant enters the inlet 1b of the compressor 1 through the connecting pipe for circulating operation.

[0153] It can be seen that in battery cooling mode, the multi-cold plate design can improve the safety and durability of the battery module 1021, increase the cooling speed of the temperature of the battery module 1021, and realize heat exchange during high-power charging.

[0154] As shown in FIG. 4, in the heating mode, the refrigerant flows out of the compressor 1 and enters the on-board condenser 8. The refrigerant releases heat in the on-board condenser 8, and the hot air is blown into the vehicle via the blower to heat the interior of the vehicle. The refrigerant from the on-board condenser 8 enters the integrated module 5 through the corresponding interface 510, undergoes throttling and expansion through the third throttling element 523, and enters the first heat exchanger 6 through the corresponding flow path to exchange heat with the water side for heat absorption and evaporation (absorption of waste heat from the motor electronic control module, etc.). The refrigerant from the first heat exchanger 6 flows out of the integrated module 5 through the corresponding interface 510, the third on-off valve 537, and the gas-liquid separator 16, and returns to the compressor 1 for circulating operation.

[0155] As shown in FIG. 5, in the battery heating+heating mode, the fourth on-off valve 538 and the second on-off valve 534 are closed, the third on-off valve 537 and the first on-off valve 533 are opened, the first electronic expansion valve 535 and the second electronic expansion valve 536 are opened to achieve the throttling effect, the first throttling element 521 and the second throttling element 522 are opened, the fourth throttling element 524 is closed, and the third throttling element 523 is opened.

[0156] At this time, the compressor 1 discharges high-temperature, high-pressure gas refrigerant. The refrigerant splits into two paths. One path enters the onboard condenser 8, where it dissipates heat. The heat released by the onboard condenser 8 is combined with the heat from the wind-heating PTC. The hot air is then blown into the vehicle via the blower to heat the interior of the vehicle. The refrigerant exiting the onboard condenser 8 enters the integrated module 5 through the corresponding interface 510 and undergoes throttling and expansion via the third throttling element 523. The other path enters the integrated module 5 through the corresponding interface 510 and is distributed to the first electronic expansion valve 535 and the second electronic expansion valve 536 via the first on-off valve 533. It then flows to the first heat exchanger plate 3 and the second heat exchanger plate 4, respectively, to heat the battery, improve battery life, improve battery efficiency, increase battery capacity at low temperatures, increase the overall vehicle mileage, and effectively shorten charging time. The refrigerant that has released heat from the first heat exchange plate 3 and the second heat exchange plate 4 enters the integrated module 5 through the corresponding interface 510 and merges into the first check valve 54 through the first throttling element 521 and the second throttling element 522, respectively. The refrigerant flowing through the first check valve 54 and the refrigerant flowing through the third throttling element 523 merge and then enters the first heat exchanger 6 for heat absorption and evaporation. The refrigerant exiting the first heat exchanger 6 flows into the gas-liquid separator 16 through the third on-off valve 537, exits the integrated module 5 through the corresponding interface 510, and finally enters the compressor 1 for circulating operation.

[0157] As shown in Figure 6, in the battery cooling + heating mode, the third on-off valve 537 and the first on-off valve 533 are closed. The fourth on-off valve 538 and the second on-off valve 534 are opened. The first electronic expansion valve 535 and the second electronic expansion valve 536 are opened to achieve a throttling effect. The first throttling element 521 and the second throttling element 522 are opened. The fourth throttling element 524 is closed, and the third throttling element 523 is opened.

[0158] At this time, the compressor 1 discharges a high-temperature, high-pressure gaseous refrigerant. The refrigerant splits into two paths. One path enters the exterior heat exchanger 2, where it releases heat and liquefies into a medium-temperature, high-pressure liquid. The refrigerant then passes through the corresponding interface 510 into the integrated module 5 and then through the third check valve 59. The other path enters the on-board condenser 8, where it releases heat. The heat released by the on-board condenser 8 is combined with the wind heating PTC, and the hot air is then blown into the vehicle via the blower to heat the interior. The refrigerant exiting the on-board condenser 8 enters the integrated module 5 through the corresponding interface 510. After passing through the third throttling element 523 for throttling and expansion, the refrigerant enters the first heat exchanger 6 for heat absorption and evaporation. The refrigerant from the first heat exchanger 6 merges with the refrigerant from the aforementioned path through the third check valve 59, and is distributed to the first and second throttling elements 521 and 522 through the second check valve 55. The low-temperature, low-pressure gas-liquid mixture absorbs heat from the battery module 1021 and evaporates, allowing the temperature to drop when the power battery overheats. The refrigerant from the first and second heat exchanger plates 3 and 4 re-enters the integrated module 5 through the corresponding interface 510, merges with the second on-off valve 534, passes through the fourth check valve 515 and the gas-liquid separator 16, and then exits the integrated module 5 through the corresponding interface 510. Finally, it enters the compressor 1 for circulating.

[0159] As shown in FIG. 7 , in cooling mode, the first on-off valve 533, the second on-off valve 534, and the third on-off valve 537 are closed, and the fourth on-off valve 538 is open. At this time, the compressor 1 discharges high-temperature, high-pressure gas refrigerant, which then enters the exterior heat exchanger 2. The refrigerant releases heat in the exterior heat exchanger 2 and liquefies into a medium-temperature, high-pressure liquid. The refrigerant then enters the integrated module 5 through the corresponding interface 510, flows through the third check valve 59 and the fourth throttle element 524, and then exits the integrated module 5. The low-temperature, low-pressure gas-liquid mixture flows to the on-board evaporator 7, absorbs heat, and evaporates, lowering the temperature in the passenger compartment. The low-temperature, low-pressure gas then re-enters the integrated module 5, passes through the corresponding flow path into the gas-liquid separator 16, exits the integrated module 5 through the corresponding interface 510, and returns to the compressor 1 for circulating.

[0160] 8, in the battery heating+cooling mode, the third on-off valve 537 is closed. The fourth on-off valve 538, the first on-off valve 533, and the second on-off valve 534 are opened. The first electronic expansion valve 535 and the second electronic expansion valve 536 are opened to achieve a throttling effect. The first throttling element 521 and the second throttling element 522 (both of which are bidirectional throttling valves, such as bidirectional electronic expansion valves, which can regulate the flow rate to some extent) are opened. The fourth throttling element 524 is opened, and the third throttling element 523 is closed.

[0161] At this time, the compressor 1 discharges a high-temperature, high-pressure gaseous refrigerant. The refrigerant is split into two paths. One path passes through the fourth on-off valve 538 and enters the outdoor heat exchanger 2, where the refrigerant releases heat and liquefies into a medium-temperature, high-pressure liquid. The excess refrigerant is stored in the liquid storage tank 14. The refrigerant enters the integrated module 5 through the corresponding interface 510 and then passes through the third check valve 59. The other path enters the integrated module 5 through the corresponding interface 510 and is then distributed to the first electronic expansion valve 535 and the second electronic expansion valve 536 via the corresponding flow path and the first on-off valve 533. The refrigerant then flows through the first heat exchanger plate 3 and the second heat exchanger plate 4, heating the battery module 1021. This improves battery life and efficiency and increases battery capacity at low temperatures, thereby extending the overall vehicle driving range and effectively shortening charging time. The refrigerant that has released heat enters the integrated module 5 through the corresponding interface 510, passes through the first throttling element 521 and the second throttling element 522, and then merges with the first check valve 54. The refrigerant enters the first heat exchanger 6 for heat absorption and evaporation, and merges with the refrigerant from the above-mentioned paths to form a gas-liquid mixture. The mixture enters the fourth throttling element 524 through the corresponding flow path for throttling and expansion, and then exits the integrated module 5 through the corresponding interface 510. The low-temperature, low-pressure gas-liquid mixture then enters the on-board evaporator 7 to absorb heat and evaporate, lowering the temperature in the passenger compartment. The low-temperature, low-pressure gas passes through the corresponding interface 510 and enters the integrated module 5. The refrigerant then enters the gas-liquid separator 16 through the corresponding flow path, and then exits the integrated module 5 through the corresponding interface 510 and flows to the compressor 1 for circulating operation.

[0162] As shown in Figure 9, in the battery cooling + air conditioning mode, the third on-off valve 537 and the first on-off valve 533 are closed. The fourth on-off valve 538 and the second on-off valve 534 are opened. The first electronic expansion valve 535 and the second electronic expansion valve 536 are opened to achieve a throttling effect. The first throttling element 521 and the second throttling element 522 are opened. The fourth throttling element 524 is opened, and the third throttling element 523 is closed.

[0163] At this time, the compressor 1 discharges high-temperature, high-pressure gaseous refrigerant, which enters the outdoor heat exchanger 2. The refrigerant liquefies into a medium-temperature, high-pressure liquid in the outdoor heat exchanger 2. The excess liquid is stored in the liquid storage tank 14. The refrigerant enters the integrated module 5 through the corresponding interface 510 and, after passing through the third check valve 50, splits into two paths. One path passes through the second check valve 55 and is then distributed to the first and second throttling elements 521 and 522, respectively, to the first and second heat exchanger plates 3 and 4, respectively, to cool the power battery when it overheats. The refrigerant then re-enters the integrated module 5 through the corresponding interface 510. The refrigerant in the first heat exchanger plate 3 flows through the first electronic expansion valve 535, and the refrigerant in the second heat exchanger plate 4 flows through the second electronic expansion valve 536. The two paths merge and flow together through the second on-off valve 534. The other path passes through the fourth throttling element 524 and exits the integrated module 5 through the corresponding interface 510. The low-temperature, low-pressure gas-liquid mixture enters the on-board evaporator 7 for heat absorption and evaporation, reducing the temperature of the passenger compartment. The low-temperature, low-pressure gas re-enters the integrated module 5 through the corresponding interface 510, combines with the refrigerant from the above-mentioned path, then enters the gas-liquid separator 16, and subsequently exits the integrated module 5 through the corresponding interface 510 and flows back to the compressor 1 for circulating operation.

[0164] As shown in FIG. 11, in the cooling+heating mode, the third on-off valve 537 and the fourth on-off valve 538 are opened, and the first on-off valve 533 and the second on-off valve 534 are closed.

[0165] At this time, the high-temperature, high-pressure gas refrigerant discharged by the compressor is split into two paths. One path enters the exterior heat exchanger 2, where the refrigerant releases heat and liquefies into a medium-temperature, high-pressure liquid. The refrigerant then enters the integrated module 5 through the corresponding interface 510. The refrigerant then enters the fourth throttle element 524, a throttle expansion valve, through the internal flow path of the check valve and valve seat 51. The low-temperature, low-pressure gas-liquid mixture then enters the onboard evaporator 7 for heat absorption and evaporation, absorbing ambient heat and lowering the temperature in the passenger compartment. The low-temperature, low-pressure gas refrigerant then re-enters the integrated module 5 and enters the gas-liquid separator 16 through the internal flow path of the valve seat 51. The other path enters the onboard condenser 8, where it releases heat. The hot air is then blown into the vehicle via the blower to heat the interior of the vehicle. The refrigerant exiting the onboard condenser 8 enters the integrated module 5 through the corresponding interface 510. The refrigerant then passes through the internal passage of the valve seat 51, undergoes throttling and expansion through the third throttling element 523, and then enters the first heat exchanger 6 through the internal passage of the valve seat 51 for heat absorption and evaporation. At this time, the refrigerant in the first heat exchange passage can absorb the waste heat of the motor electronic control module from the coolant in the second heat exchange passage. The refrigerant leaving the first heat exchanger 6 enters the third on-off valve 537 through a passage and then enters the gas-liquid separator 16 through a passage. The refrigerant flows from the gas-liquid separator 16 through the corresponding interface 510 to the inlet 1b and enters the compressor 1.

[0166] In the cooling + heating mode, it can be seen that this mode can be used to achieve defogging and dehumidification inside the vehicle, for example, the on-board condenser 8 can defog and frost the windows, and the on-board evaporator 7 can reduce the humidity inside the vehicle.

[0167] 11, in the battery heating+cooling+heating mode, the third on-off valve 537 and the second on-off valve 534 are closed, and the fourth on-off valve 538 and the first on-off valve 533 are opened. Meanwhile, the first electronic expansion valve 535 and the second electronic expansion valve 536 are opened to achieve a throttling effect. Furthermore, the first throttling element 521 and the second throttling element 522 are opened, the fourth throttling element 524 is closed, and the third throttling element 523 is opened.

[0168] At this time, the high-temperature, high-pressure refrigerant flows out of the compressor 1 and is divided into three paths. The first path enters the outdoor heat exchanger 2. After releasing heat in the outdoor heat exchanger 2 and liquefying into a medium-temperature, high-pressure liquid, it enters the integrated module 5 through the corresponding interface 510 and flows through the third check valve 59. The second path enters the on-board condenser 8. The refrigerant releases heat in the on-board condenser 8. The heat released by the on-board condenser 8 is combined with the heat from the wind-heating PTC. The hot air is then blown into the vehicle via the blower to heat the interior. The refrigerant leaving the on-board condenser 8 enters the integrated module 5 through the corresponding interface 510 and flows through the third throttling element 523 for throttling and expansion. The third path enters the integrated module 5 through the corresponding interface 510, distributes to the first electronic expansion valve 535 and the second electronic expansion valve 536 through the first on-off valve 533, and then flows to the first heat exchanger plate 3 and the second heat exchanger plate 4, respectively, to realize battery heating, improve battery life, improve battery efficiency, increase battery capacity at low temperatures and the overall vehicle mileage, and effectively shorten charging time. The refrigerant in the first heat exchanger plate 3 and the second heat exchanger plate 4 re-enters the integrated module 5 through the corresponding interface 510 and flows through the first throttle element 521 and the second throttle element 522, respectively, for throttling and expansion, and then merges with the first check valve 54. The refrigerant flowing through the first check valve 54 merges with the refrigerant flowing through the third throttle element 523 and then both enter the first heat exchanger 6 for heat absorption and evaporation. The refrigerant exiting the first heat exchanger 6 merges with the refrigerant exiting the third check valve 59, enters the fourth throttling element 524 through a corresponding flow path for throttling and expansion, and then exits the integrated module 5 through a corresponding interface 510. The low-temperature, low-pressure gas-liquid mixture enters the on-board evaporator 7 for heat absorption and evaporation, i.e., absorbs heat from the environment. The low-temperature, low-pressure gas enters the integrated module 5 through a corresponding interface 510, then enters the gas-liquid separator 16 through a corresponding flow path, and finally exits the integrated module 5 through a corresponding interface 510, and then enters the compressor 1 for circulating operation.

[0169] 12, in the battery cooling+cooling+heating mode, the third on-off valve 537 and the first on-off valve 533 are closed, and the fourth on-off valve 538 and the second on-off valve 534 are opened. The first electronic expansion valve 535 and the second electronic expansion valve 536 are opened to achieve a throttling effect. Furthermore, the first throttling element 521 and the second throttling element 522 are opened, the fourth throttling element 524 is closed, and the third throttling element 523 is opened.

[0170] At this time, the compressor 1 discharges a high-temperature, high-pressure gas refrigerant. The refrigerant is split into two paths. The first path enters the outdoor heat exchanger 2. After the refrigerant in the first path releases heat and liquefies into a medium-temperature, high-pressure liquid in the outdoor heat exchanger 2, it enters the integrated module 5 through the corresponding interface 510 and flows through the third check valve 59. The second path enters the on-board condenser 8. The refrigerant in the on-board condenser 8 releases heat. The heat released by the on-board condenser 8 is combined with the heat from the wind-heating PTC. The hot air is then blown into the vehicle via the blower to heat the interior of the vehicle. The refrigerant leaving the on-board condenser 8 enters the integrated module 5 through the corresponding interface 510, passes through the corresponding flow path, enters the third throttling element 523 for throttling and expansion, and then enters the first heat exchanger 6. After merging with the refrigerant flowing through the third check valve 59, it is again split into two paths. The first path passes through the fourth throttling element 524, which is a throttling expansion valve, and then exits the integrated module 5 through the corresponding interface 510. The low-temperature, low-pressure gas-liquid mixture then flows into the on-board evaporator 7 for heat absorption and evaporation, lowering the temperature of the passenger compartment. The low-temperature, low-pressure gas then enters the integrated module 5 through the corresponding interface 510 and returns to the compressor 1 through the gas-liquid separator 16. The second path is distributed to the first throttling element 521 and the second throttling element 522 through the second check valve 55, and flows to the first heat exchange plate 3 and the second heat exchange plate 4, respectively, to absorb heat from the battery module 1021 and evaporate, thereby realizing temperature reduction when the power battery is overheated. The refrigerant in the first heat exchange plate 3 and the second heat exchange plate 4 merges into the second on-off valve 534, then flows out of the integrated module 5 through the fourth check valve 515 and the gas-liquid separator 16, and finally enters the compressor 1 for circulating operation.

[0171] In describing this disclosure, orientations or positional relationships indicated by terms such as "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential" are based on the orientations or positional relationships shown in the accompanying drawings and should be understood to be for convenience of describing and simplifying the present disclosure. These do not suggest or imply that the devices or elements referred to must have a particular orientation or be constructed and operated in a particular orientation, and therefore should not be construed as limitations on the present disclosure. Also, features defined as "first" and "second" may explicitly or implicitly include one or more of such features. In describing this disclosure, unless otherwise specified, "plurality" means two or more.

[0172] It should be noted that in describing the present disclosure, unless expressly specified and limited otherwise, the terms "attach," "connect," "connection," and "secure" should be understood broadly. For example, unless expressly specified otherwise, a connection may be a fixed connection, a detachable connection, or an integral connection, or a connection may be a mechanical connection or an electrical connection, or a connection may be a direct connection, an indirect connection through an intermediary, or an internal communication or interactive relationship between two elements. Those skilled in the art can understand the specific meaning of the terms in the present disclosure based on the specific situation.

[0173] In the description herein, the recitation of reference terms such as "one example," "some examples," "one example," "particular example," "some examples," etc. means that the particular feature, structure, material, or characteristic described in connection with the example or examples is included in at least one example or examples of the present disclosure. Exemplary recitations of such terms herein do not necessarily refer to the same example or examples. Furthermore, the particular feature, structure, material, or characteristic described may be combined in any suitable manner in any one or more of the example or examples.

[0174] In this disclosure, unless otherwise specified and defined, a first feature being "above" or "below" a second feature means that the first and second features are in direct contact with each other, or that the first and second features are in indirect contact with each other via an intermediate medium. Furthermore, a first feature being "above," "above," or "on top" of a second feature means that the first feature is directly above or diagonally above the second feature, or simply indicates that the horizontal height of the first feature is higher than the horizontal height of the second feature. A first feature being "below," "below," or "below" a second feature means that the first feature is directly below or diagonally below the second feature, or simply indicates that the horizontal height of the first feature is lower than the horizontal height of the second feature.

[0175] Although examples of the present disclosure have been shown and described above, it can be understood that the foregoing examples are illustrative and should not be understood as limitations on the present disclosure. Those skilled in the art can make changes, modifications, substitutions, or variations to the foregoing examples within the scope of the present disclosure.

Claims

1. An integrated module (5) for a vehicle (200), the vehicle (200) comprising a battery module (1021), a first heat exchange plate (3), and a second heat exchange plate (4), the first heat exchange plate (3) and the second heat exchange plate (4) each exchanging heat with the battery module (1021), the integrated module (5) comprising: a first flow path plate (5A), wherein an exhaust interface (51a) and first to fourth cold plate interfaces (51d) to (51g) are arranged on the first flow path plate (5A), the exhaust interface (51a) is used to connect to an outlet (1a) of a compressor (1) located outside the first flow path plate (5A), the first cold plate interface (51d) and the second cold plate interface (51e) are used to connect to the first heat exchange plate (3), and the third cold plate interface (51f) and the fourth cold plate interface (51g) are used to connect to the second heat exchange plate (4); a plurality of refrigerant flow paths arranged inside the first flow path plate (5A), the plurality of refrigerant flow paths comprising a first main path (A), a first branch path (B), and a second branch path (C), the first main path (A) being connected to the exhaust interface (51a), the first branch path (B) being connected to the first cold plate interface (51d), the second branch path (C) being connected to the third cold plate interface (51f), and the first main path (A) being connected to the first branch path (B) and the second branch path (C), respectively; a control valve group (53) arranged on the first flow path plate (5A), the control valve group (53) including a first on-off valve (533), a first electronic expansion valve (535), and a second electronic expansion valve (536), the first on-off valve (533) being connected to the first main path (A) to control connection / disconnection of the first main path (A), the first electronic expansion valve (535) being connected to the first branch path (B), and the second electronic expansion valve (536) being connected to the second branch path (C); An integrated module (5) for a vehicle (200).

2. The first flow path plate (5A) further includes an outdoor heat exchanger interface (51v) used to connect to an outdoor heat exchanger (2) and a return gas interface (51c) connected to the inlet (1b) of the compressor (1); the plurality of refrigerant flow paths further include a second main path (D), the second main path (D) is connected to the return gas interface (51c), and the second main path (D) is connected to the first branch path (B) and the second branch path (C), respectively; 2. The integrated module (5) for a vehicle (200) according to claim 1, wherein the integrated module (5) further comprises a throttle valve group (52), wherein a throttle valve interface (51u) connected to the throttle valve group (52) is arranged on the first flow path plate (5A), the throttle valve group (52) is connected to the second cold plate interface (51e) and the fourth cold plate interface (51g), respectively, and the outdoor heat exchanger interface (51v) is connected to the throttle valve group (52).

3. 3. An integrated module (5) for a vehicle (200) as described in claim 2, wherein the control valve group (53) further comprises a second on-off valve (534), the second on-off valve (534) being arranged on the first flow path plate (5A) and connected to the second main path (D) to control the connection / disconnection of the second main path (D).

4. a first interface of the heat exchanger (51o) is disposed on the first flow path plate (5A); the control valve group (53) includes a first check valve (54) and a second check valve (55); the first check valve (54) is disposed on the first flow path plate (5A) and is connected to the throttle valve group (52) and the first interface of the heat exchanger (51o), respectively; and the first check valve (54) guides the refrigerant in one direction toward the first interface of the heat exchanger (51o); 4. The integrated module (5) for a vehicle (200) according to claim 2 or 3, wherein the second check valve (55) is arranged on the first flow path plate (5A), and the second check valve (55) is connected to the throttle valve group (52) and the outdoor heat exchanger interface (51v), respectively, to guide the refrigerant in one direction toward the throttle valve group (52).

5. 5. The integrated module (5) for a vehicle (200) according to claim 2, wherein the throttle valve group (52) comprises a first throttle element (521) and a second throttle element (522), the first throttle element (521) being disposed on the first flow path plate (5A) and communicating with the second cold plate interface (51 e), the second throttle element (522) being disposed on the first flow path plate (5A) and communicating with the fourth cold plate interface (51 g), and the first throttle element (521) and the second throttle element (522) being respectively communicated with the exterior heat exchanger interface (51 v).

6. 6. The integrated module for a vehicle according to claim 2, wherein the first flow path plate has a first interface and a second interface, the integrated module further comprising a first heat exchanger arranged on the first flow path plate, the first interface and the second interface being connected to the first heat exchange flow path of the first heat exchanger, the first interface being connected to the throttle valve group, and the second interface being connected to the return gas interface via a first internal flow path inside the first flow path plate.

7. 7. The integrated module (5) for a vehicle (200) according to claim 6, wherein the first flow path plate (5A) further comprises an on-board condenser outlet interface (51z), and the integrated module (5) further comprises a third throttling element (523), the third throttling element (523) being arranged on the first flow path plate (5A) and communicating with the on-board condenser outlet interface (51z) and the first interface (51o) of the heat exchanger, respectively.

8. 8. An integrated module (5) for a vehicle (200) as described in claim 6 or 7, wherein the control valve group (53) includes a third on-off valve (537), the third on-off valve (537) being arranged on the first flow path plate (5A) and connected to the first internal flow path (G) to control the connection / disconnection of the first internal flow path (G).

9. An evaporator inlet interface (51x) and an evaporator outlet interface (51y) are further arranged on the first flow path plate (5A), and the evaporator inlet interface (51x) and the evaporator outlet interface (51y) are respectively connected to both ends of an on-board evaporator (7) located outside the first flow path plate (5A), an outlet flow path (E) connecting the evaporator outlet interface (51y) and the return gas interface (51c) is arranged inside the first flow path plate (5A), and an inlet flow path (F) connecting the evaporator inlet interface (51x) and the exterior heat exchanger interface (51v) is arranged inside the first flow path plate (5A); 9. An integrated module (5) for a vehicle (200) as described in any one of claims 2 to 8, wherein the integrated module (5) further comprises a fourth throttling element (524), the fourth throttling element (524) being arranged on the first flow path plate (5A) and connected to the inlet flow path (F).

10. The first flow path plate (5A) a first plate body (511), wherein a plurality of grooves (511a) are arranged in the first plate body (511); and a second plate body (512) fixed to the first plate body (511) so as to close the plurality of grooves (511 a), the plurality of grooves (511 a) and the second plate body (512) defining an external refrigerant flow path for circulating a refrigerant, the external refrigerant flow path comprising a portion of the plurality of refrigerant flow paths.

11. 11. The integrated module (5) for a vehicle (200) according to claim 10, wherein an internal flow path (511c) is arranged inside the first plate body (511), and the internal flow path (511c) comprises a portion of the plurality of refrigerant flow paths.

12. the external refrigerant flow passages are plural, and at least a portion of the external refrigerant flow passages have a rectangular cross-sectional shape; and / or The integrated module (5) for a vehicle (200) according to claim 11, wherein the internal flow passages (511c) are plural, and at least a portion of the internal flow passages (511c) has a rectangular cross-sectional shape.

13. 13. The integrated module for a vehicle (200) according to claim 10, wherein a plurality of valve seats are arranged on a side of the first plate body away from the second plate body, the valve seats protruding in a direction away from the second plate body, each of the valve seats defining a valve cavity, and a plurality of control valves of the control valve group (53) are arranged in one-to-one correspondence within the plurality of valve cavities.

14. 14. The integrated module (5) for a vehicle (200) according to claim 13, wherein the wall thickness of each valve cavity ranges from 3 mm to 4 mm.

15. 15. An integrated module (5) for a vehicle (200) according to claim 13 or 14, wherein the center distance between two adjacent valve cavities is L, L > R1 + R2 + a, where R1 is the inner diameter of one of the valve cavities and R2 is the inner diameter of the other valve cavity, and the value of a ranges from 8 mm to 15 mm.

16. An integrated module (5) for a vehicle (200) as described in any one of claims 10 to 15, wherein an installation position (511d) is arranged on an adjacent side wall of the first plate body (511), and the installation position (511d) is suitable for being fixed to a body (103) of the vehicle (200).

17. the integrated module (5) further comprises a second flow path plate (5B), wherein a first water side interface (51k) and a second water side interface (51l) are arranged on the second flow path plate (5B), the first water side interface (51k) is adapted to be connected to a motor electronic control module radiator (101) located outside the second flow path plate (5B), and the second water side interface (51l) is adapted to be connected to a first radiator (10) located outside the second flow path plate (5B); 17. The integrated module (5) for a vehicle (200) according to any one of claims 1 to 16, wherein the integrated module (5) further comprises a first switching valve (11), the first switching valve (11) being arranged on the second flow path plate (5B) and communicating with a plurality of internal water channels inside the second flow path plate (5B), and the first switching valve (11) operating to cause coolant discharged from the first switching valve (11) to flow toward the first water side interface (51k) and / or the second water side interface (51l).

18. a third interface (51q) of the heat exchanger and a fourth interface (51r) of the heat exchanger are further arranged on the second flow path plate (5B), and the third interface (51q) of the heat exchanger and the fourth interface (51r) of the heat exchanger are respectively connected to second heat exchange flow paths located outside the second flow path plate (5B); 18. An integrated module (5) for a vehicle (200) as described in claim 17, wherein the first switching valve (11) is connected to the third interface (51q) of the heat exchanger and the fourth interface (51r) of the heat exchanger, respectively, and the first switching valve (11) operates so that coolant flowing toward the first switching valve (11) flows directly toward the first switching valve (11) and / or flows toward the first switching valve (11) through the second heat exchange flow path.

19. 19. An integrated module (5) for a vehicle (200) as described in claim 18, wherein a switching valve interface (51j) is installed on the second flow path plate (5B), and the first switching valve (11) is fixed to the second flow path plate (5B) and connected to the switching valve interface (51j).

20. 20. An integrated module (5) for a vehicle (200) as described in any one of claims 17 to 19, wherein a water tank interface (51s) is arranged on the second flow path plate (5B), and the integrated module (5) further comprises a make-up water tank (12), the make-up water tank (12) being arranged on the second flow path plate (5B) and connected to the water tank interface (51s) to supply water to the internal water channel.

21. 21. An integrated module (5) for a vehicle (200) as described in any one of claims 17 to 20, wherein a water pump interface (51t) is further arranged on the second flow path plate (5B), and the integrated module (5) further comprises a water pump (13), the water pump (13) being arranged on the second flow path plate (5B) and connected to the water pump interface (51t) to drive the liquid in the internal water channel to flow.

22. 22. The integrated module (5) for a vehicle (200) according to any one of claims 17 to 21, wherein the first flow path plate (5A) and the second flow path plate (5B) are fixedly connected.

23. A thermal management system (100) for a vehicle (200) comprising an integrated module (5) according to any one of claims 1 to 22.

24. A car body (103), a power supply module (102) comprising a battery module (1021), a first heat exchange plate (3), and a second heat exchange plate (4), the first heat exchange plate (3) and the second heat exchange plate (4) being disposed on the battery module (1021) to exchange heat with the battery module (1021), and the power supply module (102) being disposed on the vehicle body (103); an integrated module (5), the integrated module (5) being the integrated module (5) according to any one of claims 1 to 22, the first flow path plate (5A) being fixed to the vehicle body (103), the first cold plate interface (51d) and the second cold plate interface (51e) being used to connect to the first heat exchange plate (3), and the third cold plate interface (51f) and the fourth cold plate interface (51g) being used to connect to the second heat exchange plate (4); A vehicle (200) comprising:

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