Valve group integration module, vehicle thermal management system and vehicle

Abstract

A valve group integration module, a vehicle thermal management system, and a vehicle, the valve group integration module having a main body, a connection port, and a valve group, a first flow path including a first branch is provided within the main body, the connection port is provided on the main body and has an indoor condenser outlet connection port, an outdoor heat exchanger inlet connection port, and a first connection port of a motor heat exchanger, the valve group is provided on the main body and has a first motorized valve and a second motorized valve, the first motorized valve has throttling and on / off functions, a first port of the first motorized valve is connected to the indoor condenser outlet connection port, a second port of the second motorized valve is connected to the outdoor heat exchanger inlet connection port and a third port of the second motorized valve is connected to the first connection port of the motor heat exchanger, and the first branch is provided with a first opening for communicating with the second port and the third port of the first motorized valve, and a second opening for communicating with the first port of the second motorized valve.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technologies, and particularly to a valve group integration module, a vehicle thermal management system, and a vehicle.

Background Art

[0002] The heat pump air conditioning system is an important component of a vehicle, which can play a role in changing the temperature environment inside the vehicle and can improve the excellent driving and riding experiences for drivers and passengers. In the prior art, each component in the heat pipe system is connected by a pipeline, and the connections of the electronic expansion valve, the dehumidification valve, the filtration valve, the high-pressure check valve, and the low-pressure check valve are distributed separately on the pipeline. Such a design has technical defects that the pipeline layout is complex, the space occupation is high, the maintenance is difficult, and the assembly is difficult, which is disadvantageous to the platformized design of the vehicle.

Summary of the Invention

Problems to be Solved by the Invention

[0003] An object of the present disclosure is to provide a valve group integration module, a vehicle thermal management system, and a vehicle for solving the technical problems existing in the related art.

Means for Solving the Problems

[0004] To achieve the above object, the present disclosure provides a valve group integration module, and the valve group integration module includes a main body provided with a first flow path including a first branch; a connection port provided on the main body and used for connecting to corresponding thermal management devices in a thermal management system, including an indoor condenser outlet connection port, an outdoor heat exchanger inlet connection port, and a first connection port of a motor heat exchanger; a valve group provided on the main body and including a first electric valve and a second electric valve, wherein the first electric valve has a throttling and on-off function; The first port of the first motor-operated valve is connected to the indoor condenser outlet connection port, the second port of the second motor-operated valve is connected to the outdoor heat exchanger inlet connection port, and the third port of the second motor-operated valve is connected to the first connection port of the motor heat exchanger. In the first branch, a first opening for communicating with the second port of the first motor-operated valve and the third port of the first motor-operated valve respectively, and a second opening for communicating with the first port of the second motor-operated valve are provided, so that the second port of the first motor-operated valve or the third port of the first motor-operated valve can communicate with the outdoor heat exchanger inlet connection port and the first connection port of the motor heat exchanger through the first branch.

[0005] Optionally, the connection port further includes an outdoor heat exchanger outlet connection port, an indoor evaporator inlet connection port, and a second connection port of the motor heat exchanger. When one of the first connection port of the motor heat exchanger and the second connection port of the motor heat exchanger is connected to the inlet of the motor heat exchanger, the other is connected to the outlet of the motor heat exchanger. The first flow path further includes a second branch. The valve group further includes a third motor-operated valve, and the third motor-operated valve has a throttling and on-off function. In the second branch, a third opening for communicating with the outdoor heat exchanger outlet connection port, a fourth opening for communicating with the first port of the third motor-operated valve, and a fifth opening for communicating with the second connection port of the motor heat exchanger are provided, so that the first port of the third motor-operated valve can communicate with the outdoor heat exchanger outlet connection port and the second connection port of the motor heat exchanger respectively through the second branch, and the second port of the third motor-operated valve can be connected to the indoor evaporator inlet connection port.

[0006] Optionally, the connection port further includes a gas-liquid separator inlet connection port and an indoor evaporator outlet connection port. The first flow path further includes a third branch. In the third branch, a sixth opening for communicating with the third port of the third electric valve, a seventh opening for communicating with the indoor evaporator outlet connection port, and an eighth opening for communicating with the gas-liquid separator inlet connection port are provided, so that both the third port of the third electric valve and the indoor evaporator outlet connection port can communicate with the gas-liquid separator inlet connection port through the third branch.

[0007] Optionally, the valve group integration module further includes a first temperature sensor, a temperature sensor connection port communicating with the third branch is further provided on the main body, and the temperature sensor connection port is located between the indoor evaporator outlet connection port and the gas-liquid separator inlet connection port. The detection end of the first temperature sensor extends into the temperature sensor connection port and is located in the third branch.

[0008] Optionally, the connection port further includes a first connection port of the battery pack heat exchanger and a first check valve. In the second branch, a ninth opening for communicating with the first port of the first check valve is further provided. The first port of the first check valve is communicated with the outdoor heat exchanger outlet connection port through the second branch, and the second port of the first check valve can be connected to the first connection port of the battery pack heat exchanger. The first check valve is arranged to permit only the flow of fluid from its first port to its second port.

[0009] Optionally, the valve group further includes a second check valve. The first port of the second check valve is connected to the first connection port of the battery pack heat exchanger. In the first branch, a tenth opening for communicating with the second port of the second check valve is further provided, so that the second port of the second check valve can communicate with the first connection port of the motor heat exchanger through the first branch.

[0010] Optionally, the connection port further includes a gas-liquid separator inlet connection port and a second connection port of the battery pack heat exchanger. When one of the first connection port and the second connection port of the battery pack heat exchanger is connected to the inlet of the battery pack heat exchanger, the other is connected to the outlet of the battery pack heat exchanger. The first flow path further includes a third branch. The valve group further includes an expansion valve and a first on-off valve. The first ports of the expansion valve are respectively connected to the second port of the first check valve and the first port of the second check valve. The second port of the expansion valve is connected to the first connection port of the battery pack heat exchanger. The first port of the first on-off valve is connected to the second connection port of the battery pack heat exchanger. An eleventh opening for communicating with the second port of the first on-off valve is further provided in the third branch, so that the second port of the first on-off valve can communicate with the gas-liquid separator inlet connection port through the third branch.

[0011] Optionally, the connection port further includes a compressor outlet connection port. The first flow path further includes a fourth branch. The expansion valve is a two-way expansion valve. The valve group further includes a second on-off valve. The first port of the second on-off valve is connected to the compressor outlet connection port. In the fourth branch, a twelfth opening for communicating with the second port of the second on-off valve, a thirteenth opening for communicating with the second connection port of the battery pack heat exchanger, and a fourteenth opening for communicating with the first port of the first on-off valve are provided, so that both the second port of the second on-off valve and the second connection port of the battery pack heat exchanger can communicate with the first port of the first on-off valve through the fourth branch.

[0012] Optionally, the main body includes a first split body and a second split body. The first split body includes a first connection surface, and the second split body includes a second connection surface. The first connection surface is seal-connected to the second connection surface. At least one concave groove is provided on the first connecting surface, and the concave groove on the first connecting surface and the second connecting surface together define the first flow path, and / or at least one concave groove is provided on the second connecting surface, and the concave groove on the second connecting surface and the first connecting surface together define the first flow path.

[0013] Optionally, the first flow path is a curved flow path or a linear flow path.

[0014] Optionally, at least one concave groove is provided on the first connecting surface, the concave groove on the first connecting surface and the second connecting surface together define the first flow path, a plurality of second flow paths are provided inside the first divided body, and the valve group is communicated with a corresponding opening provided in the first flow path through the second flow paths.

[0015] Optionally, the valve group is communicated with a corresponding opening provided in the first flow path, and the spool of the valve in the valve group is directly communicated with the corresponding opening.

[0016] According to another aspect of the present disclosure, a vehicle thermal management system including the above valve group integration module is provided.

[0017] According to a further aspect of the present disclosure, a vehicle including the above vehicle thermal management system is provided.

[0018] In the valve group integration module according to the present disclosure, by installing flow paths such as a first flow path inside the main body, the conventional connection pipeline is replaced, which helps to reduce the design of the connection pipeline in the thermal management system. By integrating a valve group with a plurality of valves in the main body, it is convenient for maintenance and removal. At the same time, the design of brackets for attaching each valve can be effectively reduced. The internal flow path design of the main body also helps to reduce the weight of the valve group integration module, which is advantageous for the lightweight design of the entire vehicle, and the cost and fuel consumption can be reduced. At the same time, by reducing the use of parts, it also helps to reduce the layout space of the entire vehicle. In addition, the flow path of the main body of the valve group integration module can be designed flexibly, and the layout position of each valve can also be selected flexibly to adapt to different layouts of the entire vehicle, which is helpful for the platform design of the entire vehicle.

[0019] In addition, when the valve group integration module is applied to a vehicle thermal management system, the valve group integration module is connected to other heat exchange devices in the thermal management system, which helps to achieve the preset thermal management mode of the vehicle thermal management system.

[0020] Moreover, by installing a first branch and adapting it to the second electric valve, the refrigerant entering the main body through the indoor condenser outlet connection port shares the first branch and enters the outdoor heat exchanger and the motor heat exchanger respectively. Sharing the first branch helps to reduce the number of installed flow paths, which is advantageous for simplifying the structure of the valve group integration module.

[0021] Other features and advantages of the present disclosure will be described in detail in the following embodiments for carrying out the invention.

Brief Description of the Drawings

[0022] The drawings are provided for further understanding of the present disclosure, form a part of the specification, and are used in interpreting the present disclosure together with the following embodiments for carrying out the invention, but do not limit the present disclosure.

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Embodiments for Carrying out the Invention

[0023] Hereinafter, specific embodiments of the present disclosure will be described in detail with reference to the drawings. It should be understood that the specific embodiments described here are only for explaining and interpreting the present application, and not for limiting the present application.

[0024] In this disclosure, unless otherwise stated, the orientation terms "upper" and "lower" are defined based on the drawing direction of the drawings. "Upper" and "lower" are the same as the directions indicating above and below the vehicle, and "inner" and "outer" refer to the inside and outside of the relevant components. It should be noted that terms such as "first" and "second" used are for the purpose of distinguishing and explaining, and should not be understood as indicating or implying relative importance.

[0025] Also, in the description of this disclosure, unless otherwise specifically defined and limited, the terms "install", "connect", and "attach" that appear should be understood broadly. For example, they may be fixedly connected, removably connected or integrally connected, directly connected, or indirectly connected through an intermediate medium, or may be the internal communication of two elements. Those skilled in the art can understand the specific meanings of the above terms in this disclosure according to specific situations.

[0026] As shown in FIGS. 1 to 15, this disclosure provides a valve group integration module 100, and includes a vehicle thermal management system of the valve group integration module 100 and a vehicle having the vehicle thermal management system.

[0027] As shown in FIG. 1, the vehicle thermal management system can include a thermal management device and the valve group integration module 100. The thermal management device can include a compressor 600, an indoor condenser 200, an outdoor heat exchanger 300, an indoor evaporator 400, a gas-liquid separator 800, etc. The valve group integration module 100 is provided with corresponding connection ports, and the connection ports are respectively connected to the compressor 600, the indoor condenser 200, the outdoor heat exchanger 300, the indoor evaporator 400, and the gas-liquid separator 800, and are connected to each thermal management device to form various flow paths, so as to realize various preset modes of the vehicle thermal management system, such as air-conditioning cooling mode, battery cooling, battery heating, heat pump heating, air-conditioning dehumidification and other modes.

[0028] Referring to FIGS. 1 to 15, the present disclosure provides a valve group integrated module 100 including a main body 10, a connection port, and a valve group. A first flow path is provided in the main body 10. The first flow path includes a first branch 1. The connection port is provided on the main body 10 to connect to a corresponding heat management device in the heat management system. The connection port includes an indoor condenser outlet connection port 201, an outdoor heat exchanger inlet connection port 202, and a first connection port 204 of the motor heat exchanger. The indoor condenser outlet connection port 201 is used to connect to the outlet of the indoor condenser 200. The outdoor heat exchanger inlet connection port 202 is used to connect to the inlet of the outdoor heat exchanger 300. The first connection port 204 of the motor heat exchanger is used to connect to the first port 701 of the motor heat exchanger 700. The valve group is provided on the main body 10. The valve group includes a first electric valve 21 and a second electric valve 22. The first electric valve 21 has a throttling and on-off function, that is, the first electric valve 21 can be used as an on-off valve or an expansion valve.

[0029] The first port of the first electric valve 21 communicates with the indoor condenser outlet connection port 201. The second port of the second electric valve 22 is connected to the outdoor heat exchanger inlet connection port 202. The third port of the second electric valve 22 is connected to the first connection port 204 of the motor heat exchanger. In the first branch 11, a first opening 301 for communicating with the second port of the first electric valve 21 and a second opening 302 for communicating with the first port of the second electric valve 22 are provided. The second port or the third port of the first electric valve 21 can communicate with the outdoor heat exchanger inlet connection port 202 and the first connection port 204 of the motor heat exchanger 700 through the first branch 11. Thereby, the refrigerant entering the main body 10 through the indoor condenser outlet connection port 202 can flow out of the main body 10 through the outdoor heat exchanger inlet connection port 203 by the first branch 11 and the second electric valve 22, or the refrigerant entering the main body 10 through the indoor condenser outlet connection port 202 can flow out of the main body 10 through the first connection port 209 of the motor heat exchanger by the first branch 11 and the second electric valve 22.

[0030] For example, when it is necessary to let the refrigerant enter from the indoor condenser 200 into the outdoor heat exchanger 300, the second port of the first electric valve 21 is communicated with the first opening 31, the first port of the second electric valve 22 is communicated with the second opening 32, and the second port of the second electric valve 22 is communicated with the outdoor heat exchanger inlet connection port 202. In this way, the refrigerant can enter the outdoor heat exchanger 300 through the indoor condenser outlet connection port 201, the first electric valve 21, the first opening 31, the first branch 11, the second opening 32, and the second electric valve 21.

[0031] In the valve group integration module 100 according to the present disclosure, by installing a flow path such as a first flow path inside the main body 10, the conventional connection pipeline is replaced, which helps to reduce the design of the connection pipeline in the thermal management system. By integrating a valve group including a plurality of valves in the main body 10, it is convenient for maintenance and removal. At the same time, the design of the brackets for mounting each valve can be effectively reduced. The flow path design inside the main body 10 also helps to reduce the weight of the valve group integration module 100, which is beneficial to the weight reduction design of the entire vehicle, and the cost and fuel consumption can be reduced. At the same time, reducing the use of parts also helps to reduce the layout space of the entire vehicle. In addition, the flow path in the main body 10 of the valve group integration module 100 can be designed flexibly, and the layout position of each valve can also be selected flexibly to adapt to different layouts of the entire vehicle, which is beneficial to the platform design of the entire vehicle.

[0032] When applying the valve group integration module 100 to a vehicle thermal management system, the valve group integration module 100 is connected to other heat exchange devices in the thermal management system, which is beneficial for realizing a preset thermal management mode. For example, after the refrigerant passes through the indoor condenser 200 and before entering the outdoor heat exchanger 300, due to the throttling effect of the first electric valve 21, the refrigerant can absorb heat from the outdoor heat exchanger 300, realizing heat exchange with the outdoor environment. Or, after the refrigerant passes through the indoor condenser 200 and before entering the motor heat exchanger 700, due to the throttling effect of the first electric valve 21, the refrigerant can absorb heat from the motor heat exchanger 700, realizing the recovery of the waste heat of the motor.

[0033] By installing the first branch 11 and combining it with the second electric valve 21, the refrigerant entering the main body 10 through the indoor condenser outlet connection port 201 can share the first branch 11 and enter the outdoor heat exchanger 300 and the motor heat exchanger 700 respectively. Sharing the first branch 11 helps reduce the number of installed flow paths, which is beneficial for simplifying the structure of the valve group integration module 100.

[0034] Referring to FIGS. 1, 2, 7, and 8, optionally, the connection ports may include an outdoor heat exchanger outlet connection port 203, an indoor evaporator inlet connection port 206, and a second connection port 205 of the motor heat exchanger. When one of the first connection port 204 and the second connection port 205 of the motor heat exchanger is connected to the inlet of the motor heat exchanger 700 (for example, the first port 701 of the motor heat exchanger 700), the other is connected to the outlet of the motor heat exchanger 700 (for example, the second port 702 of the motor heat exchanger 700).

[0035] The outdoor heat exchanger outlet connection port 203 is used to connect to the outlet of the outdoor heat exchanger 300, and the indoor evaporator inlet connection port 206 is used to connect to the inlet of the indoor evaporator 400. The first flow path may include a second branch 12, the valve group further includes a third electric valve 23, and the third electric valve 23 has a throttling and on-off function, that is, the third electric valve 23 can be used both as an on-off valve and as an expansion valve. In the second branch 12, a third opening 303 for communicating with the outdoor heat exchanger outlet connection port 203, a fourth opening 304 for communicating with the first port of the third electric valve 23, and a fifth opening 305 for communicating with the second connection port 205 of the motor heat exchanger are provided. The first port of the third electric valve 23 communicates with the outdoor heat exchanger outlet connection port 203 and the second connection port 205 of the motor heat exchanger respectively through the second branch 12, and the second port of the third electric valve 23 is connected to the indoor evaporator inlet connection port 206, so that the refrigerant flowing into the main body 10 through the outdoor heat exchanger outlet connection port 204 or the refrigerant entering the main body 10 through the second connection port 210 of the motor heat exchanger flows out of the main body 10 through the indoor evaporator inlet connection port 205 by the second flow path 12.

[0036] Based on this, the refrigerant entering the main body 10 through the outdoor heat exchanger outlet connection port 203 and the refrigerant entering the main body 10 through the second connection port 205 of the motor heat exchanger can share the second branch 12 and flow into the indoor evaporator 400. Sharing the second branch 11 helps to reduce the number of installed flow paths, which is beneficial to the simplification of the structure of the valve group integration module 100.

[0037] Specifically, when it is necessary to allow the refrigerant to enter from the outdoor heat exchanger 300 into the indoor evaporator 400, the first port of the third electric valve 23 can be communicated with the fourth opening 304, and the second port of the third electric valve 23 can be communicated with the indoor evaporator inlet connection port 206. In this way, the refrigerant can enter the indoor evaporator 400 from the indoor evaporator inlet connection port 206 through the outdoor heat exchanger outlet connection port 203, the third opening 303, the second branch 11, the fourth opening 304, the first port of the third electric valve 23 and the second port of the third electric valve 23.

[0038] When it is necessary to let the refrigerant enter from the motor heat exchanger 700 into the indoor evaporator 400, the first port of the third electric valve 23 can be communicated with the fifth opening 305, and the second port of the third electric valve 23 can be communicated with the indoor evaporator inlet connection port 206. In this way, the refrigerant can enter the indoor evaporator 400 from the indoor evaporator inlet connection port 206 through the second connection port 205 of the motor heat exchanger, the fifth opening 305, the second branch 11, the fourth opening 304, the first port of the third electric valve 23 and the second port of the third electric valve 23.

[0039] Moreover, since the third electric valve 23 can be used as an expansion valve, the refrigerant entering the main body 10 through the outdoor heat exchanger outlet connection port 203 can be throttled, so that the low-temperature and low-pressure refrigerant can enter the indoor evaporator 400 and evaporate to absorb heat, which is advantageous for realizing the air-conditioning cooling mode and the air-conditioning dehumidifying mode.

[0040] Please refer to FIGS. 1, 2, 5 and 8. Optionally, the connection ports may further include a gas-liquid separator inlet connection port 211 and an indoor evaporator outlet connection port 207. The gas-liquid separator inlet connection port 211 is used to connect to the inlet of the gas-liquid separator 800, and the indoor evaporator outlet connection port 207 is used to connect to the outlet of the indoor evaporator 400.

[0041] The first flow path may further include a third branch 13. In the third branch 13, a sixth opening 306 for communicating with the third port of the third electric valve 23, a seventh opening 307 for communicating with the indoor evaporator outlet connection port 207, and an eighth opening 308 for communicating with the gas-liquid separator inlet connection port 211 are provided. Both the third port of the third electric valve 23 and the indoor evaporator outlet connection port 207 can be communicated with the gas-liquid separator inlet connection port 211 by the third branch 13, so that the refrigerant entering the main body 10 through the evaporator outlet connection port 206 can flow out of the main body 10 through the gas-liquid separator inlet and outlet 211 by the third flow path 13, or the refrigerant entering the main body 10 through the outdoor heat exchanger outlet connection port 204 can flow out of the main body 10 through the gas-liquid separator inlet and outlet 211 by the third flow path 13.

[0042] Based on this, the refrigerant entering the main body 10 through the indoor evaporator outlet connection port 207 and the refrigerant flowing through the third port of the third electric valve 23 can share the third branch 13 and flow out to the gas-liquid separator inlet connection port 211, thereby flowing out of the main body 10. Sharing the third branch 13 helps reduce the number of flow paths installed, which is beneficial for simplifying the structure of the valve group integration module 100.

[0043] Also, by combining the above means, the refrigerant flowing out of the third port of the third electric valve 23 can flow out of the gas-liquid separator 800 through the gas-liquid separator inlet connection port 211. Therefore, with the combination of the first electric valve 21, the second electric valve 22, and the third electric valve 23, the vehicle thermal management system can have an air conditioning cooling mode. In this mode, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 600 passes through the in-vehicle condenser 200 (at this time, the in-vehicle condenser may not perform heat dissipation work), enters the main body 10 through the in-vehicle condenser outlet connection port 201 on the main body 10, and then the refrigerant sequentially passes through the first electric valve 21, the first branch 11, and the second electric valve 22 and enters the outdoor heat exchanger 300. At this time, the first electric valve 21 can function as an on-off valve and is in an on state. After the refrigerant is dissipated in heat in the outdoor heat exchanger 300, it can enter the third electric valve 23 through the second branch 12. At this time, the third electric valve 23 functions as an expansion valve, throttles the refrigerant to reduce the pressure so as to atomize the refrigerant, and the atomized refrigerant enters the in-vehicle evaporator 400. After the refrigerant is vaporized and cooled in the in-vehicle evaporator 400, it flows into the gas-liquid separator 800 from the gas-liquid separator inlet connection port 211 through the third branch 13, and finally returns to the compressor 600 to complete the primary air conditioning cooling.

[0044] Please refer to FIGS. 1, 2 and 8. Optionally, the valve group integration module may further include a first temperature sensor 60. A temperature sensor connection port 315 communicating with a third branch 13 is further provided on the main body 10. The temperature sensor connection port 315 is located between the indoor evaporator outlet connection port 207 and the gas-liquid separator inlet connection port 211. The detection end of the first temperature sensor 60 extends into the temperature sensor connection port 315 and is located within the third branch 13. The first temperature sensor 60 is used to monitor the temperature of the cooling fluid flowing out of the outlet of the in-vehicle evaporator 400. Specifically, when the temperature sensor 60 detects that the temperature of the cooling liquid flowing out of the outlet of the in-vehicle evaporator 400 is too high or too low, the flow rate of the third electric valve 23 can be adjusted accordingly. The first temperature sensor 60 may be a PT sensor.

[0045] As shown in FIGS. 1, 6 and 8, the connection port further includes a first connection port 208 of the battery pack heat exchanger and a first check valve 51. A ninth opening 309 for communicating with a first port of the first check valve 51 is further provided in the second branch 12. The first port of the first check valve 51 communicates with the outdoor heat exchanger outlet connection port 203 through the second branch 12. The second port of the first check valve 51 is connected to the first connection port 208 of the battery pack heat exchanger. The first check valve 51 is arranged to permit only the flow of fluid from its first port to its second port. The refrigerant entering the main body 10 from the outdoor heat exchanger outlet connection port 204 flows out of the main body 10 through the first connection port 207 of the battery pack heat exchanger by way of the second flow path 12.

[0046] As shown in FIGS. 1 and 8, in this embodiment, the refrigerant that enters the main body 10 through the outdoor heat exchanger outlet inlet 203 flows into the first check valve 51 through the second branch 12, and can enter the battery pack heat exchanger 500 through the first connection port 208 of the battery pack heat exchanger via the first check valve 51, thereby realizing heat exchange with the battery pack heat exchanger 500. Moreover, since the first port inlet of the first check valve 51 and the outdoor heat exchanger outlet connection port 203 are also communicated by the second branch 12, it helps to further reduce the number of installed flow paths, which is advantageous for simplifying the structure of the valve group integration module 100.

[0047] Please refer to FIGS. 1 and 8. Optionally, the valve group further includes a second check valve 52. The first port of the second check valve 52 is connected to the first connection port 208 of the battery pack heat exchanger. A tenth opening 310 for communicating with the second port of the second check valve 52 is provided in the first branch 11. The second port of the second check valve 52 is communicated with the first connection port 204 of the motor heat exchanger by the first branch 11. Thereby, the refrigerant that enters the main body 10 through the first connection port 208 of the battery pack heat exchanger can flow out of the main body 10 through the first connection port of the motor heat exchanger through the first branch 11. Since the second port outlet of the second check valve 52 and the first connection port 204 of the motor heat exchanger are also communicated by the first branch 11, it helps to further reduce the number of installed flow paths, which is advantageous for simplifying the structure of the valve group integration module 100.

[0048] Refer to FIGS. 1, 2, 8 and 9. Optionally, the connection port may further include a second connection port 209 of the battery pack heat exchanger. When one of the first connection port 208 and the second connection port 209 of the battery pack heat exchanger is connected to the inlet of the battery pack heat exchanger 500, the other is connected to the outlet of the battery pack heat exchanger 500. The valve group may further include an expansion valve 40 and a first on-off valve 31. The first port of the expansion valve 40 communicates with the second port of the first check valve 51 and the first port of the second check valve 52, respectively. The second port of the expansion valve 40 is connected to the first connection port 208 of the battery pack heat exchanger. The first port of the first on-off valve 31 is connected to the second connection port 209 of the battery pack heat exchanger. An eleventh opening 311 is provided in the third branch 13 to communicate with the second port of the first on-off valve 31. The second port of the first on-off valve 31 communicates with the gas-liquid separator inlet connection port 21 through the third branch 13, so that the refrigerant flowing into the main body 10 through the second connection port 208 of the battery pack heat exchanger can flow out of the main body 10 through the gas-liquid separator inlet outlet 211 by the third flow path 13. In this embodiment, since the second port of the first on-off valve 31 and the gas-liquid separator inlet connection port 211 are also communicated by the third branch 13, it is helpful to further reduce the number of installed flow paths, which is advantageous for simplifying the structure of the valve group integration module 100.

[0049] Moreover, by combining the above means, a battery cooling mode can also be realized by the combination of the first electric valve 21, the second electric valve 22, and the expansion valve 40. In this mode, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 600 passes through the in-vehicle condenser 200 (at this time, the in-vehicle condenser does not need to perform heat dissipation), then enters the main body 10 through the in-vehicle condenser outlet connection port 201 on the main body 10. After that, the refrigerant sequentially passes through the first electric valve 21, the first branch 11, and the second electric valve 22 and enters the outdoor heat exchanger 300. At this time, the first electric valve 21 can function as an on-off valve and is in the on state. After the refrigerant is radiated in the outdoor heat exchanger 300, it can enter the first check valve 51 through the second branch 12, then passes through the expansion valve 40. The expansion valve throttles and reduces the pressure of the refrigerant so as to atomize the refrigerant. The atomized refrigerant enters the battery pack heat exchanger 500 through the first connection port 208 of the battery pack heat exchanger on the main body 10, realizing the cooling of the battery pack. The coolant from the battery pack heat exchanger 500 can enter the main body 10 through the second connection port 209 of the battery pack heat exchanger, then passes through the first on-off valve 31, and next, flows into the gas-liquid separator 800 from the gas-liquid separator inlet 211 through the third branch 13, and finally returns to the compressor 600, completing one battery cooling mode.

[0050] As shown in FIGS. 1, 2, and 8, the connection port may further include a compressor outlet connection port 210, and the first flow path further includes a fourth branch 14. The expansion valve 40 is a two-way expansion valve, and the valve group further includes a second on-off valve 32. The first port of the second on-off valve 32 is connected to the compressor outlet connection port 210. In the fourth branch 14, a thirteenth opening 313 for communicating with the second port of the second on-off valve 32, a fourteenth opening 314 for communicating with the second connection port 209 of the battery pack heat exchanger, and a fifteenth opening 315 for communicating with the first port of the first on-off valve 31 are provided. Both the second port of the second on-off valve 32 and the second connection port 209 of the battery pack heat exchanger 500 can communicate with the first port of the first on-off valve 31 through the fourth branch 14, and the refrigerant entering the main body 10 through the compressor outlet inlet 201 can flow out of the main body 10 through the second connection port 208 of the battery pack heat exchanger via the fourth branch 14, or the refrigerant entering the main body 10 from the fourth branch through the second connection port 208 of the battery pack heat exchanger can flow out of the main body 10 through the gas-liquid separator outlet connection port 211.

[0051] In this embodiment, the fourth branch 14 is shared between the second connection port 209 of the battery pack heat exchanger and the first on-off valve 31, and between the second on-off valve 32 and the second connection port 209 of the battery pack heat exchanger, which helps to reduce the number of installed flow paths, and thereby is advantageous for simplifying the structure of the valve group integration module 100.

[0052] In addition, by combining the above means, it is also possible to realize the battery heating mode by means of the combined use of the second on-off valve 32, the expansion valve 40, and the third electric valve 23. In this mode, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 600 enters the battery heat exchanger 500 from the second connection port 209 of the battery pack heat exchanger, which serves as the inlet at this time, through the second on-off valve 32 and the fourth branch 14, heats the battery, and the refrigerant flowing out from the battery pack heat exchanger 500 enters the main body 10 through the first connection port 208 of the battery pack heat exchanger. Then, it can enter the third electric valve 23 through the second branch 12. At this time, the third electric valve 23 functions as an on-off valve and is in the on state, allowing the refrigerant to flow into the gas-liquid separator 800 from the gas-liquid separator inlet 211 through the third branch 13, and finally returning to the compressor 600 to complete one cycle of the battery heating mode.

[0053] In the present disclosure, the first branch 11, the second branch 12, the third branch 13, and the fourth branch 14 in the first flow path can be located in substantially the same plane, and laying out the first flow path in the same plane is helpful for manufacturing, processing, and subsequent maintenance.

[0054] It can be understood that in the present disclosure, other flow paths are provided in the main body 10 in addition to the above-mentioned first flow path so that the external heat exchange device and the valve group communicate with the first flow path.

[0055] The present disclosure does not limit the specific structure of the main body 10. Optionally, referring to FIG. 2, the main body 10 can include a first divided body 1 and a second divided body 2. The first divided body 1 includes a first connection surface 101, and the second divided body 2 includes a second connection surface (not shown). The first connection surface 101 is sealingly connected to the second connection surface. At least one concave groove is provided on the first connection surface 101, and the concave groove on the first connection surface 101 and the second connection surface together define the first flow path. When the first divided body 1 and the second divided body 2 are bonded together, the second connection surface of the second divided body 2 covers the concave groove of the first connection surface 101 of the first divided body 1, and the part covering the opening of the concave groove of the second connection surface and the groove wall of the concave groove together surround to form the first flow path.

[0056] Alternatively, in other embodiments, at least one concave groove is provided on the second connection surface 201, and the concave groove on the second connection surface 201 and the first connection surface 101 together define a first flow path. When the first split body 1 and the second split body 2 are bonded together, the first connection surface of the first split body 1 is covered by the concave groove on the second connection surface 201 of the second split body 2, and the covered portion and the groove wall of the concave groove of the first connection surface 101 together surround to form the first flow path.

[0057] In an alternative embodiment, at least one concave groove is provided on the first connection surface 101, the concave groove on the first connection surface 101 and the second connection surface 201 together define a first flow path, a plurality of second flow paths 120 are provided inside the first split body 1, and the valve group or the external heat exchanger device can communicate with the corresponding openings provided in the first flow path through the second flow paths 120.

[0058] Understandably, the second flow path here refers to the internal flow path on the first split body 1. For example, referring to FIG. 12, the first port of the expansion valve 40 can communicate with the first port of the second check valve 51 through one second flow path 120.

[0059] In other embodiments of the present disclosure, the valve group communicates with the corresponding openings provided in the first flow path, and the spool of the valve in the valve group is directly communicated with the corresponding openings. That is, after the valve is attached to the main body 10, the ports on the spool can directly correspond to the openings on the first flow path, and the flow path between the ports on the spool and the corresponding openings can be saved.

[0060] To adapt to different installation scenarios, in the embodiments according to the present disclosure, the concave groove may be a curved concave groove or a straight concave groove, so that the first flow path is a straight flow path or a curved flow path.

[0061] When the concave groove is a curved concave groove, in order to reduce the resistance of the fluid flowing in the first flow path 110, the angle θ at the bending position of the curved concave groove may be 50° to 180°. In this way, in the process of the fluid flowing in the concave groove, since there is a small fluid resistance between the fluid and the concave groove, the fluid flows more smoothly in the concave groove, and the energy consumption in the fluid flow process decreases. Preferably, the angle θ may be 110° to 180°.

[0062] Optionally, the cross-section of the concave groove has a U-shaped shape with a smooth transition. While the U-shaped concave groove is convenient for processing, the concave groove with a smooth transition makes the fluid resistance received by the fluid smaller during the process of flowing in the concave groove, and the fluid can flow more smoothly in the first flow path.

[0063] Optionally, as shown in FIG. 2, the first divided body 1 may be provided with a water flow groove 102 that can guide the water accumulated in the screw holes for connecting the motor heat exchanger 700 and the main body 10.

[0064] In order to easily install each valve and related components, as shown in FIGS. 1 to 7, the main body 10 may be provided with a plurality of insertion holes, and the first electric valve 21, the third electric valve 22, the third electric valve 23, the first on-off valve 31, the second on-off valve 32, the expansion valve 40, the first check valve 51 and the second check valve 52 can be inserted into the corresponding insertion holes.

[0065] Here, the threads provided on the first on-off valve 31 and the second on-off valve 32 are connected to the corresponding threaded insertion holes on the main body 10. Also, as shown in FIG. 5, the installation positions of the first on-off valve 31 and the second on-off valve 32 can be designed on the same side, shortening the flow path between the outlet of the second on-off valve 32 and the inlet of the first on-off valve 31 and avoiding forming corners in the flow path, having low fluid resistance performance.

[0066] Please refer to FIGS. 4 and 5. The spool ends of the first motorized valve 21, the third motorized valve 22, and the third motorized valve 23 are inserted into corresponding insertion ports on the main body 10 and fixed to the main body 10 with pins having threads provided at their ends. Specifically, the spools of the first motorized valve 21, the third motorized valve 22, and the spool of the third motorized valve are respectively assembled and connected to a seal block, connected to the corresponding insertion holes by an adjusting seat with threads, and the motor is connected to the corresponding spool by mating and then fixed and connected to the main body with screws.

[0067] Male threads are provided on the first check valve 51 and the second check valve 52 themselves, and female threads are provided in corresponding insertion holes on the main body 10. In this way, the first check valve 51 and the second check valve 52 can be screwed into the corresponding insertion holes. They are fixed with an elastic retaining ring and sealed with a plug.

[0068] In the present disclosure, the motor heat exchanger 700 is fitted by a connecting joint welded to the main body 10, sealed with an O-ring, and tightened and connected with screws.

[0069] In the present disclosure, drive motors corresponding to the first motorized valve 21, the second motorized valve 22, and the third motorized valve 23 are respectively provided. By rotating the spool by the drive motor, accurate control of the flow rate and cutoff of the flow rate are realized, and switching operations of each function of the thermal management system are achieved. As shown in FIG. 4, taking the first motorized valve 21 as an example, by driving the rotation of the spool 211 of the first motorized valve by the drive motor 212, the first port of the first motorized valve 21 and the second port of the first motorized valve 21 can be selectively communicated, or the first port of the first motorized valve 21 and the third port of the first motorized valve can be communicated.

[0070] As shown in FIG. 1, optionally, the vehicle thermal management system may further include a second temperature sensor 62. The first temperature sensor 62 can be used to monitor the refrigerant temperature at the outlet of the compressor 600. The second temperature sensor 62 may be a PT sensor.

[0071] As shown in Fig. 1, optionally, the vehicle thermal management system may further include a motor high-pressure system 910, a pump 920, a makeup water tank 930, a radiator 940, and a three-way valve 950. The motor high-pressure system 910, the pump 920, the makeup water tank 930, the radiator 940, and the three-way valve 950 can be connected to the motor to form a coolant flow path.

[0072] The first port of the three-way valve 950 is connected to the fourth opening 704 of the motor heat exchanger 700. The second port of the three-way valve 950 is used to connect to the inlet of the radiator 940. The third port of the three-way valve 950 is used to connect to the inlet of the high-pressure system 910. In this embodiment, the coolant passing through the three-way valve 950 can be divided into two parts. One part enters the radiator 940, and the other part enters the high-pressure system 910 having a motor, an electronic control device, etc. The heat in the high-pressure system 910 is carried to the motor heat exchanger 700 to exchange heat with the refrigerant circuit.

[0073] Hereinafter, with reference to the drawings, the operation processes of several typical operation modes in the vehicle thermal management system according to an embodiment of the present disclosure will be specifically described.

[0074] Specifically, eleven operation modes of the vehicle thermal management system will be described, including an air conditioning cooling mode, a heat pump heating mode, a battery heating mode, a battery cooling mode, a dual operation mode of air conditioning cooling and battery cooling, a dual operation mode of air conditioning cooling and battery heating, a dual operation mode of heat pump heating and battery heating, a dual operation mode of heat pump heating and battery cooling, a dual operation mode of air conditioning cooling and air conditioning heating and dehumidification, a triple operation mode of air conditioning cooling + air conditioning heating and dehumidification + battery cooling, and a triple operation mode of air conditioning cooling + air conditioning heating and dehumidification + battery heating.

[0075] 1. Air conditioning cooling mode

[0076] Please refer to Fig. 1. In this mode, the main flow path of the refrigerant is: compressor 600 → indoor condenser 200 → first electric valve 21 → second electric valve 22 → outdoor heat exchanger 300 → third electric valve 23 → indoor evaporator 400 → gas-liquid separator 800 → compressor 600. It should be noted that in this mode, although the refrigerant flowing out from the outlet of the compressor 600 flows through the indoor condenser 200, it is not necessary to blow it onto the indoor condenser 200 by a fan or blower. Thus, the high-temperature and high-pressure refrigerant flowing into the indoor condenser 200 does not release heat and condense in the indoor condenser 200. That is, in this mode, the indoor condenser 200 functions as a flow-through passage.

[0077] As shown in Figs. 1 to 9, by combining the valve group integration module 100 according to the present disclosure, the specific flow path of the refrigerant is: compressor 600 → indoor condenser 200 → indoor condenser outlet connection port 201 → first port of the first electric valve 21 → second port of the first electric valve 21 → first opening 301 → first branch 1111 → second opening 302 → first port of the second electric valve 22 → second port of the second electric valve 22 → outdoor heat exchanger inlet connection port 202 → outdoor heat exchanger 300 → outdoor heat exchanger outlet connection port 203 → third opening 303 → second branch 12 → fourth opening 304 → first port of the third electric valve 23 → second port of the third electric valve 23 → indoor evaporator inlet connection port 206 → indoor evaporator 400 → indoor evaporator outlet connection port 207 → seventh opening 307 → third branch 13 → eighth opening 308 → gas-liquid separator inlet connection port 211 → gas-liquid separator 800 → compressor 600.

[0078] In this mode, the first port of the first electric valve 21 communicates with the second port of the first electric valve 21, and the first electric valve 21 functions as an on-off valve without restricting the refrigerant. The first port of the third electric valve 23 communicates with the second port of the third electric valve 23, and the third electric valve 23 functions as an expansion valve to throttle the refrigerant and lower the pressure, enabling the low-temperature and low-pressure refrigerant to evaporate and absorb heat in the indoor evaporator 400 to achieve the control of the cooling mode. For the first electric valve 21 and the second electric valve 22, the corresponding spools of the electric valves can be driven by their respective drive motors to switch the connected ports.

[0079] Also, between the compressor 600 and the indoor condenser 200, between the compressor 600 and the gas-liquid separator 800, and between each connection port of the valve group integration module 100 and the corresponding heat exchange device can be connected by pipelines.

[0080] 2. Heat pump heating mode

[0081] Please refer to FIG. 1. In this mode, the main flow path of the refrigerant is: compressor 600 → indoor condenser 200 → first electric valve 21 → second electric valve 22 → motor heat exchanger 700 → third electric valve 23 → gas-liquid separator → compressor 600. In this mode, the refrigerant flowing out from the outlet of the compressor 600 dissipates heat in the indoor condenser 200. When the indoor condenser 200 dissipates heat, it combines with the wind to heat the PTC, and the vehicle interior can be heated.

[0082] As shown in FIGS. 1 to 9, by combining the valve group integration module 100 according to the present disclosure, the specific flow path of the refrigerant is: compressor 600 → indoor condenser 200 → indoor condenser outlet connection port 201 → first port of the first electric valve 21 → third port of the first electric valve 21 → first opening 301 → first branch 11 → second opening 302 → first port of the second electric valve 22 → third port of the second electric valve 22 → first connection port 204 of the motor heat exchanger → motor heat exchanger 700 → second connection port 205 of the motor heat exchanger → fifth opening 305 → second branch 12 → fourth opening 304 → first port of the third electric valve 23 → third port of the third electric valve 23 → sixth opening 306 → third branch 13 → eighth opening 308 → gas-liquid separator inlet connection port 211 → gas-liquid separator 800 → compressor 600.

[0083] In this mode, the first port of the first electric valve 21 communicates with the third port of the first electric valve 21. The first electric valve 21 functions as an expansion valve to throttle the refrigerant and allow the low-temperature and low-pressure refrigerant to absorb heat by evaporation in the motor heat exchanger 700. The first port of the third electric valve 23 communicates with the third port of the third electric valve 23. The third electric valve 23 functions as an on-off valve.

[0084] 3. Battery Cooling Mode

[0085] Please refer to Figure 1. In this mode, the main flow path of the refrigerant is: compressor 600 → indoor condenser 200 → first electric valve 21 → second electric valve 22 → outdoor heat exchanger 300 → first check valve 51 → expansion valve 40 → battery pack heat exchanger 500 → first on-off valve 31 → gas-liquid separator 800 → compressor 600. It should be noted that in this mode, the refrigerant flowing out from the outlet of the compressor 600 flows through the indoor condenser 200, but it is not necessary to blow it onto the indoor condenser 200 by a fan or a blower. Therefore, the high-temperature and high-pressure refrigerant flowing into the indoor condenser 200 is not dissipated and condensed in the indoor condenser 200. That is, in this mode, the indoor condenser 200 functions as a flow-through channel.

[0086] As shown in Figures 1 to 9, by combining the valve group integration module 100 according to the present disclosure, the specific flow path of the refrigerant is: compressor 600 → indoor condenser 200 → indoor condenser outlet connection port 201 → first port of the first electric valve 21 → second port of the first electric valve 21 → first opening 301 → first branch 1111 → second opening 302 → first port of the second electric valve 22 → second port of the second electric valve 22 → outdoor heat exchanger inlet connection port 202 → outdoor heat exchanger 300 → outdoor heat exchanger outlet connection port 203 → third opening 303 → second branch 12 → fifth opening 305 → first port of the first check valve 51 → second port of the first check valve 51 → first port of the expansion valve 40 → second port of the expansion valve 40 → first connection port 208 of the battery pack heat exchanger → battery pack heat exchanger 500 → second connection port 209 of the battery pack heat exchanger → thirteenth opening 313 → fourth branch 14 → fourteenth opening 314 → first port of the first on-off valve 31 → second port of the first on-off valve 31 → eleventh opening 311 → third branch 13 → eighth opening 308 → gas-liquid separator inlet connection port 211 → gas-liquid separator 800 → compressor 600.

[0087] In this mode, the first port of the first electric valve 21 communicates with the second port of the first electric valve 21. The first electric valve 21 functions as an on-off valve and does not throttle the refrigerant. The expansion valve 40 can throttle the refrigerant to reduce the pressure, and the low-temperature and low-pressure refrigerant can absorb heat by evaporation in the battery pack heat exchanger 500.

[0088] 4. Battery Heating Mode

[0089] Please refer to Figure 1. In this mode, the main flow path of the refrigerant is: compressor 600 → second on-off valve 32 → battery pack heat exchanger 500 → second check valve 52 → motor heat exchanger 700 → third electric valve 23 → gas-liquid separator → compressor 600. The high-temperature refrigerant from the compressor 600 is used to exchange heat with the battery pack heat exchanger 500 to heat the battery.

[0090] As shown in Figures 1 to 9, by combining the valve group integration module 100 according to the present disclosure, the specific flow path of the refrigerant is: compressor 600 → compressor outlet connection port 210 → first port of the first on-off valve 31 → second port of the first on-off valve 31 → twelfth opening 312 → fourth branch 14 → thirteenth opening 313 → second connection port 209 of the battery pack heat exchanger → battery pack heat exchanger 500 → first connection port 208 of the battery pack heat exchanger → first port of the second check valve 52 → second port of the second check valve 52 → tenth opening 310 → first branch 1111 → first connection port 204 of the motor heat exchanger → motor heat exchanger 700 → second connection port 205 of the motor heat exchanger → fifth opening 305 → second branch 12 → fourth opening 304 → first port of the third electric valve 23 → third port of the third electric valve 23 → sixth opening 306 → third branch 13 → eighth opening 308 → gas-liquid separator inlet connection port 211 → gas-liquid separator 800 → compressor 600.

[0091] In this mode, the expansion valve 40 can throttle the refrigerant, and the low-temperature and low-pressure refrigerant can absorb heat by evaporation in the motor heat exchanger 700. The first port of the third electric valve 23 communicates with the third port of the third electric valve 23, and the third electric valve 23 functions as an on-off valve.

[0092] 5. Dual operation mode of air conditioning cooling and battery cooling

[0093] In this mode, the refrigerant has two flow paths. One flow path is: compressor 600 → indoor condenser 200 → first electric valve 21 → second electric valve 22 → outdoor heat exchanger 300 → third electric valve 23 → indoor evaporator 400 → gas-liquid separator 800 → compressor 600. The other flow path is: compressor 600 → indoor condenser 200 → first electric valve 21 → second electric valve 22 → outdoor heat exchanger 300 → first check valve 51 → expansion valve 40 → battery pack heat exchanger 500 → first on-off valve 31 → gas-liquid separator 800 → compressor 600.

[0094] It should be noted that in this mode, the refrigerant flowing out from the outlet of the compressor 600 flows through the indoor condenser 200, but it does not need to be blown onto the indoor condenser 200 by a fan or blower. Thus, the high-temperature and high-pressure refrigerant flowing into the indoor condenser 200 is not allowed to dissipate heat and condense in the indoor condenser 200. That is, in this mode, the indoor condenser 200 functions as a flow-through channel.

[0095] Regarding the specific components and flow paths through which the refrigerant flows in this mode, reference can be made to the descriptions of the aforementioned air conditioning cooling mode and battery cooling mode, and they will not be repeated here.

[0096] 6. Dual operation mode of air conditioning cooling and battery heating

[0097] Please refer to Figure 1. In this mode, the refrigerant has two flow paths. One flow path is: compressor 600 → indoor condenser 200 → first electric valve 21 → second electric valve 22 → outdoor heat exchanger 300 → third electric valve 23 → indoor evaporator 400 → gas-liquid separator 800 → compressor 600. The other flow path is: compressor 600 → second on-off valve 32 → battery pack heat exchanger 500 → second check valve 52 → motor heat exchanger 700 → third electric valve 23 → gas-liquid separator 800 → compressor 600. The high-temperature refrigerant from the compressor 600 is used to exchange heat with the battery pack heat exchanger 500 to heat the battery.

[0098] As for the points that need to be explained, in this mode, the refrigerant flowing out from the outlet of the compressor 600 flows through the indoor condenser 200, but it does not need to be blown onto the indoor condenser 200 by a fan or a blower. Therefore, the high-temperature and high-pressure refrigerant flowing into the indoor condenser 200 is prevented from releasing heat and condensing in the indoor condenser 200. That is, in this mode, the indoor condenser 200 functions as a flow-through channel.

[0099] Regarding the specific components and flow paths through which the refrigerant flows in this mode, reference can be made to the descriptions of the aforementioned air-conditioning cooling mode and battery cooling mode, and they will not be repeated here.

[0100] 7. Dual operation mode of heat pump heating and battery heating

[0101] Please refer to Figure 1. In this mode, there are two refrigerant flow paths. One of the flow paths is: compressor 600 → indoor condenser 200 → first electric valve 21 → second electric valve 22 → motor heat exchanger 700 → third electric valve 23 → gas-liquid separator 800 → compressor 600. In this mode, the refrigerant flowing out from the outlet of the compressor 600 releases heat in the indoor condenser 200. When the indoor condenser 200 releases heat, it combines with the wind to heat the PTC, and the inside of the vehicle can be heated. The other flow path is: compressor 600 → second on-off valve 32 → battery pack heat exchanger 500 → second check valve 52 → motor heat exchanger 700 → third electric valve 23 → gas-liquid separator 800 → compressor 600. The high-temperature refrigerant from the compressor 600 is used to exchange heat with the battery pack heat exchanger 500 to heat the battery.

[0102] Regarding the specific components and flow paths through which the refrigerant flows in this mode, reference can be made to the descriptions of the aforementioned heat pump heating mode and battery heating mode, and they will not be repeated here.

[0103] 8. Dual operation mode of heat pump heating and battery cooling

[0104] Please refer to FIG. 1. In this mode, the refrigerant has two flow paths. One flow path is: compressor 600 → indoor condenser 200 → first electric valve 21 → second electric valve 22 → motor heat exchanger 700 → third electric valve 23 → gas-liquid separator 800 → compressor 600. In this mode, the refrigerant flowing out from the outlet of the compressor 600 dissipates heat in the indoor condenser 200. When the indoor condenser 200 dissipates heat, it combines with the air to heat the PTC, and the interior of the vehicle can be heated. The other flow path is: compressor 600 → indoor condenser 200 → first electric valve 21 → second electric valve 22 → outdoor heat exchanger 300 → first check valve 51 → expansion valve 40 → battery pack heat exchanger 500 → first on-off valve 31 → gas-liquid separator 800 → compressor 600. It should be noted that in this mode, although the refrigerant flowing out from the outlet of the compressor 600 flows through the indoor condenser 200, it does not need to be blown onto the indoor condenser 200 by a fan or blower, so that the high-temperature and high-pressure refrigerant flowing into the indoor condenser 200 does not dissipate heat and condense in the indoor condenser 200. That is, in this mode, the indoor condenser 200 functions as a flow-through channel. For the specific components and flow paths of the refrigerant in this mode, reference can be made to the descriptions of the above-mentioned heat pump heating mode and battery cooling mode, and they will not be repeated here.

[0105] 9. Dual operation mode of air conditioning cooling and air conditioning heating and dehumidification

[0106] In this mode, the main flow path of the refrigerant is: compressor 600 → indoor condenser 200 → first electric valve 21 → second electric valve 22 → outdoor heat exchanger 300 → third electric valve 23 → indoor evaporator 400 → gas-liquid separator 800 → compressor 600.

[0107] Combining the valve group integration module 100 according to the present disclosure, the specific flow path of the refrigerant is: compressor 600 → indoor condenser 200 → indoor condenser outlet connection port 201 → first port of the first electric valve 21 → second port of the first electric valve 21 → first opening 301 → first branch 1111 → second opening 302 → first port of the second electric valve 22 → second port of the second electric valve 22 → outdoor heat exchanger inlet connection port 202 → outdoor heat exchanger 300 → outdoor heat exchanger outlet connection port 203 → third opening 303 → second branch 12 → fourth opening 304 → first port of the third electric valve 23 → second port of the third electric valve 23 → indoor evaporator inlet connection port 206 → indoor evaporator 400 → indoor evaporator outlet connection port 207 → seventh opening 307 → third branch 13 → eighth opening 308 → gas-liquid separator inlet connection port 211 → gas-liquid separator 800 → compressor 600.

[0108] In this mode, the refrigerant flowing out from the outlet of the compressor 600 dissipates heat in the indoor condenser 200, the refrigerant entering the indoor evaporator 400 evaporates and absorbs heat, absorbs the heat of the indoor environment, the indoor moist air reaches the dew point temperature and condenses and is discharged as water, achieving a dehumidifying effect. Adding the heat dissipation of the indoor condenser 200 to the dehumidified environment enables the environmental temperature to reach a relatively comfortable temperature, and by blowing air into the passenger compartment with a fan, a relatively comfortable environmental temperature in the passenger compartment can be realized.

[0109] In this mode, the first port of the first electric valve 21 communicates with the second port of the first electric valve 21, and the first electric valve 21 functions as an on-off valve and does not throttle the refrigerant. The first port of the third electric valve 23 communicates with the second port of the third electric valve 23, and the third electric valve 23 functions as an expansion valve, throttles the refrigerant to reduce the pressure, and enables the low-temperature and low-pressure refrigerant to evaporate and absorb heat in the indoor evaporator 400.

[0110] 10. Triple operation mode of air conditioning cooling + air conditioning heating and dehumidifying + battery cooling

[0111] In this mode, the refrigerant has two flow paths. One flow path is: compressor 600 → indoor condenser 200 → first electric valve 21 → second electric valve 22 → outdoor heat exchanger 300 → third electric valve 23 → indoor evaporator 400 → gas-liquid separator 800 → compressor 600. The other flow path is: compressor 600 → indoor condenser 200 → first electric valve 21 → second electric valve 22 → outdoor heat exchanger 300 → first check valve 51 → expansion valve 40 → battery pack heat exchanger 500 → first on-off valve 31 → gas-liquid separator 800 → compressor 600.

[0112] In this mode, the refrigerant flowing out from the outlet of the compressor 600 dissipates heat in the indoor condenser 200, the refrigerant entering the indoor evaporator 400 evaporates and absorbs heat, absorbs the heat of the indoor environment, the indoor humid air reaches the dew point temperature and condenses and is discharged as water, achieving a dehumidification effect. Adding the heat dissipation of the indoor condenser 200 to the dehumidified environment, the environmental temperature reaches a relatively comfortable temperature, and by blowing air into the passenger compartment with a fan, a relatively comfortable environmental temperature in the passenger compartment can be realized.

[0113] 11. Triple operation mode of air conditioning cooling + air conditioning heating and dehumidification + battery heating

[0114] In this mode, the refrigerant has two flow paths. One flow path is: compressor 600 → indoor condenser 200 → first electric valve 21 → second electric valve 22 → outdoor heat exchanger 300 → third electric valve 23 → indoor evaporator 400 → gas-liquid separator 800 → compressor 600. The other flow path is: compressor 600 → second on-off valve 32 → battery pack heat exchanger 500 → second check valve 52 → motor heat exchanger 700 → third electric valve 23 → gas-liquid separator 800 → compressor 600. Utilize the high-temperature refrigerant from the compressor 600 to exchange heat with the battery pack heat exchanger 500 to heat the battery.

[0115] In this mode, the refrigerant flowing out of the outlet of the compressor 600 dissipates heat in the indoor condenser 200, the refrigerant entering the indoor evaporator 400 evaporates and absorbs heat, absorbs the heat of the indoor environment, the indoor humid air reaches the dew point temperature and condenses and is discharged as water, achieving a dehumidification effect. Adding the heat dissipation of the indoor condenser 200 to the dehumidified environment causes the environmental temperature to reach a relatively comfortable temperature, and by blowing air into the passenger compartment with a fan, a relatively comfortable environmental temperature in the passenger compartment can be realized.

[0116] It should be understood that in the present disclosure, in addition to the above typical modes, based on the specific structure of the vehicle thermal management system according to the present disclosure, the vehicle thermal management system may have any suitable thermal management mode, and the present disclosure is not limited thereto.

[0117] The preferred embodiments of the present disclosure have been described in detail above with reference to the drawings. However, the present disclosure is not limited to the specific details in the above embodiments, and within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications belong to the protection scope of the present disclosure.

[0118] It should also be noted that each specific technical feature described in the above specific embodiments can be combined in any appropriate manner without conflict. To avoid unnecessary duplication, the present disclosure does not separately describe various possible combination methods.

[0119] Unless departing from the idea of the present disclosure, different embodiments of the present disclosure may be arbitrarily combined, and are similarly regarded as the content disclosed in the present disclosure. Cross-reference of related applications

[0120] The present disclosure claims the priority of the Chinese patent application with the application number 202110600866.6 and the application title "Valve Group Integration Module, Vehicle Thermal Management System and Vehicle" proposed to the Chinese Patent Office on May 31, 2021, and the entire content thereof is incorporated into the present disclosure by reference.

Explanation of Reference Signs

[0121] 100 - valve group integration module, 10 - main body, 1 - first split body, 101 - first connection surface, 102 - drain groove, 11 - first branch, 12 - second branch, 13 - third branch, 14 - fourth branch, 15 - fifth branch, 2 - second split body, 21 - first electric valve, 211 - spool of the first electric valve, 212 - drive motor, 22 - second electric valve, 221 - spool of the second electric valve, 23 - third electric valve, 231 - spool of the third electric valve, 31 - first on - off valve, 32 - second on - off valve, 40 - expansion valve, 51 - first check valve, 52 - second check valve, 61 - first temperature sensor, 62 - second temperature sensor, 201 - indoor condenser outlet connection port, 202 - outdoor heat exchanger inlet connection port, 203 - outdoor heat exchanger outlet connection port, 204 - first connection port of the motor heat exchanger, 205 - second connection port of the motor heat exchanger, 206 - indoor evaporator inlet connection port, 207 - indoor evaporator outlet connection port, 208 - first connection port of the battery pack heat exchanger, 209 - second connection port of the battery pack heat exchanger, 210 - compressor outlet connection port, 211 - gas - liquid separator inlet connection port, 301 - first opening, 302 - second opening, 303 - third opening, 304 - fourth opening, 305 - fifth opening, 306 - sixth opening, 307 - seventh opening, 308 - eighth opening, 309 - ninth opening, 310 - tenth opening, 311 - eleventh opening, 312 - twelfth opening, 313 - thirteenth opening, 314 - fourteenth opening, 315 - fifteenth opening, 200 - indoor condenser, 300 - outdoor heat exchanger, 400 - indoor evaporator, 500 - battery pack heat exchanger, 600 - compressor, 700 - motor heat exchanger, 701 - first port of the motor, 702 - second port of the motor, 703 - third port of the motor, 704 - fourth port of the motor, 800 - gas - liquid separator, 910 - high - pressure system, 920 - water pump, 930 - make - up water tank, 940 - radiator, 950 - three - way valve

Claims

1. A valve group integration module, wherein the valve group integration module (100) comprises a main body (10) provided with a first flow path including a first branch (11); a connection port provided on the main body (10) and used for connecting to a corresponding heat management device in a heat management system, the connection port including an indoor condenser outlet connection port (201), an outdoor heat exchanger inlet connection port (202), and a first connection port (204) of a motor heat exchanger; a valve group provided on the main body (10) and including a first electric valve (21) and a second electric valve (22), the first electric valve (21) having a throttling and on-off function; a first port of the first electric valve (21) is connected to the indoor condenser outlet connection port (201), a second port of the second electric valve (22) is connected to the outdoor heat exchanger inlet connection port (202), and a third port of the second electric valve (22) is connected to the first connection port (204) of the motor heat exchanger; a first opening (301) for communicating with a second port and a third port of the first electric valve (21) and a second opening (302) for communicating with a first port of the second electric valve (22) are provided in the first branch (11), and the second port or the third port of the first electric valve (21) can be communicated with the outdoor heat exchanger inlet connection port (202) and the first connection port (204) of the motor heat exchanger by the first branch (11). A valve group integration module characterized by this.

2. The connection port further includes an outdoor heat exchanger outlet connection port (203), an indoor evaporator inlet connection port (206), and a second connection port (205) of the motor heat exchanger. When one of the first connection port (204) and the second connection port (205) of the motor heat exchanger is connected to the inlet of the motor heat exchanger (700), the other is connected to the outlet of the motor heat exchanger (700); The first flow path further includes a second branch (12); The valve group further includes a third electric valve (23), and the third electric valve (23) has a throttling and on-off function. In the second branch (12), a third opening (303) for communicating with the outdoor heat exchanger outlet connection port (203), a fourth opening (304) for communicating with the first port of the third electric valve (23), and a fifth opening (305) for communicating with the second connection port (205) of the motor heat exchanger are provided. The first port of the third electric valve (23) is communicated with the outdoor heat exchanger outlet connection port (203) and the second connection port (205) of the motor heat exchanger respectively by the second branch (12), and the second port of the third electric valve (23) can be connected to the indoor evaporator inlet connection port (206). The valve group integrated module according to claim 1, characterized in that.

3. The connection port further includes a gas-liquid separator inlet connection port (211) and an indoor evaporator outlet connection port (207). The first flow path further includes a third branch (13). In the third branch (13), a sixth opening (306) for communicating with the third port of the third electric valve (23), a seventh opening (307) for communicating with the indoor evaporator outlet connection port (207), and an eighth opening (308) for communicating with the gas-liquid separator inlet connection port (211) are provided. The third port of the third electric valve (23) and the indoor evaporator outlet connection port (207) are communicated with the gas-liquid separator inlet connection port (211) by the third branch (13). The valve group integrated module according to claim 2, characterized in that.

4. The valve group integrated module further includes a first temperature sensor (60). A temperature sensor connection port (315) communicated with the third branch (13) is further provided on the main body (10). The temperature sensor connection port (315) is located between the indoor evaporator outlet connection port (207) and the gas-liquid separator inlet connection port (211). The detection end of the first temperature sensor (60) extends into the temperature sensor connection port (315) and is located in the third branch (13). The valve group integrated module according to claim 3, characterized in that.

5. The connection port further includes a first connection port (208) of a battery pack heat exchanger and a first check valve (51). The second branch (12) is further provided with a ninth opening (309) for communicating with the first port of the first check valve (51), the first port of the first check valve (51) is communicated with the outdoor heat exchanger outlet connection port (203) by the second branch (12), the second port of the first check valve (51) can be connected to the first connection port (208) of the battery pack heat exchanger, and the first check valve (51) is arranged to permit only the flow of fluid from its first port to its second port. The valve group integrated module according to claim 4, characterized in that.

6. The valve group further comprises a second check valve (52). The first port of the second check valve (52) is connected to the first connection port (208) of the battery pack heat exchanger, and the first branch (11) is further provided with a tenth opening (310) for communicating with the second port of the second check valve (52), and the second port of the second check valve (52) can be communicated with the first connection port (204) of the motor heat exchanger by the first branch (11). The valve group integrated module according to claim 5, characterized in that.

7. The connection port further includes a gas-liquid separator inlet connection port (211) and a second connection port (209) of the battery pack heat exchanger. When one of the first connection port (208) and the second connection port (209) of the battery pack heat exchanger is connected to the inlet of the battery pack heat exchanger (500), the other is connected to the outlet of the battery pack heat exchanger (500). The first flow path further comprises a third branch (13). The valve group further comprises an expansion valve (40) and a first on-off valve (31). The first port of the expansion valve (40) is connected to the second port of the first check valve (51) and the first port of the second check valve (52), respectively, and the second port of the expansion valve (40) is connected to the first connection port (208) of the battery pack heat exchanger. The first port of the first on-off valve (31) is connected to the second connection port (209) of the battery pack heat exchanger, and a first opening (311) for communicating with the second port of the first on-off valve (31) is further provided in the third branch (13), and the second port of the first on-off valve (31) can be communicated with the gas-liquid separator inlet connection port (211) by the third branch (13). The valve group integrated module according to claim 6, characterized in that.

8. The connection port further includes a compressor outlet connection port (210), and the first flow path further includes a fourth branch (14). The expansion valve (40) is a two-way expansion valve, the valve group further includes a second on-off valve (32), and the first port of the second on-off valve (32) is connected to the compressor outlet connection port (210). In the fourth branch (14), a twelfth opening (312) for communicating with the second port of the second on-off valve (32), a thirteenth opening (313) for communicating with the second connection port (209) of the battery pack heat exchanger, and a fourteenth opening (314) for communicating with the first port of the first on-off valve (31) are provided, and both the second port of the second on-off valve (32) and the second connection port (209) of the battery pack heat exchanger can be communicated with the first port of the first on-off valve (31) by the fourth branch (14). The valve group integrated module according to claim 7, characterized in that.

9. The main body (10) includes a first split body (1) and a second split body (2), the first split body (1) includes a first connection surface (101), the second split body (2) includes a second connection surface, and the first connection surface (101) is sealingly connected to the second connection surface. At least one concave groove is provided on the first connection surface (101), and the concave groove on the first connection surface (101) and the second connection surface together define the first flow path, and / or at least one concave groove is provided on the second connection surface, and the concave groove on the second connection surface and the first connection surface (101) together define the first flow path. The valve group integrated module according to claim 1 or 2, characterized in that.

10. The first flow path is a curved flow path or a straight flow path. The valve group integrated module according to claim 1 or 2, characterized in that.

11. At least one concave groove is provided on the first connection surface (101), the concave groove on the first connection surface (101) and the second connection surface together define the first flow path, a plurality of second flow paths are provided inside the first dividing body (1), and the valve group is communicated with a corresponding opening provided in the first flow path through the second flow path. The valve group integrated module according to claim 9, characterized in that.

12. The valve group is communicated with a corresponding opening provided in the first flow path, and the spool of the valve in the valve group is directly communicated with the corresponding opening. The valve group integrated module according to claim 1 or 2, characterized in that.

13. A vehicle thermal management system, characterized in that it comprises the valve group integrated module (100) according to claim 1 or 2.

14. A vehicle, characterized in that it comprises the vehicle thermal management system according to claim 13.

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