Integrated module, thermal management system and vehicle

Abstract

An integrated module (1), comprising a first housing (10), a valve assembly (20) and a first heat exchanger (30), wherein the first housing is provided with a plurality of connection ports; the first housing is internally provided with a plurality of flow channels in communication with the corresponding connection ports; the connection ports are adapted to connect to heat exchange pipes in a thermal management system (200); the valve assembly is disposed on the first housing, and is configured to control the opening and closing of the plurality of flow channels; the first heat exchanger is disposed on the first housing; and some of the flow channels in the first housing can exchange heat with the thermal management system by means of the first heat exchanger, thereby improving the integration level of the integrated module to reduce the overall volume of the integrated module. Further disclosed are a thermal management system and a vehicle.

Description

Integrated modules, thermal management systems and vehicles

[0001] This application claims priority to Chinese Patent Application No. 202510388099.5, filed on March 28, 2025, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of integrated module technology, specifically to an integrated module, a thermal management system, and a vehicle. Background Technology

[0003] Currently, with the rapid development of electric vehicles, the industry has increasingly higher requirements for the comprehensive energy management and integration of the vehicle's thermal management system. Due to the compact space of electric vehicles, the space allocated to the thermal management system is very limited. Furthermore, as the functional requirements of the thermal management system increase, the number of control valves and related sensors continues to grow, which will occupy excessive installation space. Summary of the Invention

[0004] This application provides an integrated module including a first housing, a valve group, and a first heat exchanger. The first housing is provided with multiple interfaces and multiple flow channels connected to the corresponding interfaces are provided inside the first housing. The interfaces are adapted to be connected to heat exchange pipelines in a thermal management system. The valve group is located in the first housing and is used to control the opening and closing of the multiple flow channels. The first heat exchanger is located in the first housing, and some flow channels inside the first housing can exchange heat with the water circuit of the thermal management system through the first heat exchanger.

[0005] This application also provides a thermal management system, including: the above-mentioned integrated module and drive unit flow path, wherein the drive unit flow path and the integrated module exchange heat through the first heat exchanger of the integrated module.

[0006] This application also provides a vehicle including the aforementioned thermal management system.

[0007] The integrated module provided in this application integrates the first heat exchanger, multiple interfaces, and valve assembly onto the first housing, thereby increasing the integration level of the integrated module and reducing its overall size, thus eliminating the need to occupy excessive installation space. Attached Figure Description

[0008] Figure 1 is a schematic diagram of the overall structure of the integrated module provided in an embodiment of this application;

[0009] Figure 2 is a structural schematic diagram of the integrated module provided in an embodiment of this application from another perspective;

[0010] Figure 3 is a schematic diagram of the liquid-cooled thermal management system provided in an embodiment of this application;

[0011] Figure 4 is a schematic diagram of the direct cooling thermal management system provided in an embodiment of this application;

[0012] Figure 5 is a system schematic diagram of the liquid cooling thermal management system provided in the embodiment of this application in the single cooling operation mode;

[0013] Figure 6 is a system schematic diagram of the single-cell cooling operation mode of the liquid-cooled thermal management system provided in the embodiment of this application;

[0014] Figure 7 is a system schematic diagram of the liquid cooling thermal management system provided in the embodiment of this application in the dual-operation mode of cooling.

[0015] Figure 8 is a system schematic diagram of the liquid cooling thermal management system in heating operation mode 1 provided in the embodiment of this application;

[0016] Figure 9 is a system schematic diagram of the heating operation mode 2 of the liquid cooling thermal management system provided in the embodiment of this application;

[0017] Figure 10 is a system schematic diagram of the heating operation mode 3 of the liquid cooling thermal management system provided in the embodiment of this application;

[0018] Figure 11 is a system schematic diagram of the single-cell heating operation mode of the liquid-cooled thermal management system provided in the embodiment of this application;

[0019] Figure 12 is a system schematic diagram of the liquid-cooled thermal management system provided in the embodiment of this application in the dual-heating operation mode;

[0020] Figure 13 is a system schematic diagram of the dehumidification operation mode of the liquid-cooled thermal management system provided in the embodiment of this application;

[0021] Figure 14 is a system schematic diagram of the dehumidification plus battery cooling operation mode of the liquid-cooled thermal management system provided in the embodiment of this application;

[0022] Figure 15 is a system schematic diagram of the dual-open cooling operation mode of the direct cooling and heating management system provided in the embodiment of this application;

[0023] Figure 16 is a system schematic diagram of the dual-operation heating mode of the direct cooling heat management system provided in the embodiment of this application;

[0024] Figure 17 is a system schematic diagram of the dehumidification + battery cooling operation mode of the direct cooling thermal management system provided in the embodiment of this application;

[0025] Figure 18 is a schematic diagram of the thermal management system provided in an embodiment of this application;

[0026] Figure 19 is a structural schematic diagram of the vehicle provided in an embodiment of this application.

[0027] Explanation of reference numerals in the attached drawings: 1. Integrated module; 10. First housing; 20. Valve assembly; 30. First heat exchanger; 41. First interface; 42. Second interface; 43. Third interface; 44. Fourth interface; 45. Fifth interface; 46. Sixth interface; 47. Seventh interface; 48. Eighth interface; 49. Ninth interface; 50. Tenth interface; 51. Eleventh interface; 52. Twelfth interface; 53. Thirteenth interface; 54. Fourteenth interface; 55. First electronic expansion valve; 56. Second electronic expansion valve; 57. Third electronic expansion valve; 58. Fourth electronic expansion valve; 59. Fifth electronic expansion valve; 60. Sixth electronic expansion valve; 140. Seventh electronic expansion valve; 61. First solenoid valve; 62. Second solenoid valve; 63. Third solenoid valve; 64. Fourth solenoid valve; 65. Fifth solenoid valve; 66. First temperature sensor; 67. Second temperature sensor; 68. Third temperature sensor; 69. Fourth temperature sensor; 70. Fifth temperature sensor; 71. Sixth temperature sensor; 72. Seventh temperature sensor; 73. Eighth temperature sensor; 74. First temperature and pressure sensor; 75. Second temperature and pressure sensor; 76. Third temperature and pressure sensor; 77. Fourth temperature and pressure sensor; 78. Compressor; 79. Gas-liquid separator; 80. Liquid receiver dryer; 81. Second heat exchanger; 82. In-vehicle evaporator; 83. In-vehicle condenser; 84. Air heater; 85. Out-of-vehicle heat exchanger; 86. Radiator; 89. First pump body; 90. Three-way valve; 91. First valve port; 92. Second valve port; 93. Third valve port; 94. Motor; 95. Electronic control; 96. First housing; 97. Second pump body; 98. Second housing; 99. Battery pack; 100. Fluid heating element; 110. Direct cooling plate; 120. Direct cooling temperature sensor; 130. Direct cooling electronic expansion valve; 200. Thermal management system; 300. Vehicles. Detailed Implementation

[0028] In the description of this application, unless otherwise expressly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0029] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, where the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, where the first feature is at a lower horizontal level than the second feature.

[0030] In the description of this embodiment, the terms "upper," "lower," "left," "right," "front," and "rear," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first" and "second" are used for distinction in description and have no special meaning.

[0031] As shown in Figures 1 to 17, in order to achieve the above objectives, according to a first aspect of this application, an integrated module 1 is provided, comprising: a first housing 10 having multiple interfaces, and multiple flow channels communicating with corresponding interfaces within the first housing 10, the interfaces being adapted to be connected to heat exchange pipelines in a thermal management system 200; a valve group 20 disposed in the first housing 10, the valve group 20 being used to control the opening and closing of the multiple flow channels; and a first heat exchanger 30 disposed in the first housing 10, some flow channels within the first housing 10 being able to exchange heat with the thermal management system 200 through the first heat exchanger 30.

[0032] By using the above technical solution, the first heat exchanger 30, multiple interfaces and valve group 20 are integrated on the first housing 10, which can improve the integration degree of the integrated module 1 and reduce the overall volume of the integrated module 1, so as not to occupy too much installation space.

[0033] In some embodiments, the first heat exchanger 30 is provided with a thirteenth interface 53 and a fourteenth interface 54, which are used to connect to the drive unit flow path of the thermal management system 200. This configuration facilitates heat exchange between the integrated module 1 and the drive unit flow path of the thermal management system 200 to meet the usage requirements of the device.

[0034] In this application, the drive unit may include a motor 94, an electronic control unit 95, an electric drive, a braking component, etc.

[0035] In some embodiments, the thirteenth interface 53 and the fourteenth interface 54 are located on one side of the first heat exchanger 30, and the first housing 10 is located on the other side of the first heat exchanger 30. This arrangement makes reasonable use of the space of the integrated module 1, thereby reducing the overall volume of the integrated module 1.

[0036] In some embodiments, the first housing 10 further includes a sixth temperature sensor 71, which is used to detect the temperature of the fourteenth interface 54. Detecting changes in the temperature state of the refrigerant at this location using a temperature sensor ensures the safety of system operation.

[0037] In some embodiments, the first housing 10 includes a first interface 41 and a sixth interface 46. The first interface 41 is used to communicate with the outlet of the compressor 78 of the thermal management system 200, and the sixth interface 46 is used to communicate with one end of the external heat exchanger 85. The flow channel includes a first flow path formed by the first interface 41 and the sixth interface 46. This configuration facilitates heat exchange between the thermal management system 200 and the external heat exchanger 85 to meet the usage requirements of the device.

[0038] In some embodiments, the valve assembly 20 includes a first solenoid valve 61, which is disposed on a first flow path. By setting the above configuration, the on / off state of the flow path can be adjusted to achieve different operating modes of the device.

[0039] In some embodiments, the integrated module 1 includes a first temperature and pressure sensor 74 and a second temperature sensor 67. The first temperature and pressure sensor 74 is used to detect the temperature and pressure at the first interface 41, and the second temperature sensor 67 is used to detect the temperature at the sixth interface 46. By detecting changes in the temperature and pressure of the refrigerant at this location using temperature and pressure sensors, the safety of the system operation can be ensured.

[0040] In some embodiments, the first housing 10 further includes a fifth interface 45 for connecting to one end of the in-vehicle condenser 83 of the thermal management system 200, and the flow channel includes a second flow path formed by the first interface 41 and the fifth interface 45. This arrangement facilitates heat exchange between the thermal management system 200 and the in-vehicle condenser 83 to meet the usage requirements of the device.

[0041] In some embodiments, the valve assembly 20 further includes a third solenoid valve 63, which is disposed on the second flow path. By setting the above configuration, the on / off state of the flow path can be adjusted to achieve different operating modes of the device.

[0042] In some embodiments, the first housing 10 further includes a third interface 43 for connecting to one end of the second heat exchanger 81 of the thermal management system 200, and the flow channel includes a third flow path formed by the first interface 41 and the third interface 43. This arrangement facilitates heat exchange between the thermal management system 200 and the second heat exchanger 81 to meet the usage requirements of the device.

[0043] In some embodiments, the valve assembly 20 further includes a fourth solenoid valve 64 and a fifth electronic expansion valve 59, which are connected in parallel in the third flow path. By setting the above configuration, the flow rate of the cooling medium can be increased to meet the usage requirements of the device.

[0044] In some embodiments, the first housing 10 further includes a third temperature and pressure sensor 76, which is used to detect the temperature and pressure of the third interface 43. Detecting changes in the temperature and pressure of the refrigerant at this location using the temperature and pressure sensor ensures the safety of the system during operation.

[0045] In some embodiments, the first housing 10 includes a second interface 42 and a twelfth interface 52. The second interface 42 is connected to the inlet of the gas-liquid separator 79 of the thermal management system 200, and the outlet of the gas-liquid separator 79 is connected to the inlet of the compressor 78 of the thermal management system 200. The twelfth interface 52 is connected to one end of the liquid storage dryer 80 of the thermal management system 200. The flow channel includes a fourth flow path formed by the second interface 42 and the twelfth interface 52. This arrangement facilitates the flow of the medium within the thermal management system 200 to meet the usage requirements of the device.

[0046] In some embodiments, the fourth flow path is at least partially located within the first heat exchanger 30. This arrangement facilitates heat exchange between the thermal management system 200 and the first heat exchanger 30 to meet the operational requirements of the device.

[0047] In some embodiments, the valve assembly 20 includes a fourth electronic expansion valve 58, which is disposed in a fourth flow path. By setting the above configuration, the on / off state of the flow path can be adjusted to achieve different operating modes of the device.

[0048] In some embodiments, the integrated module 1 includes a second temperature and pressure sensor 75, a fourth temperature and pressure sensor 77, and a third temperature sensor 68. The second temperature and pressure sensor 75 is used to detect the temperature and pressure of the second interface 42, the fourth temperature and pressure sensor 77 is used to detect the temperature and pressure of the twelfth interface 52, and the third temperature sensor 68 is located on the fourth flow path. By detecting changes in the temperature and pressure of the refrigerant at these locations using temperature and pressure sensors, the safety of the system operation can be ensured.

[0049] In some embodiments, the first housing 10 includes a tenth interface 50 for communicating with the other end of the external heat exchanger 85 of the thermal management system 200, and the flow channel includes a fifth flow path formed by the tenth interface 50 and the second interface 42. This configuration facilitates heat exchange between the thermal management system 200 and the external heat exchanger 85 to meet the usage requirements of the device.

[0050] In some embodiments, the valve assembly 20 includes a third electronic expansion valve 57, which is disposed in the fifth flow path. By setting the above configuration, the on / off state of the flow path can be adjusted to achieve different operating modes of the device.

[0051] In some embodiments, the first housing 10 includes a sixth interface 46, and the flow channel includes a sixth flow path formed by the second interface 42 and the sixth interface 46. This configuration facilitates heat exchange between the thermal management system 200 and the external heat exchanger 85 to meet the usage requirements of the device.

[0052] In some embodiments, the valve assembly 20 includes a second solenoid valve 62, which is disposed on the sixth flow path. By setting the above configuration, the on / off state of the flow path can be adjusted to achieve different operating modes of the device.

[0053] In some embodiments, the first housing 10 further includes a fourth interface 44 for connecting to one end of the in-vehicle evaporator 82 of the thermal management system 200, and the flow path includes a seventh flow path formed by the second interface 42 and the fourth interface 44. This configuration facilitates heat exchange between the thermal management system 200 and the in-vehicle evaporator 82 to meet the usage requirements of the device.

[0054] In some embodiments, the first housing 10 further includes a first temperature sensor 66, which is used to detect the temperature of the fourth interface 44. Detecting changes in the temperature state of the refrigerant at this location using the temperature sensor ensures the safety of the system during operation.

[0055] In some embodiments, the first housing 10 further includes a third interface 43, and the flow channel includes an eighth flow path formed by the second interface 42 and the third interface 43. This configuration facilitates heat exchange between the thermal management system 200 and the battery water circuit to meet the usage requirements of the device.

[0056] In some embodiments, the valve assembly 20 further includes a fifth solenoid valve 65 and a sixth electronic expansion valve 60, which are connected in parallel in the eighth flow path. By setting the above configuration, the flow rate of the cooling medium can be increased to meet the usage requirements of the device.

[0057] In some embodiments, the first housing 10 includes a seventh interface 47 and an eleventh interface 51. The seventh interface 47 is used to connect to the other end of the second heat exchanger 81 of the thermal management system 200, and the eleventh interface 51 is used to communicate with the other end of the liquid storage dryer 80 of the thermal management system 200. The flow channel includes a ninth flow path formed by the seventh interface 47 and the eleventh interface 51. This arrangement facilitates the flow of the medium within the thermal management system 200 to meet the usage requirements of the device.

[0058] In some embodiments, the first housing 10 includes an eighth interface 48 for connecting to the other end of the in-vehicle evaporator 82 of the thermal management system 200, and the flow path includes a tenth flow path formed by the eighth interface 48 and the eleventh interface 51. This arrangement facilitates the flow of the medium within the thermal management system 200 to meet the usage requirements of the device.

[0059] In some embodiments, the valve assembly 20 includes a first electronic expansion valve 55, which is disposed on the tenth flow path. By setting the above configuration, the on / off state of the flow path can be adjusted to achieve different operating modes of the device.

[0060] In some embodiments, the first housing 10 includes a ninth interface 49 for connection to the other end of the in-vehicle condenser 83 of the thermal management system 200, and the flow channel includes an eleventh flow path formed by the ninth interface 49 and the eleventh interface 51. This arrangement facilitates the flow of the medium within the thermal management system 200 to meet the usage requirements of the device.

[0061] In some embodiments, the valve assembly 20 includes a second electronic expansion valve 56, which is disposed on the eleventh flow path. By setting the above configuration, the on / off state of the flow path can be adjusted to achieve different operating modes of the device.

[0062] In some embodiments, the first housing 10 further includes a fourth temperature sensor 69, which is used to detect the temperature of the tenth interface 50. Detecting changes in the refrigerant temperature at this location using a temperature sensor ensures the safety of system operation.

[0063] In some embodiments, the first housing 10 includes a third interface 43, which is connected to a seventh interface 47 via a second heat exchanger 81 of the thermal management system 200. A seventh electronic expansion valve 140 and an eighth temperature sensor 73 are provided on the pipeline between the third interface 43 and the seventh interface 47. By detecting changes in the refrigerant temperature at this location using the temperature sensor, the safety of the system operation can be ensured.

[0064] According to a second aspect of this application, referring to FIG18, a thermal management system 200 is provided, including: the aforementioned integrated module 1; and a drive unit flow path that exchanges heat with the integrated module 1 through a first heat exchanger 30 of the integrated module 1.

[0065] In some embodiments, the drive unit flow path includes: a radiator 86; a first pump body 89; a first housing 96; a motor 94; an electronic control unit 95; and a three-way valve 90, including a first valve port 91, a second valve port 92, and a third valve port 93. The first pump body 89, the first valve port 91, the second valve port 92, the electronic control unit 95, and the motor 94 form a first loop, and the first pump body 89, the first valve port 91, the third valve port 93, the radiator 86, the electronic control unit 95, and the motor 94 form a second loop. The first loop can exchange heat with the integrated module 1 through the first heat exchanger 30, and the second loop can exchange heat with the outside environment through the radiator 86. The first housing 96 is used to provide a water source. This configuration enables the drive unit flow path to exchange heat with the thermal management system 200, improving the heat exchange efficiency of the thermal management system 200.

[0066] In some embodiments, a sixth temperature sensor 71 is provided on the first circuit. By detecting changes in the temperature state of the refrigerant at this location using the temperature sensor, the safety of the system operation can be ensured.

[0067] In some embodiments, the thermal management system 200 further includes a fan heater 84 for heating the outside air. This increases the air temperature, thereby improving the heating efficiency of the thermal management system 200.

[0068] In some embodiments, the thermal management system 200 further includes a battery water circuit, which exchanges heat with the flow path between the third interface 43 and the seventh interface 47 of the integrated module 1. This configuration enables heat exchange between the battery water circuit and the thermal management system 200, improving the heat exchange efficiency of the thermal management system 200.

[0069] In some embodiments, the battery water circuit includes: a second pump body 97; a battery pack 99; a fluid heating element 100; a second housing 98; and a seventh temperature sensor 72; wherein the second pump body 97, the battery pack 99, and the fluid heating element 100 are connected in series to form a battery heat exchange circuit, the seventh temperature sensor 72 is disposed on the battery heat exchange circuit, and the second housing 98 is used to provide a water source.

[0070] In some embodiments, the battery water circuit further includes: a battery pack 99, which has a direct cooling plate 110 inside, and the battery pack 99 exchanges heat with the integrated module 1 through the direct cooling plate 110.

[0071] The liquid-cooled thermal management system 200 in Figure 3 has two circulating water paths (the flowing liquid in the circulating water paths is coolant), namely the drive unit flow path and the battery water path. The direct-cooled thermal management system 200 in Figure 4 only contains the drive unit flow path. The water path diagram only shows one motor 94 and electronic control 95 connected in series, and shows two battery packs 99 connected in parallel. The connection order and number of the motor 94, electronic control 95 and battery in the water path in the figure are only illustrative examples and are not intended to limit the protection of this application. The drive unit has two sub-channels, and the flow direction of the two sub-channels is controlled by a three-way valve 90. The three-way valve 90 can achieve at least three flow directions: the flow direction from the first valve port 91 to the third valve port 93, the flow direction from the first valve port 91 to the second valve port 92, and the flow direction from the first valve port 91 to the second valve port 92 / third valve port 93. When the flow direction is from the first valve port 91 to the third valve port 93, only the flow direction from the first valve port 91 to the third valve port 93 is open. When the flow direction is from the first valve port 91 to the second valve port 92, only the flow direction from the first valve port 91 to the second valve port 92 is open. When the flow direction is from the first valve port 91 to the second valve port 92 / third valve port 93, both the flow direction from the first valve port 91 to the second valve port 92 and the flow direction from the first valve port 91 to the third valve port 93 are open at the same time. The three-way valve 90 can achieve stepless adjustment of the flow rate of the two channels by adjusting the first valve port 91. When the waste heat from motor 94 and electronic control 95 is not needed for recycling, or when the heat generated by motor 94 and electronic control 95 is too high, the coolant should flow only through the first valve port 91 to the third valve port 93 for effective heat dissipation. When the waste heat from motor 94 and electronic control 95 needs to be recycled and the waste heat is relatively small, the coolant should flow only through the first valve port 91 to the second valve port 92. When the waste heat from motor 94 and electronic control 95 needs to be recycled but the waste heat is relatively large and cannot be fully utilized, the coolant should flow through the first valve port 91 to the second valve port 92 / third valve port 93. In this case, some of the waste heat is utilized through heat exchange with the refrigerant in the first heat exchanger 30, and some heat is directly dissipated through the water radiator 86. By adjusting the ratio of the two branches of the three-way valve 90, the waste heat can be effectively recycled and the appropriate water temperature can be controlled. In this application, the drive unit flow path does not flow through the first heat exchanger 30 when only the first valve port 91 to the third valve port 93 of the three-way valve 90 is used. This design can effectively reduce the water resistance of the system. The battery cooling water circuit shows two parallel battery packs 99, each branch having a fluid heating element 100. When battery cooling is required, the cooling water exchanges heat with the low-temperature refrigerant through the second heat exchanger 81 to regulate and control the battery temperature. When battery heating is required, the cooling water can not only exchange heat with the high-temperature refrigerant through the second heat exchanger 81, but also absorb heat from the fluid heating element 100 to maintain the battery within a suitable temperature range.

[0072] Figure 5 shows the system schematic of the liquid-cooled thermal management system 200 in single-cooling operation mode. The high-temperature, high-pressure gaseous refrigerant discharged from the compressor 78 flows into the integrated module 1 through the first port 41, passing through the first temperature and pressure sensor 74, the first solenoid valve 61, and the second temperature sensor 67. It then flows out of the integrated module 1 through the sixth port 46 and into the external heat exchanger 85 for condensation and heat release. The condensed, medium-temperature, high-pressure liquid refrigerant flows into the integrated module 1 through the tenth port 50, passing through the fourth temperature sensor 69, the third electronic expansion valve 57, and the fourth temperature and pressure sensor 77. It then flows out of the integrated module 1 through the twelfth port 52, passing through the liquid receiver-drier 80, and then flows through the eleventh port 51... The refrigerant enters the integrated module 1, flows through the first electronic expansion valve 55 for throttling and pressure reduction, forming a low-temperature, low-pressure gas-liquid two-phase refrigerant. The refrigerant then flows along the eighth port 48 into the vehicle evaporator 82. The low-temperature gas-liquid two-phase refrigerant absorbs heat from the passenger compartment, forming a superheated gaseous refrigerant, which flows back into the integrated module 1 along the fourth port 44. It then flows through the first temperature sensor 66 and the second temperature and pressure sensor 75, and exits the integrated module 1 along the second port 42. After passing through the gas-liquid separator 79, it flows back to the compressor 78 suction port, thus forming a complete refrigerant refrigeration cycle. The drive unit flow path is adjusted as needed based on the actual heat dissipation load of the water circuit. If there is no heat dissipation requirement or the requirement is negligible, the cooling water circuit is not activated. If there is a heat dissipation requirement, the high-temperature coolant flows along the first valve port 91 to the third valve port 93 of the three-way valve 90 to the water radiator 86 for heat dissipation, maintaining the motor 94 and electronic control 95 within a suitable operating temperature range.

[0073] Figure 6 shows the system principle diagram of the liquid cooling system in single-battery cooling operation mode. Compared with the single-cooling operation mode shown in Figure 5, the condensation process of the system is exactly the same, that is, the refrigerant flowing out of the compressor 78 flows through the first interface 41, the first temperature and pressure sensor 74, the second temperature sensor 67, the sixth interface 46, the external heat exchanger 85, the tenth interface 50, the fourth temperature sensor 69, the third electronic expansion valve 57, the fourth temperature and pressure sensor 77, the twelfth interface 52, the liquid receiver dryer 80, and the eleventh interface 51 in the same way. After the refrigerant flows into the integrated module 1 through the eleventh interface 51, it flows out through the seventh interface 47. It then flows through the seventh electronic expansion valve 140 for throttling, cooling, and pressure reduction. The low-temperature, low-pressure gas-liquid two-phase refrigerant, through the second heat exchanger 81, controls the outlet temperature of the refrigerant in the battery cooling water circuit to a suitable value (e.g., controlling the outlet water temperature to 25℃). The superheated, low-temperature gaseous refrigerant, after absorbing heat, flows into the integrated module 1 through the third interface 43, splitting into two branches that flow to the fifth solenoid valve 65 and the sixth electronic expansion valve 60 respectively. The merged refrigerant flows through the second temperature and pressure sensor 75 and into the gas-liquid separator 79 through the second interface 42, finally returning to the suction port of the compressor 78, thus forming a complete refrigeration cycle. The heat generated by the battery in the battery cooling water circuit is carried away by heat exchange between the battery coolant and the refrigerant at the second heat exchanger 81, achieving effective battery cooling. The flow path of the drive unit is the same as in Figure 3 and will not be described further here.

[0074] Figure 7 shows the system principle diagram of the liquid cooling system in dual-operation mode. The dual-operation mode in Figure 7 is a combined cooling mode that integrates the single-operation mode in Figure 5 and the single-battery cooling mode in Figure 6. The condensation process in Figure 7 is exactly the same as in Figures 5 and 6. In dual-operation mode, the refrigerant condensed in the external heat exchanger 85 flows into the integrated module 1 through the eleventh interface 51, and then flows out of the integrated module 1 through two separate paths from the seventh interface 47 and the eighth interface 48. The refrigerant flowing along the seventh interface 47 branch flows through the seventh electronic expansion valve 140 for throttling, cooling, and pressure reduction, then evaporates and absorbs heat in the second heat exchanger 81. It then flows through the third interface 43 into the integrated module 1, and subsequently flows through the third temperature and pressure sensor 76 and splits into two branches, flowing to the fifth solenoid valve 65 and the sixth electronic expansion valve 60 respectively. By adjusting the opening and closing of the fifth solenoid valve 65 and the opening degree of the sixth electronic expansion valve 60, the overall system achieves an increase in the evaporation pressure of the battery cooling refrigerant flowing through the second heat exchanger 81. This pressure is higher than the evaporation pressure of the refrigerant flowing through the vehicle evaporator 82 to cool the passenger compartment. This is because the refrigerant temperature required for battery cooling is higher than that for passenger compartment cooling. An excessively low evaporation temperature in the battery cooling branch not only reduces the system's cooling capacity but also makes the battery prone to lithium plating. The refrigerant flowing along the eighth interface 48 branch flows into the vehicle evaporator 82 for evaporation and heat absorption, then flows through the fourth interface 44 into the integrated module 1. After passing through the first temperature sensor 66, it mixes with the refrigerant from the battery cooling branch, flows together through the second temperature and pressure sensor 75, and flows along the second interface 42 into the gas-liquid separator 79, before returning to the compressor 78 suction port to form a complete refrigeration cycle. The control of the drive unit flow path and the battery cooling water path in the dual-cooling mode is the same as in Figures 5 and 6.

[0075] Figure 8 shows the system principle diagram of the liquid cooling system in heating operation mode 1 (waste heat recovery). The high-temperature and high-pressure gaseous refrigerant discharged from the compressor 78 flows through the first interface 41 and the first temperature and pressure sensor 74, then through the third solenoid valve 63, and flows into the vehicle condenser 83 from the fifth interface 45 to release condensation heat and heat the air in the passenger compartment. The subcooled liquid refrigerant after condensation flows sequentially through the fifth temperature sensor 70 and the second electronic expansion valve 56, then sequentially through the eleventh interface 51, the liquid receiver dryer 80, the twelfth interface 52, the fourth temperature and pressure sensor 77, the fourth electronic expansion valve 58, the refrigerant inlet of the first heat exchanger 30, the refrigerant outlet of the first heat exchanger 30, the third temperature sensor 68, and the second temperature and pressure sensor 75, and then flows back to the suction port of the compressor 78 after passing through the gas-liquid separator 79. The evaporation and heat absorption process of the refrigerant occurs at the first heat exchanger 30, at which time the refrigerant recovers and utilizes the waste heat in the drive unit flow path, significantly improving the heating efficiency. The figure shows the waste heat utilization mode in the flow path of the drive unit. The coolant that absorbs waste heat flows along the first valve port 91-second valve port 92 of the three-way valve 90 to the first heat exchanger 30 for recycling, so as to maintain the motor 94 and the electronic control 95 at a suitable temperature.

[0076] Figure 9 shows the system schematic of the liquid cooling system in heating mode 2 (air source). After being discharged from the compressor 78 exhaust port, the refrigerant flows through the first interface 41, the first temperature and pressure sensor 74, the third solenoid valve 63, the fifth interface 45, the in-vehicle condenser 83, the ninth interface 49, the fifth temperature sensor 70, the second electronic expansion valve 56, the eleventh interface 51, the liquid receiver-drier 80, the twelfth interface 52, and the fourth temperature and pressure sensor 77. It then flows through the third electronic expansion valve 57 and the fourth temperature sensor 69, and along the tenth interface 50 into the external heat exchanger 85 to evaporate and absorb heat from the air. Subsequently, it flows through the second temperature sensor 67 and the second solenoid valve 62, then through the second temperature and pressure sensor 75, and finally along the second interface 42 through the gas-liquid separator 79 before returning to the compressor 78 intake port. The air source heating mode shown in Figure 9 is not limited by the vehicle 300's operating state; in parking mode, it can draw free air energy for heating. The heating operation mode 1 shown in Figure 8 has no residual heat available when the vehicle 300 is parked, and its heating efficiency is significantly lower than that of the heating operation mode 2 shown in Figure 9. Since the heating operation mode 2 shown in Figure 9 is not limited by the flow path of the drive unit, the flow path of the drive unit is adjusted as needed according to the actual heat dissipation load of the water circuit, which will not be described further here.

[0077] Figure 10 shows the system principle diagram of the liquid cooling system's heating operation mode 3 (air source + waste heat recovery). This heating operation mode is a combination of heating operation mode 1 (waste heat recovery) shown in Figure 8 and heating operation mode 2 (air source) shown in Figure 9. In this mode, the system has two heat sources, achieving evaporative heat absorption through the external heat exchanger 85 and the first heat exchanger 30. The refrigerant after evaporation and heat absorption at the two locations merges, flows through the second temperature and pressure sensor 75, and then flows back to the compressor 78's suction port via the second interface 42 and the gas-liquid separator 79. This integrated heating operation mode offers high flexibility, high system energy efficiency, and a large heating capacity.

[0078] Figure 11 shows the system principle diagram of the liquid cooling system in single-cell heating operation mode. After the refrigerant is discharged from the compressor 78 exhaust port, it flows through the first interface 41 and the first temperature and pressure sensor 74, splitting into two streams flowing to the fourth solenoid valve 64 and the fifth electronic expansion valve 59. The two streams of refrigerant then merge and flow through the third temperature and pressure sensor 76. Afterward, it flows from the third interface 43 into the second heat exchanger 81 to condense and release heat to heat the coolant in the battery cooling water circuit. After condensation, the refrigerant flows out of the second heat exchanger 81 and flows sequentially through the seventh electronic expansion valve 140 and the eighth temperature sensor 73. Then, it flows along the seventh interface 47 and flows through the eleventh interface 51 into the liquid receiver dryer 80. It then flows sequentially through the twelfth interface 52, the fourth temperature and pressure sensor 77, the third electronic expansion valve 57, the fourth temperature sensor 69, the external heat exchanger 85, the second temperature sensor 67, and the second solenoid valve 62. Afterward, it flows along the second temperature and pressure sensor 75, then along the second interface 42 into the gas-liquid separator 79 and back to the compressor 78 suction port. If the heat generated is insufficient, supplemental heating can be provided by activating the fluid heating element 100 in the battery cooling water circuit. The battery heating mode shown in Figure 11 absorbs heat directly from the outside air and is not limited by the operating status of the vehicle 300. For example, if the vehicle 300 has been parked outdoors for a long time in winter, the battery will be at a low temperature before starting the vehicle 300 and needs to be heated. In this case, the single-battery heating mode shown in Figure 11 can be activated directly to heat the battery. When the vehicle 300 has residual heat from the motor 94 and electronic control 95, the evaporative heat absorption part of the single-battery heating mode in Figure 11 can be modified to absorb residual heat from the motor 94 and electronic control 95 from the first heat exchanger 30, just like in Figures 8 and 10. The specific refrigerant flow direction is the same as in Figures 8 and 10 and will not be described here.

[0079] Figure 12 shows the system principle diagram of the dual-operation heating mode of the liquid cooling system, which is a comprehensive heating mode combining a single heating mode and a single battery heating mode. After the refrigerant is discharged from the compressor 78 exhaust port, it flows through the first interface 41 and the first temperature and pressure sensor 74, splitting into two refrigerant streams that flow to the in-vehicle condenser 83 and the second heat exchanger 81 for condensation and heat release, achieving the purpose of heating the passenger compartment and the battery. After condensation, the two refrigerant streams merge and flow along the eleventh interface 51 through the liquid receiver-drier 80, then through the first heat exchanger 30 for evaporation and heat absorption, and finally flow through the gas-liquid separator 79 back to the compressor 78 suction port. The dual-operation heating mode shown in the figure is for situations where the residual heat from the motor 94 and electronic control 95 is sufficient. If the residual heat is insufficient, some or all of the low-temperature refrigerant can flow through the external heat exchanger 85 to absorb heat and meet the system's heat requirements.

[0080] Figure 13 shows the system principle diagram of the dehumidification operation mode of the liquid cooling system. After being discharged from the compressor 78 exhaust port, the refrigerant flows sequentially through the first interface 41, the first temperature and pressure sensor 74, the third solenoid valve 63, the fifth interface 45, the in-vehicle condenser 83, the ninth interface 49, the fifth temperature sensor 70, the second electronic expansion valve 56, the first electronic expansion valve 55, the eighth interface 48, the in-vehicle evaporator 82, the fourth interface 44, the first temperature sensor 66, the second temperature and pressure sensor 75, the second interface 42, and the gas-liquid separator 79, finally flowing back to the compressor 78 suction port, thus forming a complete refrigerant refrigeration cycle. The dehumidification operation mode is also called the cooling and heating operation mode. This mode can heat the passenger compartment while simultaneously dehumidifying it to reduce fogging of the windshield.

[0081] Figure 14 shows the system principle diagram of the dehumidification + battery cooling operation mode of the liquid cooling system. After the refrigerant is discharged from the exhaust port of the compressor 78, it flows through the first interface 41 and the first temperature and pressure sensor 74 in sequence, and then splits into two branches to flow along the first solenoid valve 61 and the third solenoid valve 63 to the external heat exchanger 85 and the internal condenser 83 for condensation. Before the refrigerant of the two condensation branches merges, the flow direction is as follows: (1) The refrigerant of one condensation branch flows through the first solenoid valve 61, the second temperature sensor 67, the sixth interface 46, the external heat exchanger 85, the tenth interface 50, the fourth temperature sensor 69, the third electronic expansion valve 57, the fourth temperature and pressure sensor 77, the twelfth interface 52, the liquid receiver dryer 80 and the eleventh interface 51 in sequence; (2) The refrigerant of the other condensation branch flows through the third solenoid valve 63, the fifth interface 45, the internal condenser 83, the ninth interface 49, the fifth temperature sensor 70 and the second electronic expansion valve 56 in sequence. After the refrigerant from the two condensing branches merges, it splits into two evaporating branches again. Before the refrigerant from the two evaporating branches merges, the flow direction is as follows: (1) The refrigerant from one evaporating branch flows through the first electronic expansion valve 55, and then flows sequentially through the eighth interface 48, the in-vehicle evaporator 82, the fourth interface 44, and the first temperature sensor 66; (2) The refrigerant from the other evaporating branch flows sequentially through the seventh interface 47, the seventh electronic expansion valve 140, the second heat exchanger 81, and the third interface 43, and then splits into two paths flowing to the fifth solenoid valve 65 and the sixth electronic expansion valve 60 before merging again. After the refrigerant from the two evaporating branches merges, it flows through the second temperature and pressure sensor 75 and flows into the gas-liquid separator 79 along the second interface 42, and finally flows back to the suction port of the compressor 78, thus forming a complete refrigeration cycle. For the dehumidification + battery cooling operation mode, if the battery cooling requirement is small, the refrigerant does not need to be condensed through the external heat exchanger 85, and there is only one condensing branch at this time. When the battery cooling demand is high, the in-vehicle condenser 83 cannot achieve a large condensation capacity, so a branch of refrigerant needs to be condensed through the external heat exchanger 85, which is the operating mode shown in Figure 14.

[0082] The integrated module 1 of this application is compatible with the direct cooling system. Since the direct cooling system differs from the liquid cooling system only in the actual connected components of the third interface 43 and the seventh interface 47, and the other parts are completely the same, in order to avoid repetition, the following will only elaborate on the three relatively complex operating modes of the direct cooling system: dual-mode cooling, dual-mode heating, and dehumidification + battery cooling.

[0083] Figure 15 shows the system principle diagram of the dual-open refrigeration operation mode of the direct cooling system. The dual-open refrigeration mode in Figure 15 is a comprehensive refrigeration mode that combines single refrigeration and single battery cooling modes. The condensation process in Figure 15 is exactly the same as the dual-open refrigeration operation mode of the liquid cooling system in Figure 7. After the refrigerant is condensed in the external heat exchanger 85, it is divided into two evaporation branches along the eleventh interface 51. Before the refrigerant in the two evaporation branches merges, the flow direction is as follows: (1) The refrigerant in one evaporation branch flows through the first electronic expansion valve 55, and then flows through the eighth interface 48, the internal evaporator 82, the fourth interface 44 and the first temperature sensor 66 in sequence; (2) The refrigerant in the other evaporation branch is divided into two branches along the seventh interface 47 and flows to the two battery packs 99. Since there are 3 direct cooling plates 110 in each battery pack 99, after the refrigerant in the two evaporation branches merges, it flows through the second temperature and pressure sensor 75 and flows into the gas-liquid separator 79 along the second interface 42, and finally flows back to the suction port of the compressor 78, thus forming a complete refrigeration cycle.

[0084] Figure 16 shows the system principle diagram of the dual-operation heating mode of the direct cooling system. The dual-operation heating mode in Figure 16 is a comprehensive heating mode that combines the single heating mode and the single battery heating mode. After the refrigerant is discharged from the compressor 78 exhaust port, it flows through the first interface 41 and the first temperature and pressure sensor 74, and is divided into two refrigerant streams that flow to the vehicle condenser 83 and the direct cooling plate 110 respectively for condensation and heat release, so as to achieve the purpose of heating the passenger compartment and heating the battery. After condensation, the two refrigerant streams merge and flow through the eleventh interface 51 through the liquid receiver dryer 80, and then flow through the first heat exchanger 30 for evaporation and heat absorption. Finally, it flows through the gas-liquid separator 79 and returns to the compressor 78 suction port.

[0085] Figure 17 shows the system principle diagram of the direct cooling system in dehumidification + battery cooling operation mode. Compared with the liquid cooling system in dehumidification + battery cooling operation mode shown in Figure 15, only the battery cooling part is different. The same parts are shown in Figure 15. The actual flow of refrigerant in the battery cooling part is the same as the direct cooling system in dual-operation cooling mode shown in Figure 16, which will not be described here.

[0086] According to a third aspect of this application, referring to FIG19, a vehicle 300 is also provided, including the thermal management system 200 as described above.

[0087] The integrated module 1 in this embodiment includes: a first housing 10 with multiple interfaces, and multiple flow channels communicating with the corresponding interfaces within the first housing 10; the interfaces being adapted to connect to heat exchange pipelines in the thermal management system 200; a valve group 20 disposed on the first housing 10, used to control the opening and closing of the multiple flow channels; and a first heat exchanger 30 disposed on the first housing 10, through which some flow channels within the first housing 10 can exchange heat with the water circuit of the thermal management system 200. By integrating the first heat exchanger 30, multiple interfaces, and valve group 20 onto the first housing 10, the integration level of the integrated module 1 can be improved, thereby reducing the overall size of the integrated module 1 and eliminating the need for excessive installation space.

Claims

1. An integrated module (1) for a vehicle thermal management system, comprising: The first housing (10) is provided with multiple interfaces. The first housing (10) is provided with multiple flow channels that connect to the corresponding interfaces. The interfaces are adapted to be connected to the heat exchange pipeline in the thermal management system. A valve assembly (20) is disposed in the first housing (10), and the valve assembly (20) is used to control the opening and closing of the plurality of flow channels; and A first heat exchanger (30) is disposed in the first housing (10), and a portion of the flow channels within the first housing (10) can exchange heat with the thermal management system through the first heat exchanger (30).

2. The integrated module (1) according to claim 1, wherein, The first heat exchanger (30) is provided with a thirteenth interface (53) and a fourteenth interface (54), which are used to connect to the flow path of the drive unit of the thermal management system.

3. The integrated module (1) according to claim 2, wherein, The thirteenth interface (53) and the fourteenth interface (54) are located on one side of the first heat exchanger (30), and the first housing (10) is located on the other side of the first heat exchanger (30).

4. The integrated module (1) according to claim 2 or 3, wherein, The first housing (10) also includes a sixth temperature sensor (71) for detecting the temperature of the fourteenth interface (54).

5. The integrated module (1) according to any one of claims 1-4, wherein, The first housing (10) includes a first interface (41) and a sixth interface (46). The first interface (41) is used to communicate with the outlet of the compressor (78) of the thermal management system, and the sixth interface (46) is used to communicate with one end of the external heat exchanger (85). The flow channel includes a first flow path formed by the first interface (41) and the sixth interface (46).

6. The integrated module (1) according to claim 5, wherein, The valve assembly (20) includes a first solenoid valve (61), which is located on the first flow path.

7. The integrated module (1) according to claim 5 or 6, wherein, The integrated module (1) includes a first temperature and pressure sensor (74) and a second temperature sensor (67). The first temperature and pressure sensor (74) is used to detect the temperature and pressure at the first interface (41), and the second temperature sensor (67) is used to detect the temperature of the sixth interface (46).

8. The integrated module (1) according to any one of claims 5-7, wherein, The first housing (10) further includes a fifth interface (45) for connecting to one end of the in-vehicle condenser (83) of the thermal management system, and the flow channel includes a second flow path formed by the first interface (41) and the fifth interface (45).

9. The integrated module (1) according to claim 8, wherein, The valve assembly (20) further includes a third solenoid valve (63), which is located on the second flow path.

10. The integrated module (1) according to any one of claims 5-9, wherein, The first housing (10) further includes a third interface (43) for connecting to one end of the second heat exchanger (81) of the thermal management system, and the flow channel includes a third flow path formed by the first interface (41) and the third interface (43).

11. The integrated module (1) according to claim 10, wherein, The valve group (20) further includes a fourth solenoid valve (64) and a fifth electronic expansion valve (59), wherein the fourth solenoid valve (64) and the fifth electronic expansion valve (59) are connected in parallel on the third flow path.

12. The integrated module (1) according to claim 10 or 11, wherein, The first housing (10) also includes a third temperature and pressure sensor (76) for detecting the temperature and pressure of the third interface (43).

13. The integrated module (1) according to any one of claims 1-12, wherein, The first housing (10) includes a second interface (42) and a twelfth interface (52). The second interface (42) is used to communicate with the inlet of the gas-liquid separator (79) of the thermal management system. The outlet of the gas-liquid separator (79) is connected to the inlet of the compressor (78) of the thermal management system. The twelfth interface (52) is used to communicate with one end of the liquid storage dryer (80) of the thermal management system. The flow channel includes a fourth flow path formed by the second interface (42) and the twelfth interface (52).

14. The integrated module (1) according to claim 13, wherein, The fourth flow path is at least partially located within the first heat exchanger (30).

15. The integrated module (1) according to claim 13 or 14, wherein, The valve assembly (20) includes a fourth electronic expansion valve (58), which is located on the fourth flow path.

16. The integrated module (1) according to any one of claims 13-15, wherein, The integrated module (1) includes a second temperature and pressure sensor (75), a fourth temperature and pressure sensor (77), and a third temperature sensor (68). The second temperature and pressure sensor (75) is used to detect the temperature and pressure of the second interface (42), the fourth temperature and pressure sensor (77) is used to detect the temperature and pressure of the twelfth interface (52), and the third temperature sensor (68) is located on the fourth flow path.

17. The integrated module (1) according to any one of claims 13-16, wherein, The first housing (10) includes a tenth interface (50) for communicating with the other end of the external heat exchanger (85) of the thermal management system, and the flow channel includes a fifth flow path formed by the tenth interface (50) and the second interface (42).

18. The integrated module (1) according to claim 17, wherein, The valve assembly (20) includes a third electronic expansion valve (57), which is located on the fifth flow path.

19. The integrated module (1) according to any one of claims 13-18, wherein, The first housing (10) includes a sixth interface (46), and the flow channel includes a sixth flow path formed by the second interface (42) and the sixth interface (46).

20. The integrated module (1) according to claim 19, wherein, The valve group (20) includes a second solenoid valve (62), which is located on the sixth flow path.

21. The integrated module (1) according to any one of claims 13-20, wherein, The first housing (10) further includes a fourth interface (44) for connecting to one end of the in-vehicle evaporator (82) of the thermal management system, and the flow channel includes a seventh flow path formed by the second interface (42) and the fourth interface (44).

22. The integrated module (1) according to claim 21, wherein, The first housing (10) also includes a first temperature sensor (66) for detecting the temperature of the fourth interface (44).

23. The integrated module (1) according to any one of claims 13-22, wherein, The first housing (10) further includes a third interface (43), and the flow channel includes an eighth flow path formed by the second interface (42) and the third interface (43).

24. The integrated module (1) according to claim 23, wherein, The valve group (20) further includes a fifth solenoid valve (65) and a sixth electronic expansion valve (60), wherein the fifth solenoid valve (65) and the sixth electronic expansion valve (60) are connected in parallel on the eighth flow path.

25. The integrated module (1) according to claim 17 or 18, wherein, The first housing (10) includes a seventh interface (47) and an eleventh interface (51). The seventh interface (47) is used to connect to the other end of the second heat exchanger (81) of the thermal management system, and the eleventh interface (51) is used to communicate with the other end of the liquid storage dryer (80) of the thermal management system. The flow channel includes a ninth flow path formed by the seventh interface (47) and the eleventh interface (51).

26. The integrated module (1) according to claim 25, wherein, The first housing (10) includes an eighth interface (48) for connecting to the other end of the in-vehicle evaporator (82) of the thermal management system, and the flow channel includes a tenth flow path formed by the eighth interface (48) and the eleventh interface (51).

27. The integrated module (1) according to claim 26, wherein, The valve assembly (20) includes a first electronic expansion valve (55), which is located on the tenth flow path.

28. The integrated module (1) according to any one of claims 25-27, wherein, The first housing (10) includes a ninth interface (49) for connecting to the other end of the in-vehicle condenser (83) of the thermal management system, and the flow channel includes an eleventh flow path formed by the ninth interface (49) and the eleventh interface (51).

29. The integrated module (1) according to claim 28, wherein, The valve assembly (20) includes a second electronic expansion valve (56), which is located on the eleventh flow path.

30. The integrated module (1) according to claim 28 or 29, wherein, The first housing (10) also includes a fourth temperature sensor (69) for detecting the temperature of the tenth interface (50).

31. The integrated module (1) according to any one of claims 25-30, wherein, The first housing (10) includes a third interface (43), which is connected to the seventh interface (47) through the second heat exchanger (81) of the thermal management system. A seventh electronic expansion valve (140) and an eighth temperature sensor (73) are provided on the pipeline between the third interface (43) and the seventh interface (47).

32. A thermal management system (200), comprising: The integrated module (1) as described in any one of claims 1-31; and The drive unit flow path exchanges heat with the integrated module (1) through the first heat exchanger (30) of the integrated module (1).

33. The thermal management system (200) according to claim 32, wherein, The drive unit flow path includes: Radiator (86); First pump body (89); First box (96); Electric motor (94); Electronic control (95); and A three-way valve (90) includes a first valve port (91), a second valve port (92) and a third valve port (93); The first pump body (89), the first valve port (91), the second valve port (92), the electronic control (95), and the motor (94) form a first circuit, and the first pump body (89), the first valve port (91), the third valve port (93), the radiator (86), the electronic control (95), and the motor (94) form a second circuit. The first circuit can exchange heat with the integrated module (1) through the first heat exchanger (30), and the second circuit can exchange heat with the outside through the radiator (86). The first housing (96) is used to provide a water source.

34. The thermal management system (200) according to claim 33, wherein, A sixth temperature sensor (71) is provided on the first circuit.

35. The thermal management system (200) according to any one of claims 32-34, wherein, The thermal management system (200) further includes a fan heater (84) for heating the outside air.

36. The thermal management system (200) according to any one of claims 32-35, wherein, The thermal management system (200) also includes a battery water circuit, which exchanges heat with the flow path between the battery water circuit and the third interface (43) and the seventh interface (47) of the integrated module (1).

37. The thermal management system (200) according to claim 36, wherein, The battery water circuit includes: Second pump body (97); Battery pack (99); Fluid heating element (100); The second box (98); and Seventh temperature sensor (72); The second pump body (97), the battery pack (99), and the fluid heating element (100) are connected in series to form a battery heat exchange circuit. The seventh temperature sensor (72) is located on the battery heat exchange circuit. The second housing (98) is used to provide a water source.

38. The thermal management system (200) according to claim 36 or 37, wherein, The battery water circuit also includes: The battery pack (99) is provided with a direct cooling plate (110) and the battery pack (99) exchanges heat with the integrated module (1) through the direct cooling plate (110).

39. A vehicle (300) comprising a thermal management system (200) as claimed in any one of claims 32-38.

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