CN113246689A

Movatterモバイル変換

Info

Publication number: CN113246689A
Application number: CN202110665145.3A
Authority: CN
Inventors: 张东斌
Original assignee: Guangzhou Xiaopeng Motors Technology Co Ltd
Current assignee: Guangzhou Xiaopeng Motors Technology Co Ltd
Priority date: 2021-06-16
Filing date: 2021-06-16
Publication date: 2021-08-13

Abstract

The invention discloses a thermal management system, a control method thereof and a vehicle. The heat management system comprises a compressor, an outdoor heat exchanger, a gas-liquid separator and a heat management integrated unit. The heat management integrated unit is connected with the compressor and the outdoor heat exchanger, and the gas-liquid separator is connected at the inlet of the compressor. The heat management integrated unit comprises a runner plate, a water-cooled condenser and a first throttling device. The heat management system is provided with a first working mode, the compressor is started in the first working mode, the first throttling device is in a fully opened state, a refrigerant flows through the water-cooled condenser under the action of the compressor and then enters the outdoor heat exchanger from the first throttling device to be cooled so as to deice the outdoor heat exchanger, and the cooled refrigerant flows through the gas-liquid separator and then enters the compressor. Thus, the outdoor heat exchanger can be efficiently deiced by the high-temperature and high-pressure refrigerant flowing out of the compressor.

Description

Thermal management system, control method thereof and vehicle

Technical Field

The invention relates to the technical field of vehicles, in particular to a thermal management system, a control method thereof and a vehicle.

Background

In the related art, when a vehicle adopts a heat pump system to heat a battery for a long time or heats a passenger compartment for a long time under the condition of high ambient humidity, defrosting and icing of an outdoor heat exchanger are easily caused, so that heating capacity is insufficient. Therefore, how to effectively deice the outdoor heat exchanger becomes a technical problem for the research of technicians.

Disclosure of Invention

The embodiment of the invention provides a thermal management system, a control method thereof and a vehicle.

The heat management system comprises a compressor, an outdoor heat exchanger, a gas-liquid separator and a heat management integrated unit, wherein the heat management integrated unit is connected with the compressor and the outdoor heat exchanger, and the gas-liquid separator is connected at the inlet of the compressor; the thermal management integrated unit comprises:

the runner plate is internally provided with a plurality of runners;

the water-cooled condenser is integrally arranged on the runner plate; and

the first throttling device is integrated on the water-cooled condenser, the refrigerant input end of the water-cooled condenser is connected with the compressor, the refrigerant output end of the water-cooled condenser is connected with the first throttling device, the first throttling device is connected with the inlet of the outdoor heat exchanger, and the outlet of the outdoor heat exchanger is connected with the inlet of the gas-liquid separator;

the heat management system is provided with a first working mode, the compressor is started in the first working mode, the first throttling device is in a fully opened state, a refrigerant flows through the water-cooled condenser under the action of the compressor and then enters the outdoor heat exchanger from the first throttling device to be cooled so as to deice the outdoor heat exchanger, and the cooled refrigerant flows through the gas-liquid separator and then enters the compressor.

In some embodiments, the heat management integrated unit further includes a mounting seat, the mounting seat is integrally installed on the water-cooled condenser, a first refrigerant interface is formed on the mounting seat, the first refrigerant interface is communicated with a refrigerant output end of the water-cooled condenser, the first throttling device is installed on the mounting seat and is connected in series with the first refrigerant interface, and the first refrigerant interface is connected to an inlet of an outdoor heat exchanger of the vehicle.

In some embodiments, the thermal management system further includes an evaporator, the thermal management integrated unit further includes a stop valve, the stop valve is installed on the mounting seat, a second refrigerant interface is further formed on the mounting seat, the second refrigerant interface is connected to a refrigerant output end of the water-cooled condenser and is connected in parallel with the first refrigerant interface, the stop valve is connected in series with the second refrigerant interface, the stop valve is used for communicating and interrupting the second refrigerant interface and the refrigerant output end of the water-cooled condenser, the second refrigerant interface is connected to an inlet of the evaporator, an outlet of the evaporator is connected to the gas-liquid separator, and in the first working mode, the stop valve is in a closed state.

In some embodiments, a third refrigerant interface is further formed on the mounting seat, the third refrigerant interface is communicated with the second refrigerant interface, a check valve is installed at the third refrigerant interface, an external stop valve is arranged between an outlet of the outdoor heat exchanger and the gas-liquid separator, the third refrigerant interface is connected between the outlet of the outdoor heat exchanger and the external stop valve, and the external stop valve is in an open state in the first working mode.

In some embodiments, the thermal management system further includes a warm air core and a liquid heater, the warm air core is used for heating the passenger compartment, the thermal management integrated unit further includes a pump assembly and a valve assembly integrally disposed on the runner plate, the pump assembly includes a heating water pump, an inlet of the heating water pump is connected to the valve assembly through the runner, an outlet of the heating water pump is connected to a cooling liquid input end of the water-cooled condenser through the runner, a cooling liquid output end of the water-cooled condenser is connected to an inlet of the liquid heater through the runner, an outlet of the liquid heater is connected to an inlet of the warm air core, and an outlet of the warm air core is connected to the valve assembly;

in the first working mode, the heating water pump and the liquid heater are both in an open state, the valve assembly is in a first preset state, the valve assembly is communicated with an inlet of the heating water pump and an outlet of the warm air core body in the first preset state, the heating water pump conveys cooling liquid to the liquid heater, the liquid heater heats the cooling liquid to convey the cooling liquid to the warm air core body, and the temperature of the cooling liquid flowing through the water-cooled condenser is higher than that of a refrigerant flowing through the water-cooled condenser.

In certain embodiments, the thermal management system further comprises a power battery, an electric drive component, a heat sink, and an evaporator, the thermal management integrated unit further comprises a battery cooler and a water-water heat exchanger integrally disposed on the flow field plate, and the pump assembly further comprises an electric motor water pump and a battery water pump; the inlet of the motor water pump and the inlet of the battery water pump are connected with the valve assembly through the flow passage, the outlet of the battery water pump is connected with the inlet of the power battery, the outlet of the motor water pump is connected with the inlet of the electric driving component through the flow passage, the electric driving component is also connected with the inlet of the radiator, and the outlet of the radiator is connected with the valve assembly;

the battery cooler and the water-water heat exchanger are arranged in an integrated mode, the refrigerant input end of the battery cooler is connected with the outlet of the outdoor heat exchanger, and the refrigerant output end of the battery cooler is connected with the outlet of the evaporator and the inlet of the gas-liquid separator;

a cooling liquid input end of the battery cooler is connected with an outlet of the power battery and is communicated with a first cooling liquid input end and a first cooling liquid output end of the water-water heat exchanger, an inlet of the power battery is connected with the valve assembly, a first cooling liquid output end of the water-water heat exchanger is connected with the valve assembly through the flow channel, a second cooling liquid input end of the water-water heat exchanger is connected with an outlet of the liquid heater through the flow channel, and a second cooling liquid output end of the water-water heat exchanger is connected with the valve assembly through the flow channel;

the flow channel plate is provided with first to eighth interfaces, and the valve assembly comprises a first five-way valve and a second five-way valve;

the first end of the first five-way valve is connected with the eighth interface through the flow passage, and the eighth interface is connected with the outlet of the warm air core;

the second end of the first five-way valve is communicated with the inlet of the heating water pump through the flow channel;

the third end of the first five-way valve is communicated with the first interface through the flow passage, and the first interface is connected with an outlet of the radiator;

the fourth end of the first five-way valve is connected with the fifth end of the second five-way valve through the flow passage;

the fifth end of the first five-way valve is connected with the second cooling liquid output end of the water-water heat exchanger through the flow channel;

the first end of the second five-way valve is connected with the second interface and the third interface through the flow passage, the second interface is connected with the inlet of the radiator, the third interface is connected with the outlet of an electric driving component of the vehicle, and the second interface is communicated with the third interface;

the second end of the second five-way valve is connected with the inlet of the motor water pump through the flow channel, the outlet of the motor water pump is connected with the fourth interface through the flow channel, and the fourth interface is connected with the inlet of the electric driving component;

the third end of the second five-way valve is connected with the first cooling liquid output end of the water-water heat exchanger through the flow channel;

the fourth end of the second five-way valve is connected with the inlet of the battery water pump through the flow channel, the battery water pump is communicated with the fifth interface through the flow channel, and the fifth interface is connected with the inlet of the power battery;

a fifth end of the second five-way valve is connected with a fourth end of the first five-way valve, a second cooling liquid input end of the water-water heat exchanger is connected with the sixth interface and the seventh interface, the sixth interface is connected with an inlet of the warm air core body, the seventh interface is connected with an outlet of the liquid heater, and the sixth interface is communicated with the seventh interface;

when the valve assembly is in a first preset state, the first end and the second end of the first five-way valve are communicated.

the flow passage plate is provided with first to eighth interfaces, and the valve assembly comprises a first four-way valve, a second four-way valve, a first three-way valve and a second three-way valve;

the first end of the first four-way valve is connected with the third end of the first three-way valve, the first end of the first three-way valve is connected with the eighth interface through the flow passage, and the second end of the first three-way valve is connected with the second cooling liquid output end of the water-water heat exchanger through the flow passage;

the second end of the first four-way valve is communicated with the inlet of the heating water pump through the flow passage;

the third end of the first four-way valve is communicated with the first interface through the flow passage, and the first interface is connected with the outlet of the radiator;

the fourth end of the first four-way valve is communicated with the second end of the second three-way valve through the flow passage;

the first end of the second three-way valve is connected with the second port and a third port through the flow passage, the second port is connected with the inlet of the radiator, the third port is connected with the outlet of the electric driving component, and the second port is communicated with the third port;

the third end of the second three-way valve is communicated with the first end of the second four-way valve,

the second end of the second four-way valve is connected with the inlet of the motor water pump through the flow passage, the outlet of the motor water pump is communicated with the fourth interface through the flow passage, and the fourth interface is connected with the inlet of the electric driving part;

the third end of the second four-way valve is connected with the first cooling liquid output end of the water-water heat exchanger through the flow channel;

the fourth end of the second four-way valve is connected with an inlet of a battery water pump through the runner, the battery water pump is communicated with the fifth interface through the runner, and the fifth interface is connected with an inlet of the power battery;

a second cooling liquid input end of the water-water heat exchanger is connected with the sixth interface and the seventh interface, the sixth interface is connected with an inlet of the warm air core, the seventh interface is connected with an outlet of the liquid heater, and the sixth interface is communicated with the seventh interface;

when the valve assembly is in the first preset state, the first end and the second end of the first four-way valve are communicated, and the first end and the third end of the first three-way valve are communicated.

In certain embodiments, the thermal management system further comprises a power battery, an electric drive component, a heat sink, and an evaporator, the thermal management integrated unit further comprises a battery cooler and a water-water heat exchanger integrally disposed on the flow field plate, and the pump assembly further comprises an electric motor water pump and a battery water pump; the inlet of the motor water pump is connected with the valve assembly through the flow passage, the outlet of the motor water pump is connected with the inlet of the electric driving part through the flow passage, the electric driving part is also connected with the inlet of the radiator, and the outlet of the radiator is connected with the valve assembly;

the runner plate is provided with first to eighth interfaces, and the valve assembly comprises an eight-way valve;

the first end of the eight-way valve is connected with the eighth interface through the flow passage, and the eighth interface is connected with the outlet of the warm air core body;

the second end of the eight-way valve is communicated with the inlet of the heating water pump through the flow channel;

the third end of the eight-way valve is communicated with the first interface through the flow passage, and the first interface is connected with an outlet of the radiator;

the fourth end of the eight-way valve is connected with the second interface and the third interface through the flow passage, the second interface is connected with the inlet of the radiator, the third interface is connected with the outlet of the electric driving component, and the second interface is communicated with the third interface;

the fifth end of the eight-way valve is communicated with an inlet of the motor water pump through the flow passage, the motor water pump is connected with the fourth interface through the flow passage, and the fourth interface is connected with an inlet of the electric driving component;

the sixth end of the eight-way valve is connected with an inlet of a battery water pump through the flow channel, the battery water pump is communicated with the fifth interface through the flow channel, and the fifth interface is connected with an inlet of the power battery;

the seventh end of the eight-way valve is connected with the first cooling liquid output end of the water-water heat exchanger through the flow channel;

the eighth end of the eight-way valve is connected with the second cooling liquid output end of the water-water heat exchanger through the flow channel, the second cooling liquid input end of the water-water heat exchanger is connected with the sixth interface and the seventh interface, the sixth interface is connected with the inlet of the warm air core body, the seventh interface is connected with the outlet of the liquid heater, and the sixth interface and the seventh interface are communicated

When the valve assembly is in the first preset state, the first end and the second end of the eight-way valve are communicated.

In some embodiments, the thermal management integrated unit further includes a second throttling device and a temperature sensor, the second throttling device and the temperature sensor are integrally disposed on the battery cooler, the second throttling device is located at a refrigerant input end of the battery cooler, the temperature sensor is located at a refrigerant output end of the battery cooler, and in the first operating mode, the second throttling device is in a closed state.

In some embodiments, the thermal management system further has a second operating mode in which the compressor is off, the heating water pump and the liquid heater are operating, the valve assembly is in a first predetermined state, the heating water pump delivers coolant to the liquid heater, and the liquid heater heats the coolant and delivers the coolant to the heater core to heat the passenger compartment.

The control method of the embodiment of the present invention is applied to the thermal management system of the above embodiment, and the control method of the thermal management system includes:

confirming whether the outdoor heat exchanger is frozen;

and under the condition that the outdoor heat exchanger is iced, controlling the compressor to start and controlling the first throttling device to be in a fully-opened state so as to enable the heat management system to enter the first working mode, thereby deicing the outdoor heat exchanger.

the control method of the thermal management system further comprises the following steps:

controlling the heating water pump and the liquid heater to be started;

the temperature of the cooling liquid flowing through the water-cooled condenser is higher than that of the refrigerant flowing through the water-cooled condenser.

The vehicle provided by the embodiment of the invention comprises a vehicle body and the thermal management system provided by the embodiment, wherein the thermal management system is installed on the vehicle body.

In the heat management system, the control method and the vehicle of the embodiment of the invention, the refrigerant flows through the water-cooled condenser under the action of the compressor, then enters the outdoor heat exchanger from the first throttling device to be cooled so as to deice the outdoor heat exchanger, and the cooled refrigerant flows through the gas-liquid separator and then enters the compressor. Thus, the outdoor heat exchanger can be efficiently deiced by the high-temperature and high-pressure refrigerant flowing out of the compressor. Meanwhile, the pump assembly, the valve assembly, the water-cooled condenser, the water-water heat exchanger, the battery cooler and other elements are integrally arranged on the flow channel plate, so that the arrangement space and the wiring pipeline are saved, and the cost is reduced.

Additional aspects and advantages of embodiments of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of embodiments of the invention.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

FIG. 1 is a schematic structural diagram of a vehicle according to an embodiment of the present invention;

FIG. 2 is a schematic perspective view of a thermal management integrated unit according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of a thermal management system according to an embodiment of the present invention in a first mode of operation;

FIG. 4 is an exploded isometric view of a thermal management integration unit according to an embodiment of the present invention;

FIG. 5 is a schematic plan view of a thermal management integrated unit according to an embodiment of the present invention;

FIG. 6 is a schematic diagram of another planar structure of a thermal management integrated unit according to an embodiment of the present invention;

FIG. 7 is a schematic perspective view of another embodiment of a thermal management integrated unit;

FIG. 8 is a schematic structural view of a flow field plate of an integrated thermal management unit according to an embodiment of the present invention;

FIG. 9 is a schematic plan view of a portion of the structure of a thermal management integrated unit in accordance with an embodiment of the present invention;

FIG. 10 is a schematic perspective view of a portion of the structure of a thermal management integrated unit according to an embodiment of the present invention;

FIG. 11 is a partially exploded schematic view of a thermal management integrated unit according to an embodiment of the present invention;

FIG. 12 is another schematic illustration of a first mode of operation of the thermal management system of an embodiment of the present invention;

FIG. 13 is a schematic illustration of yet another embodiment of a first mode of operation of a thermal management system in accordance with an embodiment of the present invention;

FIG. 14 is a schematic representation of a second mode of operation of the thermal management system of an embodiment of the present invention;

FIG. 15 is another schematic illustration of a second mode of operation of the thermal management system of an embodiment of the present invention;

FIG. 16 is a schematic illustration of yet another mode of operation of the thermal management system in accordance with an embodiment of the present invention;

FIG. 17 is a flow chart illustrating a method of controlling a thermal management system in accordance with an embodiment of the present invention;

fig. 18 is another flowchart illustrating a control method of the thermal management system according to the embodiment of the present invention.

Description of the main element symbols:

the heat management integratedunit 100, therunner plate 101, theupper plate 102, thelower plate 103, the runner groove 104, the fixedconnection 105, thepump assembly 106, theheating water pump 107, thebattery water pump 108, themotor water pump 109, thevalve assembly 110, the water-cooledcondenser 111, the water-water heat exchanger 112, thebattery cooler 113, thekettle 114, the mountingseat 115, the firstrefrigerant interface 116, the secondrefrigerant interface 117, the thirdrefrigerant interface 118, thefirst throttling device 119, thesecond throttling device 120, thestop valve 121, thecheck valve 122, thepressure temperature sensor 123, thetemperature sensor 124, the electrically controlledconnection element 125, theconnector 126, thelead 127, the first five-way valve 136, the second five-way valve 137, the first four-way valve 138, the second four-way valve 139, the first three-way valve 140, the second three-way valve 141, and the eight-way valve 142;

the system comprises athermal management system 200, acompressor 201, anoutdoor heat exchanger 202, aradiator 203, anelectric drive component 204, apower battery 205, anevaporator 206, awarm air core 207, aliquid heater 208, a gas-liquid separator 209, athird throttling device 210 and anexternal stop valve 211;

vehicle 300,body 301.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.

In the description of the embodiments of the present invention, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, features defined as "first", "second", may explicitly or implicitly include one or more of the described features. In the description of the embodiments of the present invention, "a plurality" means two or more unless specifically limited otherwise.

In the description of the embodiments of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as being fixedly connected, detachably connected, or integrally connected; either directly or indirectly through intervening media, either internally or in any other relationship. Specific meanings of the above terms in the embodiments of the present invention can be understood by those of ordinary skill in the art according to specific situations.

The following disclosure provides many different embodiments or examples for implementing different configurations of embodiments of the invention. In order to simplify the disclosure of embodiments of the invention, the components and arrangements of specific examples are described below. Of course, they are merely examples and are not intended to limit the present invention. Furthermore, embodiments of the invention may repeat reference numerals and/or reference letters in the various examples, which have been repeated for purposes of simplicity and clarity and do not in themselves dictate a relationship between the various embodiments and/or arrangements discussed. In addition, embodiments of the present invention provide examples of various specific processes and materials, but one of ordinary skill in the art may recognize applications of other processes and/or use of other materials.

Referring to fig. 1, avehicle 300 according to an embodiment of the present invention includes avehicle body 301 and athermal management system 200 according to an embodiment of the present invention, where thethermal management system 200 is mounted on thevehicle body 301. Specifically, thevehicle 300 may be a hybrid vehicle or an electric vehicle, and is not particularly limited.

Referring to fig. 2 and 3, thethermal management system 200 includes acompressor 201, anoutdoor heat exchanger 202, aradiator 203, anelectric drive component 204, apower battery 205, anevaporator 206, awarm air core 207, aliquid heater 208, a gas-liquid separator 209, and the thermal management integratedunit 100 according to the embodiment of the present invention, where thecompressor 201 is configured to compress and transport a refrigerant, the gas-liquid separator 209 is connected to an inlet of thecompressor 201, theoutdoor heat exchanger 202 is configured to introduce the refrigerant to exchange heat with air outside thevehicle 300, theevaporator 206 is configured to introduce the refrigerant to cool a passenger compartment of thevehicle 300, thewarm air core 207 is configured to condition the passenger compartment of thevehicle 300 to heat, and theliquid heater 208 is configured to heat coolant.

Theradiator 203 is used for introducing cooling liquid to cool the cooling liquid, theelectric driving component 204 may include a driving motor of thevehicle 300, a speed reducer, a charging distribution module, and an on-board controller, the number of the driving motors may be plural, for example, the driving motor may include a front motor, a rear motor, and the like, the speed reducer may include a front speed reducer and a rear speed reducer, the on-board controller may include a processor, a large screen controller, a front motor controller, a rear motor controller, an automatic driving controller, and other electric control elements, the driving motor is connected with thepower battery 205 to drive thevehicle 300 to run by electric energy, various elements inside theelectric driving component 204 are connected by a cooling liquid pipeline, and the cooling liquid in the cooling liquid pipeline may be used for heating or cooling theelectric driving component 204.

In addition, referring to fig. 3, in the embodiment of the present invention, theoutdoor heat exchanger 202 and theradiator 203 may jointly form a front-end heat dissipation module of thevehicle 300, and thethermal management system 200 may further include anelectronic fan 212, where theelectronic fan 212 may be disposed corresponding to theoutdoor heat exchanger 202 and theradiator 203, and theelectronic fan 212 is configured to form an air flow passing through theoutdoor heat exchanger 202 and theradiator 203 so as to enable the air to fully exchange heat with the refrigerant in theoutdoor heat exchanger 202 and the coolant in theradiator 203.

In the embodiment of the present invention, thewarm air core 207 and theevaporator 206 may jointly form an air conditioning module of thevehicle 300, thewarm air core 207 may be used to heat the passenger compartment, theevaporator 206 may be used to cool the passenger compartment, thewarm air core 207 and theevaporator 206 may also be provided with an electronic fan to implement hot air and cold air, thewarm air core 207 and theevaporator 206 may share one fan or two separate fans, which is not limited herein.

Referring to fig. 3, anair quality sensor 221 and anexternal temperature sensor 220 may be further disposed on the front-end heat dissipation module of thevehicle 300 formed by theoutdoor heat exchanger 202 and theradiator 203, and respectively used for detecting the air quality and the temperature outside the passenger compartment. And, an outdoor heat exchangeroutlet temperature sensor 213 is further provided at the outlet of theoutdoor heat exchanger 202 for collecting the outlet temperature of theoutdoor heat exchanger 202,

a compressordischarge temperature sensor 214 is further provided at the outlet of thecompressor 201 for detecting the temperature at the outlet of thecompressor 201, and alow pressure sensor 215 is further provided at the inlet of the gas-liquid separator 209 or at the inlets of the gas-liquid separator 209 and thecompressor 201 for detecting the pressure of the refrigerant returning to the gas-liquid separator 209 and thecompressor 201. Asurface temperature sensor 216 for detecting the surface temperature of theevaporator 206 is also provided on the surface of theevaporator 206. A firstwater temperature sensor 218 is also provided at the outlet of thepower battery 205, and is used for detecting the temperature of the cooling liquid flowing out of thepower battery 205 to feed back the temperature of thepower battery 205. At the inlet of theelectric drive component 204 there is also provided a secondwater temperature sensor 219 for sensing the temperature of the coolant flowing out of theelectric drive component 204. In addition, thethermal management system 200 may further include aroom sensor 222, where theroom sensor 222 is used to detect the humidity of the passenger compartment and the temperature of the window glass in the vehicle.

Referring to fig. 2 to 8, the integratedthermal management unit 100 according to the embodiment of the present invention includes aflow channel plate 101, apump assembly 106, avalve assembly 110, a water-cooledcondenser 111, a water-water heat exchanger 112, and abattery cooler 113.

A plurality of flow channels are formed in theflow channel plate 101, apump assembly 106 and avalve assembly 110 are integrally arranged on theflow channel plate 101, thepump assembly 106 comprises aheating water pump 107, abattery water pump 108 and amotor water pump 109, inlets of theheating water pump 107, thebattery water pump 108 and themotor water pump 109 are connected with thevalve assembly 110 through the flow channels, and a water-cooledcondenser 111, a water-water heat exchanger 112 and abattery cooler 113 are also integrally arranged on theflow channel plate 101.

Referring to fig. 9 to 11, the water-cooledcondenser 111 includes acoolant input end 1113 and acoolant output end 1114 connected to each other, thecoolant input end 1113 of the water-cooledcondenser 111 is connected to the outlet of theheating water pump 107 through the flow channel in theflow channel plate 101, and thecoolant output end 1114 of the water-cooledcondenser 111 is used for being connected to the inlet of theliquid heater 208. The water-cooledcondenser 111 further comprises arefrigerant input end 1111 and arefrigerant output end 1112 which are communicated, therefrigerant input end 1111 of the water-cooledcondenser 111 is used for being connected with an outlet of thecompressor 201, and therefrigerant output end 1112 of the water-cooledcondenser 111 is used for being connected with an inlet of theoutdoor heat exchanger 202.

Thebattery cooler 113 includes arefrigerant input end 1133 and a refrigerant output end, therefrigerant input end 1133 of thebattery cooler 113 is used for being connected with the outlet of theoutdoor heat exchanger 202, and the refrigerant output end of thebattery cooler 113 is used for being connected with the inlet of the gas-liquid separator 209 and the outlet of theevaporator 206. Specifically, the coolant output end of thebattery cooler 113 may include a firstcoolant output end 1134 and a secondcoolant output end 1135, the firstcoolant output end 1134 of thebattery cooler 113 is configured to be connected to an inlet of the gas-liquid separator 209 of thevehicle 300, and the secondcoolant output end 1135 of thebattery cooler 113 is configured to be connected to an outlet of theevaporator 206.

Thebattery cooler 113 further includes acoolant input 1131 and acoolant output 1132, and the water-to-water heat exchanger 112 includes afirst coolant input 1121 and afirst coolant output 1122 in communication, and asecond coolant input 1123 and asecond coolant output 1124 in communication.

Thecoolant input end 1131 of thebattery cooler 113 is communicated with the firstcoolant input end 1121 and the firstcoolant output end 1122 of the water-water heat exchanger 112, the firstcoolant output end 1122 of the water-water heat exchanger 112 is connected with thevalve assembly 110 through a flow channel in theflow channel plate 101, thecoolant input end 1131 of thebattery cooler 113 is used for being connected with an outlet of thepower battery 205, and an outlet of thebattery water pump 108 is used for being connected with an inlet of thepower battery 205.

The secondcoolant input port 1123 of the water-water heat exchanger 112 is used for connecting with the outlet of theliquid heater 208 and the inlet of theheater core 207 through the flow channels in theflow channel plate 101, the secondcoolant output port 1124 of the water-water heat exchanger 112 is connected with thevalve assembly 110 through the flow channels, thevalve assembly 110 is also used for connecting with theelectric driving component 204 and theradiator 203 of thevehicle 300, and thevalve assembly 110 is used for controlling the flow direction of the coolant in the thermal management integratedunit 100.

It can be understood that in the related art, with the popularization of new energy automobiles, the requirement on the overall automobile thermal management is higher and higher, and more parts are applied. If arrange according to the part, will occupy the space of extravagant front deck, and need connect with many root canals, fix with a plurality of supports, the cost is higher.

In the thermal management integratedunit 100, thethermal management system 200 and thevehicle 300 according to the embodiment of the invention, thepump assembly 106, thevalve assembly 110, the water-cooledcondenser 111, the water-water heat exchanger 112, thebattery cooler 113 and other elements of thevehicle 300 are integrally arranged on theflow channel plate 101, and all the components are intensively arranged on theflow channel plate 101, so that the arrangement space and the routing pipeline are saved, and the cost is reduced. Meanwhile, thepump assembly 106, thevalve assembly 110, the water-cooledcondenser 111, the water-water heat exchanger 112, thebattery cooler 113 and other elements are communicated through the flow channel arranged in theflow channel plate 101, so that external pipelines can be saved, meanwhile, the pressure loss caused by too long route of the refrigerant and the cooling liquid in the flow passing process can be avoided through short routing communication, and the refrigerating and heating effects are improved.

Specifically, in the embodiment of the present invention, various modes can be realized by controlling the connection manner of the respective valve ports of thevalve assembly 110, for example, functions of air-conditioning cooling, power battery forced cooling, air-conditioning heating, power battery heating, natural heat dissipation of the electrically driven components, heat preservation of the battery by using the heat of the electrically driven components, dehumidification of the passenger compartment, heating of the passenger compartment by using the heat of the electrically driven components, deicing modes, and the like of thevehicle 300 can be realized.

Referring to fig. 2 to 5, in the embodiment of the present invention, the thermal management integratedunit 100 further includes awater bottle 114, thewater bottle 114 is integrally disposed on theflow passage plate 101, thewater bottle 114 is disposed on the top of theflow passage plate 101, thepump assembly 106 and thevalve assembly 110 are integrally disposed on the bottom of theflow passage plate 101, and thebattery cooler 113, the water-water heat exchanger 112 and the water-cooledcondenser 111 are integrally disposed on the side of theflow passage plate 101.

In this way, the space on the top and bottom of theflow channel plate 101 and the space on the side can be fully used for integrating the components such as thewater bottle 114, thepump assembly 106, thevalve assembly 110 and thebattery cooler 113, thereby further saving the arrangement space and improving the integration degree.

Specifically, referring to fig. 8, in the embodiment of the present invention, therunner plate 101 includes anupper plate 102 and alower plate 103, theupper plate 102 is formed with a plurality of runner channels 104, and theupper plate 102 and thelower plate 103 are hermetically engaged to close the runner channels 104 to form a plurality of runners. Thelower plate 103 can be used as a main body bearing structure, thepump assembly 106 and thevalve assembly 110 are integrally arranged at the bottom of thelower plate 103 of therunner plate 101, a plurality of openings are formed on thelower plate 103, and the respective valve ports of theheating water pump 107, thebattery water pump 108, themotor water pump 109 and thevalve assembly 110 can be communicated with the runner of therunner plate 101 through the openings on thelower plate 103. Thebattery cooler 113, the water-water heat exchanger 112, and the water-cooledcondenser 111 are integrally provided at the side of thelower plate 103. Thewater bottle 114 can be arranged on the top of theupper plate 102, an opening communicated with theheating water pump 107, thebattery water pump 108 and themotor water pump 109 can be arranged on theupper plate 102, and theheating water pump 107, thebattery water pump 108 and themotor water pump 109 are all communicated with thewater bottle 114 through the flow passage and the opening of theupper plate 102. Thepump assembly 106 and thevalve assembly 110 are disposed at the bottom of theflow channel plate 101, the water-cooledcondenser 111, the water-water heat exchanger 112 and the battery coolant are disposed at the side of theflow channel plate 101,

of course, it is understood that in other embodiments, a plurality of flow channel grooves 104 may be formed on thelower plate 103, or the flow channel grooves 104 may be formed on both thelower plate 103 and theupper plate 102, and the specific embodiment is not limited herein.

In such embodiments, thekettle 114 is used to store a cooling fluid, such as chilled water. The number of thekettles 114 may be multiple or single, and each pump may correspond to onekettle 114, or multiple pumps may correspond to onekettle 114, ormultiple kettles 114 may correspond to one pump, which is not limited herein. A connector is formed at the top of therunner plate 101, and thewater kettle 114 is mounted on therunner plate 101 and is communicated with the runner in therunner plate 101 through the connector and is communicated with theheating water pump 107, thebattery water pump 108 and themotor water pump 109 through the runner, so that theheating water pump 107, thebattery water pump 108 and themotor water pump 109 can all draw coolant from thewater kettle 114 to be pumped to other parts of the thermal management integratedunit 100. Thekettle 114 may be anexpansion kettle 114.

In addition, referring to fig. 4, awater filling port 1141 is formed on thewater bottle 114, thewater filling port 1141 is sealed by awater filling cap 1142, and a user can unscrew thewater filling cap 1142 to fill water into thewater bottle 114 through thewater filling port 1141.

Referring to fig. 2 and 4, in the embodiment of the present invention, a plurality of fixingconnection portions 105 are formed on thelower plate 103 of theflow channel plate 101, the fixingconnection portions 105 are protrudingly formed on thelower plate 103 of theflow channel plate 101, and the fixingconnection portions 105 are used for connecting thevehicle body 301 of thevehicle 300 to integrally mount the entire thermal management integratedunit 100 on thevehicle body 301, so as to avoid the need to mount a plurality of parts on the vehicle, respectively, simplify the mounting process and save the mounting space. For example, as shown in fig. 5, the number of the fixingconnection parts 105 may be 4, which are respectively located at four corners of theflow field plate 101. Of course, in other embodiments, the number of the fixingconnection portions 105 may be less than 4 or more than 4, for example, 3 or 5, and preferably, in the embodiment of the present invention, in order to improve the stability of the installation, the number of the fixingconnection portions 105 may be set to not less than 3.

Referring to fig. 10 and 11, in the embodiment of the present invention, thebattery cooler 113 and the water-water heat exchanger 112 are integrally disposed, thecoolant output end 1132 of thebattery cooler 113 is matched with the firstcoolant input end 1121 of the water-water heat exchanger 112, and thebattery cooler 113 and the water-water heat exchanger 112 share one coolant flow pipeline, that is, thebattery cooler 113 and the water-water heat exchanger 112 are integrally formed, and the coolant flow pipeline of thebattery cooler 113 and one coolant flow pipeline of the water-water heat exchanger 112 are reused, so that the arrangement of thebattery cooler 113 and the water-water heat exchanger 112 can improve the degree of integration without connecting through an external connecting pipeline, thereby saving the cost, shortening the routing length of the coolant, and avoiding the pressure loss and the heat loss.

The thermal management integratedunit 100 further includes afirst throttling device 119, astop valve 121, and acheck valve 122, thefirst throttling device 119 is mounted on the mountingseat 115 and is connected in series with the firstrefrigerant interface 116, and thefirst throttling device 119 may be a refrigerant throttling element such as an electronic expansion valve, which is used for adjusting the flow rate of the refrigerant entering theoutdoor heat exchanger 202 and throttling the refrigerant before entering theoutdoor heat exchanger 202. So,accessible mount pad 115 also integratively sets up first throttlingarrangement 119 onflow field plate 101, further practice thrift the installation space, the degree of integrating has been improved, simultaneously, water cooledcondenser 111 comes indirect connectionoutdoor heat exchanger 202 throughmount pad 115, and like this, whenfirst throttling arrangement 119 needs to be changed, the user need not to contact water cooledcondenser 111, only need directly pull downmount pad 115 or directly pull downfirst throttling arrangement 119 frommount pad 115 can, the convenience and the security of operation have been improved.

Astop valve 121 is also mounted on the mountingseat 115, thestop valve 121 is connected in series between an inlet of the mountingseat 115 and the secondrefrigerant port 117, thestop valve 121 is used for communicating and interrupting the secondrefrigerant port 117 and therefrigerant output end 1112 of the water-cooledcondenser 111, and the secondrefrigerant port 117 is used for connecting an inlet of theevaporator 206 of thevehicle 300. Therefore, on the one hand, thestop valve 121 is integrally installed on theinstallation base 115, so that the installation space can be further saved to improve the degree of integration, and on the other hand, the refrigerant can be controlled to firstly flow through theoutdoor heat exchanger 202 or firstly flow through theevaporator 206 to realize the cooling and heating functions through the matching action of thefirst throttling device 119 and thestop valve 121.

In addition, referring to fig. 11, the thirdrefrigerant interface 118 on the mountingseat 115 is communicated with therefrigerant input end 1133 of thebattery cooler 113 and the secondrefrigerant interface 117, thecheck valve 122 is installed at the thirdrefrigerant interface 118, the firstrefrigerant output end 1134 of thebattery cooler 113 is used for being connected with the gas-liquid separator 209 of thevehicle 300, the gas-liquid separator 209 is connected with thecompressor 201, and the secondrefrigerant output end 1135 of thebattery cooler 113 is used for being connected with the outlet of theevaporator 206.

Thus, on one hand, thecheck valve 122 is disposed such that the refrigerant can flow into the thermal management integratedunit 100 from the thirdrefrigerant port 118 only in a single direction and cannot flow back from the thirdrefrigerant port 118, and on the other hand, thecheck valve 122 is also integrally mounted on the mountingseat 115, such that the mounting space can be further saved and the degree of integration can be further improved.

Further, in the embodiment of the present invention, the thermal management integratedunit 100 further includes asecond throttling device 120 and atemperature sensor 124, thesecond throttling device 120 and thetemperature sensor 124 are integrally disposed on thebattery cooler 113, thesecond throttling device 120 is located at therefrigerant input end 1133 of thebattery cooler 113, thetemperature sensor 124 is located at the refrigerant output end (including the firstrefrigerant output end 1134 and the second refrigerant output end 1135) of thebattery cooler 113, and thesecond throttling device 120 may also be a refrigerant throttling element such as an electronic expansion valve, so that the flow rate of the refrigerant entering thebattery cooler 113 can be adjusted by thesecond throttling device 120 and used for throttling the refrigerant before entering thebattery cooler 113, and the temperature of the refrigerant flowing out of thebattery cooler 113 can also be monitored by thetemperature sensor 124. In addition, thesecond throttle device 120 and thetemperature sensor 124 are integrally provided on thebattery cooler 113, so that the degree of integration can be further improved, the installation space can be saved, and the cost can be reduced by omitting an external connection pipe.

Referring to fig. 3, in the embodiment of the present invention, the outlet of theoutdoor heat exchanger 202 is further connected to the gas-liquid separator 209, anexternal shutoff valve 121 is disposed between the outlet of theoutdoor heat exchanger 202 and the gas-liquid separator 209, and one end of the thirdrefrigerant interface 118 is configured to be connected between the outlet of theoutdoor heat exchanger 202 and theexternal shutoff valve 121, so that the refrigerant flowing out of theoutdoor heat exchanger 202 is controlled by theexternal shutoff valve 121 and thesecond throttling device 120 to flow through thebattery cooler 113 and theevaporator 206 or directly flow back into the gas-liquid separator 209. In the embodiment of the present invention, athird throttling device 210 is further disposed at an inlet of theevaporator 206, thethird throttling device 210 may also be a refrigerant throttling element such as an electronic expansion valve, and thethird throttling device 210 is used for adjusting a flow rate of the refrigerant entering theevaporator 206 and throttling the refrigerant before entering theevaporator 206. It should be noted that, in the present invention, the throttling device may have three states, i.e., a fully open state, in which the refrigerant is allowed to directly pass through completely, a throttling state, in which the throttling device throttles the refrigerant, and a closed state, in which the throttling device does not allow the refrigerant to pass through.

Further, in this embodiment, the thermal management integratedunit 100 further includes a pressure andtemperature sensor 123, and the pressure andtemperature sensor 123 is installed at therefrigerant output end 1112 of the water-cooledcondenser 111.

In this way, the pressure andtemperature sensor 123 is also mounted on the water-cooledcondenser 111 by being directly provided, and the degree of integration is further improved. Specifically, the pressure andtemperature sensor 123 is used for monitoring the pressure and temperature of the refrigerant at therefrigerant output end 1112 of the water-cooledcondenser 111, and the pressure andtemperature sensor 123 may be a high-pressure and temperature integrated sensor.

Referring to fig. 4 and fig. 6, further, the thermal management integratedunit 100 further includes an electroniccontrol connecting element 125, the electroniccontrol connecting element 125 may include a plurality ofconnectors 126 and a plurality ofwires 127, theconnectors 126 may be used to connect theheating water pump 107, thebattery water pump 108, themotor water pump 109, thevalve assembly 110, thefirst throttling device 119, thesecond throttling device 120, thestop valve 121, the pressure andtemperature sensor 123, and thetemperature sensor 124, and theconnectors 126 are connected by thewires 127. In this way, the electrical components (e.g., the pump assembly, the valve assembly, etc.) in the thermal management integratedunit 100 can be directly connected to the control components such as the onboard controller of thevehicle 300 through the electricalcontrol connection element 125 as a whole to realize the control of the thermal management integratedunit 100, without using a plurality of interfaces to connect different electrical control components, thereby improving the degree of integration.

Referring to fig. 2 to 7, fig. 3 is a schematic diagram of a thermal management integratedunit 100 and athermal management system 200 according to an embodiment of the present invention, and fig. 2 and fig. 4 to 7 are schematic structural diagrams of the thermal management integratedunit 100 according to the embodiment of the present invention.

In the illustrated embodiment, theflow field plate 101 is formed with afirst interface 1011, asecond interface 1012, athird interface 1013, afourth interface 1014, afifth interface 1015, asixth interface 1016, aseventh interface 1017, and aneighth interface 1018, and thevalve assembly 110 may include a first five-way valve 136 and a second five-way valve 137.

In this way, the flow path of the coolant can be changed by the communication relationship of the respective ports of the two five-way valves to realize different operation modes.

It is understood that referring to fig. 12, in other embodiments, the first five-way valve 136 may be replaced by a first four-way valve 138 and a first three-way valve 140, and the second five-way valve 137 may be replaced by a second four-way valve 139 and a second three-way valve 141. Referring to fig. 12, in this embodiment, the first end c1 of the first four-way valve 138 is connected to the third end d3 of the first three-way valve 140, the first end d1 of the first three-way valve 140 is connected to the eighth port 1018 through a flow path, and the second end d2 of the first three-way valve 140 is connected to the second coolant output end 1124 of the water-water heat exchanger 112 through a flow path; a second end c2 of the first four-way valve 138 is communicated with the heating water pump 107 through a flow passage; the third end c3 of the first four-way valve 138 is connected to the first port 1011 via a flow path, and the first port 1011 is used for connecting the outlet of the radiator 203; the fourth end c4 of the first four-way valve 138 is communicated with the second end e2 of the second three-way valve 141 through a flow passage; the first end e1 of the second three-way valve 141 is connected with the second interface 1012 and the third interface 1013 through a flow passage, the second interface 1012 is used for connecting with the inlet of the radiator 203, and the third interface 1013 is used for connecting with the outlet of the electric driving part 204; the third end e3 of the second three-way valve 141 is communicated with the first end f1 of the second four-way valve 139, the second end f2 of the second four-way valve 139 is connected with the inlet of the motor water pump 109 through a flow passage, the inlet of the motor water pump 109 is communicated with a fourth interface 1014 through a flow passage, and the fourth interface 1014 is used for connecting the inlet of the electric driving component 204; the third end f3 of the second four-way valve 139 is connected with the first cooling liquid output end 1122 of the water-water heat exchanger 112 through a flow passage; a fourth end f4 of the second four-way valve 139 is connected to an inlet of the battery water pump 108 through a flow channel, the battery water pump 108 is communicated with a fifth interface 1015 through a flow channel, and the fifth interface 1015 is used for connecting to an inlet of the power battery 205; the second coolant input port 1123 of the water-water heat exchanger 112 is connected to the sixth port 1016 and the seventh port 1017, the sixth port 1016 is connected to the inlet of the heater core 207, and the seventh port 1017 is connected to the outlet of the liquid heater 208.

In such an embodiment, it is equivalent to split the five-way valve into one four-way valve and one three-way valve, one port of the four-way valve is communicated with one port of the three-way valve, and there are only five ports connected to external elements in the four-way valve and the three-way valve as a whole.

In such an embodiment, equivalent to integrating two five-way valves to form an eight-way valve, the two ports between the two five-way valves are connected, and the number of ports, which are integrally communicated with the external member, is also only 8, which may be equivalent to an eight-way valve.

It can be understood that, in the related art, under the condition of high ambient humidity, when a vehicle adopts a thermal management system to heat a power battery for a long time or heats a passenger compartment for a long time, frost and ice are easily generated on an outdoor heat exchanger, so that heating capacity is insufficient.

Referring to fig. 3, in the embodiment of the present invention, thethermal management system 200 has a first operation mode, thecompressor 201 is started, thefirst throttling device 119 is in a fully open state, the refrigerant flows through the water-cooledcondenser 111 under the action of thecompressor 201, then enters theoutdoor heat exchanger 202 from thefirst throttling device 119 to be cooled, so as to deice theoutdoor heat exchanger 202, and the cooled refrigerant flows through the gas-liquid separator 209 and then enters thecompressor 201.

Specifically, referring to fig. 3, in the first operation mode, thefirst throttling device 119 is in a fully open state, at this time, theexternal shutoff valve 211 is in an open state, and theshutoff valve 121, thesecond throttling device 120, thecheck valve 122 and thethird throttling device 210 are all in a closed state. The refrigerant flows through the water-cooledcondenser 111 under the action of thecompressor 201, enters theoutdoor heat exchanger 202 from thefirst throttling device 119 to be cooled so as to deice theoutdoor heat exchanger 202, and flows through the gas-liquid separator 209 and then enters thecompressor 201. In this way, theoutdoor heat exchanger 202 can be efficiently deiced using the high-temperature and high-pressure refrigerant flowing out of thecompressor 201. It should be noted that, under such a condition, the coolant in the water-cooledcondenser 111 may not flow or the temperature of the coolant flowing through the water-cooledcondenser 111 is greater than the temperature of the refrigerant, so that the refrigerant 111 does not substantially exchange heat with the outside when flowing through the water-cooled condenser, thereby ensuring that the refrigerant flowing into theoutdoor heat exchanger 202 is a high-temperature and high-pressure gaseous refrigerant, and it can also be understood that, under such a condition, the refrigerant flowing into theoutdoor heat exchanger 202 does not completely condense the refrigerant when deicing theoutdoor heat exchanger 202, that is, the refrigerant flowing out of theoutdoor heat exchanger 202 is a gas-liquid two-phase refrigerant, and at this time, the refrigerant is still in a high-temperature and high-pressure state, thereby preventing the liquid refrigerant from entering thecompressor 201 to cause liquid slugging due to too much liquid refrigerant. It is understood that in such an embodiment, the power of thecompressor 201 at the same rotation speed may be increased to increase the pressure and temperature of the refrigerant to prevent the refrigerant from being cooled entirely in theexterior heat exchanger 202.

Referring further to fig. 3, in such an embodiment, in order to avoid the refrigerant condensing in the water-cooledcondenser 111 and thereby reducing the deicing effect when the passenger compartment requires heating, in the first operation mode, thevalve assembly 110 may be in the first preset state, theheating water pump 107 and thecompressor 201 are both activated, and thefirst throttling device 119 is in the fully opened state. Specifically, in the case where thevalve assembly 110 includes the first five-way valve 136 and the second five-way valve 137, the first preset state of thevalve assembly 110 may be: the first end a1 of the first fiveway valve 136 is in communication with the second end a 2.

In this case, when thevalve assembly 110 is in the first preset state to communicate the inlet of theheating water pump 107 and the outlet of theheating core 207, theheating water pump 107, thecompressor 201, and theliquid heater 208 are all activated, thefirst throttling device 119 is in the fully opened state, at this time, the external cut-offvalve 211 is in the opened state, and the cut-offvalve 121, thesecond throttling device 120, thecheck valve 122, and thethird throttling device 210 are all in the closed state.

Theheating water pump 107 delivers the cooling liquid into the water-cooledcondenser 111, the cooling liquid flows out from the coolingliquid output end 1114 of the water-cooledcondenser 111 into theliquid heater 208, theliquid heater 208 can heat the cooling liquid, then the cooling liquid sequentially flows through theseventh interface 1017 and thesixth interface 1016 of therunner plate 101, finally flows into thewarm air core 207 to heat the passenger compartment, then is injected from theeighth interface 1018 and flows into the first end a1 of the first five-way valve 136, and flows out from the second end a2 of the first five-way valve 136 to theheating water pump 107 to enter the next circulation.

Meanwhile, thecompressor 201 outputs a refrigerant after being started, the output refrigerant is a high-temperature and high-pressure liquid, the refrigerant flows to the water-cooledcondenser 111 through therefrigerant input end 1111 of the water-cooledcondenser 111, and the refrigerant does not basically exchange heat with the cooling liquid in the water-cooledcondenser 111. Then, the refrigerant flows through thefirst throttling device 119 and flows into theoutdoor heat exchanger 202 from the firstrefrigerant interface 116 of the mountingseat 115, theoutdoor heat exchanger 202 receives the high-temperature and high-pressure gaseous refrigerant discharged from thecompressor 201, the refrigerant is cooled in theoutdoor heat exchanger 202, the frost attached to theoutdoor heat exchanger 202 can be melted by the heat dissipated by the refrigerant, and the cooled refrigerant flows through the gas-liquid separator 209 and then enters thecompressor 201 for the next cycle.

The temperature of the cooling liquid flowing through the water-cooledcondenser 111 is higher than the temperature of the refrigerant flowing through the water-cooledcondenser 111. It can be understood that, since theliquid heater 208 heats the temperature of the cooling liquid to be higher than the temperature of the refrigerant, it is possible to avoid poor deicing effect caused by insufficient heat of the refrigerant due to heat exchange between the cooling liquid and the refrigerant when the cooling liquid flows through the water-cooledcondenser 111. The arrows in fig. 3 indicate the flow direction of the coolant and the refrigerant.

In order to avoid excessive heat dissipation of the refrigerant in the water-cooledcondenser 111, which makes it difficult to subsequently perform deicing on theoutdoor heat exchanger 202, in one example, the temperature of the refrigerant flowing out of thecompressor 201 can be greatly increased by increasing the working power of thecompressor 201 at the same rotating speed, so that the refrigerant can flow through theoutdoor heat exchanger 202 to perform effective deicing; in another example, theliquid heater 208 may be controlled to operate such that the temperature of the cooling liquid flowing through the water-cooledcondenser 111 is higher than the temperature of the refrigerant flowing through the water-cooledcondenser 111, so as to prevent the refrigerant from dissipating heat in the water-cooledcondenser 111, thereby effectively removing ice through theoutdoor heat exchanger 202. It will be appreciated that both of the above solutions may be implemented simultaneously, in which case the refrigerant at the higher temperature is able to de-ice theexterior heat exchanger 202 efficiently.

Referring to fig. 12, in the embodiment shown in fig. 12, a four-way valve and a three-way valve may be used instead of one five-way valve, respectively. In such a case, the first preset state of thevalve assembly 110 is: the first end c1 of the first four-way valve 138 communicates with the second end c2 and the first end d1 of the first three-way valve 140 communicates with the third end d3 to put thethermal management system 200 into the first mode of operation. The flow direction of the refrigerant and the coolant in this case is similar to the flow direction of the refrigerant and the coolant when the first five-way valve 136 and the second five-way valve 137 are used, and the description thereof is omitted. Referring specifically to fig. 12, the arrows in fig. 12 indicate the flow of the coolant and the cooling fluid.

Referring to fig. 13, in the embodiment shown in fig. 13, an eight-way valve 142 may be further used to replace the first five-way valve 136 and the second five-way valve 137. In such a case, the first preset state of thevalve assembly 110 is: the first end g1 and the second end g2 of the eight-way valve 142 communicate to place thethermal management system 200 into the first mode of operation. In this case, the flow direction of the refrigerant and the coolant is similar to that of the refrigerant and the coolant when the first five-way valve 136 and the second five-way valve 137 are used, and details are not repeated herein, and the directions of arrows in fig. 13 represent the flow directions of the refrigerant and the coolant.

Referring to fig. 14, in the embodiment of the present invention, thethermal management system 200 further has a second operation mode, specifically, thethermal management system 200 can reach the second operation mode by controlling the communication relationship between the ports of thevalve assembly 110 and the state of thepump assembly 106, and in the second operation mode, the heating of the passenger compartment can be realized.

Referring to fig. 14, in the second operation mode, thevalve assembly 110 is in the first preset state to communicate the inlet of theheating water pump 107 with the outlet of theheating core 207, thecompressor 201 is closed, and thefirst throttling device 119 is in the closed state. At this time, the external cut-offvalve 211, the cut-offvalve 121, thesecond throttling device 120, thecheck valve 122, and thethird throttling device 210 are all in the closed state. In the case where thevalve assembly 110 includes a first five-way valve 136 and a second five-way valve 137, the first preset state of thevalve assembly 110 is: the first end a1 of the first fiveway valve 136 is in communication with the second end a 2.

In the second operation mode, thecompressor 201 is not operated, the refrigerant is not circulated, theheating water pump 107 is activated, theheating water pump 107 delivers the coolant to the water-cooledcondenser 111, the coolant flows out from thecoolant output end 1114 of the water-cooledcondenser 111 to theliquid heater 208, theliquid heater 208 can heat the coolant, and then the coolant sequentially flows through theseventh interface 1017 and thesixth interface 1016 of theflow channel plate 101, finally flows to thewarm air core 207 to heat the air in the passenger compartment, and then flows into the first end a1 of the first five-way valve 136 from theeighth interface 1018, and flows out from the second end a2 of the first five-way valve 136 to theheating water pump 107 to enter the next circulation. In fig. 14, arrows represent the flow direction of the coolant.

As such, when the temperature within the passenger compartment is low, thethermal management system 200 may be controlled to enter the second mode of operation to heat the air within the passenger compartment.

Referring to fig. 15, in the embodiment shown in fig. 15, a four-way valve and a three-way valve may be used instead of a five-way valve. Referring to fig. 16, in the embodiment shown in fig. 16, an eight-way valve 142 may be further used to replace the first five-way valve 136 and the second five-way valve 137. Since thevalve assembly 110 in the first operation mode can be in the first preset state, the specific states of the valves in thevalve assembly 110 in the second operation mode can be referred to the above description of the first operation mode, and will not be described herein again. In fig. 15 and 16, arrows represent the flow of the cooling liquid.

Referring to fig. 17, an embodiment of the present invention further provides a control method of athermal management system 200, where the control method of thethermal management system 200 in the embodiment of the present invention includes:

s10: confirming whether theoutdoor heat exchanger 202 is frozen;

s20: in case of icing of theoutdoor heat exchanger 202, thecompressor 201 is controlled to start and thefirst throttling device 119 is controlled to be in a fully open state, so that thethermal management system 200 enters the first operating mode, thereby deicing theoutdoor heat exchanger 202.

The above steps S10 and S20 may be implemented by an onboard controller (e.g., a processor unit such as a vehicle controller) of thevehicle 300.

Specifically, in step S10, the icing condition of theoutdoor heat exchanger 202 may be monitored by acquiring the pressure at the outlet of theoutdoor heat exchanger 202, the pressure of theoutdoor heat exchanger 202 is detected by the low-pressure sensor 215 disposed at the outlet of theoutdoor heat exchanger 202, and when the pressure value of theoutdoor heat exchanger 202 is lower than the preset pressure value, it may be confirmed that theoutdoor heat exchanger 202 is in the icing condition. The preset pressure value may be set by the user or preset before thevehicle 300 leaves the factory.

In step S20, when it is confirmed that theoutdoor heat exchanger 202 is in the icing condition, thecompressor 201 is controlled to start and thefirst throttling device 119 is controlled to be in the fully open state to enable thethermal management system 200 to enter the first operation mode. Thecompressor 201 is started to output a high-temperature and high-pressure liquid refrigerant, and the refrigerant is used to deice theoutdoor heat exchanger 202. In the first operation mode, the states of the devices and the flow direction of the cooling fluid in thethermal management system 200 have been described in detail above, and it can be referred to the above description of the first operation mode, and will not be repeated here.

Referring to fig. 3, in the case where thevalve assembly 110 includes the first and second five-

way valves

136 and 137, step S20 includes:

the first end a1 of the first fiveway valve 136 is controlled to communicate with the second end a2 to put thethermal management system 200 into the first mode of operation.

Referring to fig. 12, in the case where thevalve assembly 110 includes the first four-way valve 138, the second four-way valve 139, the first three-way valve 140, and the second three-way valve 141, step S20 includes:

the first end c1 of the first four-way valve 138 is controlled to communicate with the second end c2, and the first end d1 of the first three-way valve 140 is controlled to communicate with the third end d3 to put thethermal management system 200 into the first operating mode.

Referring to fig. 13, in the case where thevalve assembly 110 includes the eight-way valve 142, step S20 includes:

the first end g1 and the second end g2 of the eight-way valve 142 are controlled to communicate to place thethermal management system 200 into the first mode of operation.

The above steps may all be implemented by an onboard controller (e.g., a processor unit such as a vehicle control unit) of thevehicle 300.

Referring to fig. 18, the control method of thethermal management system 200 further includes:

s30: theheating water pump 107 and theliquid heater 208 are controlled to be turned on.

Step S30 may also be implemented by an onboard controller (e.g., a processor unit such as a vehicle control unit) of thevehicle 300.

Specifically, in step S30, when thethermal management system 200 is in the first operating mode, theheating water pump 107 and theliquid heater 208 are controlled to be turned on, theheating water pump 107 can deliver the coolant to theliquid heater 208, and theliquid heater 208 heats the coolant so that the temperature of the coolant is higher than that of the refrigerant flowing through the water-cooledcondenser 111, so that the refrigerant has less heat loss and theoutdoor heat exchanger 202 can be effectively deiced.

Furthermore, it should be noted that the above description is only exemplary of the several modes that can be implemented by the thermal management integratedunit 100 and thethermal management system 200 of the present invention. It is understood that the thermal management integratedunit 100 of the present invention can also implement other modes besides the above-mentioned modes by controlling thevalve assembly 110, thecompressor 201, thepump assembly 106 and the respective throttling devices, and thestop valve 121 and theexternal stop valve 211 to be in different states, for example, modes of air-conditioning cooling alone, air-conditioning heating, power battery heating, natural heat dissipation of electric driving components, battery warming by heat of electric driving components, and self-heating heat dissipation of power battery of the vehicle, which are not described in detail herein.

In summary, thethermal management system 200 according to the embodiment of the present invention is applied to thevehicle 300, and includes acompressor 201, anoutdoor heat exchanger 202, a gas-liquid separator 209, and a thermal management integratedunit 100. The heat management integratedunit 100 is connected to thecompressor 201 and theoutdoor heat exchanger 202, and the gas-liquid separator 209 is connected to an inlet of thecompressor 201. The thermal management integrated unit includes arunner plate 101, a water-cooledcondenser 111, and afirst throttling device 119.

A plurality of flow channels are formed in theflow channel plate 101. The water-cooledcondenser 111 is integrally provided on theflow channel plate 101. Thefirst throttling gear 119 is integrally arranged on the water-cooledcondenser 111, arefrigerant input end 1111 of the water-cooledcondenser 111 is connected with thecompressor 201, arefrigerant output end 1112 of the water-cooledcondenser 111 is connected with thefirst throttling gear 119, thefirst throttling gear 119 is connected with an inlet of theoutdoor heat exchanger 202, and an outlet of theoutdoor heat exchanger 202 is connected with an inlet of the gas-liquid separator 209;

thethermal management system 200 has a first operating mode, in which thecompressor 201 is started, thefirst throttling device 119 is in a fully open state, a refrigerant flows through the water-cooledcondenser 111 under the action of thecompressor 201, then enters theoutdoor heat exchanger 202 from thefirst throttling device 119 to be cooled so as to deice theoutdoor heat exchanger 202, and then enters thecompressor 201 after passing through the gas-liquid separator 209.

The refrigerant flows through the water-cooledcondenser 111 under the action of thecompressor 201, enters theoutdoor heat exchanger 202 from thefirst throttling device 119 to be cooled so as to deice theoutdoor heat exchanger 202, and flows through the gas-liquid separator 209 and then enters thecompressor 201. In this way, theoutdoor heat exchanger 202 can be efficiently deiced using the high-temperature and high-pressure refrigerant flowing out of thecompressor 201. Meanwhile, thepump assembly 106, thevalve assembly 110, the water-cooledcondenser 111, the water-water heat exchanger 112, thebattery cooler 113 and other elements are integrally arranged on theflow channel plate 101, so that the arrangement space and the routing pipeline are saved, and the cost is reduced.

In the description herein, references to the description of the terms "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example" or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and not to be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made in the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims

1. A thermal management system for a vehicle, comprising a compressor, an outdoor heat exchanger, a gas-liquid separator, and a thermal management integrated unit, the thermal management integrated unit being connected to the compressor and the outdoor heat exchanger, the gas-liquid separator being connected at an inlet of the compressor; the thermal management integrated unit comprises:

the runner plate is internally provided with a plurality of runners;

the water-cooled condenser is integrally arranged on the runner plate; and

2. The thermal management system according to claim 1, wherein the thermal management integrated unit further comprises a mounting seat, the mounting seat is integrally mounted on the water-cooled condenser, a first refrigerant interface is formed on the mounting seat, the first refrigerant interface is communicated with a refrigerant output end of the water-cooled condenser, the first throttling device is mounted on the mounting seat and connected in series with the first refrigerant interface, and the first refrigerant interface is connected with an inlet of an outdoor heat exchanger of the vehicle.

3. The thermal management system according to claim 2, further comprising an evaporator, wherein the thermal management integrated unit further comprises a stop valve, the stop valve is mounted on the mounting seat, a second refrigerant interface is further formed on the mounting seat, the second refrigerant interface is connected to a refrigerant output end of the water-cooled condenser and is connected in parallel with the first refrigerant interface, the stop valve is connected in series with the second refrigerant interface, the stop valve is used for communicating and interrupting the second refrigerant interface and the refrigerant output end of the water-cooled condenser, the second refrigerant interface is connected to an inlet of the evaporator, an outlet of the evaporator is connected to the gas-liquid separator, and in the first operating mode, the stop valve is in a closed state.

4. The thermal management system according to claim 3, wherein a third refrigerant port is further formed in the mounting seat, the third refrigerant port is communicated with the second refrigerant port, a check valve is installed at the third refrigerant port, an external stop valve is arranged between an outlet of the outdoor heat exchanger and the gas-liquid separator, the third refrigerant port is connected between the outlet of the outdoor heat exchanger and the external stop valve, and the external stop valve is in an open state in the first operating mode.

5. The thermal management system according to claim 1, further comprising a warm air core and a liquid heater, wherein the warm air core is used for heating the passenger compartment, the thermal management integrated unit further comprises a pump assembly and a valve assembly integrally arranged on the runner plate, the pump assembly comprises a heating water pump, an inlet of the heating water pump is connected with the valve assembly through the runner, an outlet of the heating water pump is connected with a cooling liquid input end of the water-cooled condenser through the runner, a cooling liquid output end of the water-cooled condenser is connected with an inlet of the liquid heater through the runner, an outlet of the liquid heater is connected with an inlet of the warm air core, and an outlet of the warm air core is connected with the valve assembly;

6. The thermal management system of claim 5, further comprising a power battery, an electric drive component, a heat sink, and an evaporator, the thermal management integration unit further comprising a battery cooler and a water-to-water heat exchanger integrally disposed on the flow field plate, the pump assembly further comprising an electric motor water pump and a battery water pump; the inlet of the motor water pump and the inlet of the battery water pump are connected with the valve assembly through the flow passage, the outlet of the battery water pump is connected with the inlet of the power battery, the outlet of the motor water pump is connected with the inlet of the electric driving component through the flow passage, the electric driving component is also connected with the inlet of the radiator, and the outlet of the radiator is connected with the valve assembly;

7. The thermal management system of claim 5, further comprising a power battery, an electric drive component, a heat sink, and an evaporator, the thermal management integration unit further comprising a battery cooler and a water-to-water heat exchanger integrally disposed on the flow field plate, the pump assembly further comprising an electric motor water pump and a battery water pump; the inlet of the motor water pump and the inlet of the battery water pump are connected with the valve assembly through the flow passage, the outlet of the battery water pump is connected with the inlet of the power battery, the outlet of the motor water pump is connected with the inlet of the electric driving component through the flow passage, the electric driving component is also connected with the inlet of the radiator, and the outlet of the radiator is connected with the valve assembly;

8. The thermal management system of claim 5, further comprising a power battery, an electric drive component, a heat sink, and an evaporator, the thermal management integration unit further comprising a battery cooler and a water-to-water heat exchanger integrally disposed on the flow field plate, the pump assembly further comprising an electric motor water pump and a battery water pump; the inlet of the motor water pump and the inlet of the battery water pump are connected with the valve assembly through the flow passage, the outlet of the battery water pump is connected with the inlet of the power battery, the outlet of the motor water pump is connected with the inlet of the electric driving component through the flow passage, the electric driving component is also connected with the inlet of the radiator, and the outlet of the radiator is connected with the valve assembly;

9. The thermal management system according to any one of claims 6 to 8, wherein the thermal management integrated unit further comprises a second throttling device and a temperature sensor, the second throttling device and the temperature sensor are both integrally disposed on the battery cooler, the second throttling device is located at a coolant input end of the battery cooler, the temperature sensor is located at a coolant output end of the battery cooler, and in the first operating mode, the second throttling device is in a closed state.

10. The thermal management system of any of claims 6-8, further comprising a second mode of operation in which the compressor is off, the heating water pump and the liquid heater are operating, the valve assembly is in a first predetermined state, the heating water pump delivers coolant to the liquid heater, and the liquid heater heats the coolant and delivers the coolant to the heater core to heat the passenger compartment.

11. A control method of a thermal management system for the thermal management system according to claim 1, the control method of the thermal management system comprising:

confirming whether the outdoor heat exchanger is frozen;

12. The control method of the thermal management system according to claim 11, wherein the thermal management system further comprises a warm air core and a liquid heater, the warm air core is used for heating the passenger compartment, the thermal management integrated unit further comprises a pump assembly and a valve assembly integrally arranged on the runner plate, the pump assembly comprises a heating water pump, an inlet of the heating water pump is connected with the valve assembly through the runner, an outlet of the heating water pump is connected with a cooling liquid input end of the water-cooled condenser through the runner, a cooling liquid output end of the water-cooled condenser is connected with an inlet of the liquid heater through the runner, an outlet of the liquid heater is connected with an inlet of the warm air core, and an outlet of the warm air core is connected with the valve assembly;

the control method of the thermal management system comprises the following steps

Controlling the heating water pump and the liquid heater to be started;

13. A vehicle, characterized by comprising:

a vehicle body; and

the thermal management system of any of claims 1-10, mounted on the vehicle body.