CN115139751A

CN115139751A - Heat management integrated system and electric automobile

Info

Publication number: CN115139751A
Application number: CN202211078284.7A
Authority: CN
Inventors: 张事业
Original assignee: Zhejiang Lingsheng Power Technology Co Ltd
Current assignee: Zhejiang Lingsheng Power Technology Co Ltd
Priority date: 2022-09-05
Filing date: 2022-09-05
Publication date: 2022-10-04
Anticipated expiration: 2042-09-05
Also published as: WO2024051040A1; CN115139751B

Abstract

The application relates to a heat management integrated system and an electric automobile, the heat management integrated system comprises a control valve, a cabin heat exchange assembly, a battery heat exchange assembly and a motor heat exchange assembly, the cabin heat exchange assembly can form a first circulation loop through a communication control valve, cooling liquid can circularly flow in the first circulation loop, the battery heat exchange assembly can form a second circulation loop through the communication control valve, the cooling liquid can circularly flow in the second circulation loop, the motor heat exchange assembly can form a third circulation loop through the communication control valve, and the cooling liquid can circularly flow in the third circulation loop. The first circulation loop, the second circulation loop and the third circulation loop can realize the mutual communication of any two or three of the first circulation loop, the second circulation loop and the third circulation loop through control valves. The heat management integrated system and the electric automobile provided by the application solve the problems that the existing heat management system is not high in integration level and low in heat management efficiency.

Description

Heat management integrated system and electric automobile

Technical Field

The application relates to the technical field of new energy vehicles, in particular to a heat management integrated system and an electric vehicle.

Background

With the enhancement of environmental awareness, new energy automobiles are widely applied, and particularly, the customer population of electric automobiles is increasingly huge. In addition, the electric vehicle generates a large amount of heat during use, and therefore, on one hand, heat dissipation of components generating heat is required, and on the other hand, a partial region or components of the electric vehicle also need to be heated, so that more and more attention is paid to how to reasonably utilize the heat generated during use of the electric vehicle.

In the prior art, a thermal management system is generally adopted to distribute and utilize heat of an electric automobile, but the integration level of the conventional thermal management system is not high, and a plurality of heat exchange loops operate independently, so that heat waste is caused to a certain extent, and the thermal management efficiency of the thermal management system is also reduced.

Disclosure of Invention

Therefore, a heat management integrated system and an electric vehicle are needed to be provided to solve the problems of low integration level and low heat management efficiency of the existing heat management system.

The application provides a heat management integrated system includes the control valve, cabin body heat exchange assembly, battery heat exchange assembly and motor heat exchange assembly, cabin body heat exchange assembly can form first circulation circuit through the intercommunication control valve, the coolant liquid can be at first circulation circuit inner loop circulation flow, in order to heat electric automobile's passenger cabin, battery heat exchange assembly can form second circulation circuit through the intercommunication control valve, the coolant liquid can be at second circulation circuit inner loop circulation flow, in order to heat or dispel the heat to electric automobile's battery module, motor heat exchange assembly can form third circulation circuit through the intercommunication control valve, the coolant liquid can be at third circulation circuit inner loop circulation flow, in order to heat or dispel the heat to electric automobile's motor module. The first circulation circuit, the second circulation circuit, and the third circulation circuit can be communicated with each other by controlling a valve to control any two or three of the first circulation circuit, the second circulation circuit, and the third circulation circuit.

In one embodiment, the heat exchange assembly of the cabin comprises a warm air water pump, an electric heater and a warm air core body, wherein the warm air water pump and the warm air core body are respectively communicated with a control valve, and the control valve, the warm air water pump, the electric heater and the warm air core body can be sequentially communicated to form a first circulation loop. The warm air water pump is used for driving the cooling liquid to flow, the electric heater is used for heating the cooling liquid, and the cooling liquid can transmit heat to the passenger compartment through the warm air core body.

In one embodiment, the battery heat exchange assembly comprises a battery water pump, a first heat exchanger and a battery heat exchange plate, the battery water pump and the battery heat exchange plate are respectively communicated with the control valve, and the control valve, the battery water pump, the first heat exchanger and the battery heat exchange plate can be sequentially communicated to form a second circulation loop. The battery water pump is used for driving the cooling liquid to flow, the first heat exchanger is used for cooling the cooling liquid, and the cooling liquid can dissipate heat of the battery module through the battery heat exchange plate.

In one embodiment, the electric heater can be communicated with the battery heat exchange plate, and the warm air pump, the electric heater and the battery heat exchange plate can be communicated in sequence through the control valve to enable the first circulation loop and the second circulation loop to be communicated with each other.

In one embodiment, the motor heat exchange assembly comprises a motor water pump, a second heat exchanger and a motor heat exchange plate, the motor water pump and the motor heat exchange plate are respectively communicated with the control valve, and the control valve, the motor water pump, the second heat exchanger and the motor heat exchange plate can be sequentially communicated to form a third circulation loop. The motor water pump is used for driving the cooling liquid to flow, the second heat exchanger is used for cooling the cooling liquid, and the cooling liquid can dissipate heat of the motor module through the motor heat exchange plate.

In one embodiment, the motor heat exchange assembly further comprises a third heat exchanger, and the second heat exchanger is communicated with the motor heat exchange plate through the third heat exchanger. When the temperature of the motor module is greater than or equal to a first preset temperature value, the second heat exchanger is started and absorbs heat in the cooling liquid, and the third heat exchanger is started and cools a refrigerant flowing through the second heat exchanger; when the temperature of the motor module is less than or equal to a second preset temperature value, the second heat exchanger and the third heat exchanger can absorb heat in air; the second preset temperature value is smaller than the first preset temperature value.

In one embodiment, the control valve is provided with a plurality of communication holes, and the cabin heat exchange assembly, the battery heat exchange assembly and the motor heat exchange assembly can be respectively communicated with different communication holes of the control valve. The communication hole comprises a first through hole, a second through hole, a third through hole, a fourth through hole, a fifth through hole, a sixth through hole and a seventh through hole, the battery heat exchange plate is communicated with the first through hole, the battery water pump is communicated with the second through hole, the motor water pump is communicated with the third through hole, the motor heat exchange plate is communicated with the fourth through hole, the second heat exchanger is communicated with the fifth through hole, the warm air core body is communicated with the sixth through hole, and the warm air water pump is communicated with the seventh through hole. The control valve comprises a plurality of communication modes, wherein part of the communication modes correspond to different use scenes of the communication thermal management integrated system.

When the control valve is in a mode I, the sixth through hole is communicated with the seventh through hole, the first through hole is communicated with the second through hole, the fifth through hole is communicated with the third through hole, and the fourth through hole is closed. The seventh through hole is communicated with the warm air water pump, the electric heater, the warm air core body and the sixth through hole in sequence to form a first circulation loop. The second through hole is communicated with the battery water pump, the first heat exchanger, the battery heat exchange plate and the first through hole in sequence to form a second circulation loop. The fifth through hole Kong Yici is communicated with the second heat exchanger, the third heat exchanger, the motor heat exchange plate, the motor water pump and the third through hole to form a third circulation loop.

When the control valve is in the mode two, the sixth through hole, the seventh through hole, the first through hole and the second through hole are communicated with each other, the fifth through hole is communicated with the third through hole, and the fourth through hole is closed. The seventh through hole is sequentially communicated with the warm air water pump, the electric heater, the warm air core body and the sixth through hole to form a first circulation loop, the second through hole is sequentially communicated with the battery water pump, the first heat exchanger, the battery heat exchange plate and the first through hole to form a second circulation loop, and the seventh through hole is sequentially communicated with the warm air water pump, the electric heater, the battery heat exchange plate and the first through hole to enable the first circulation loop and the second circulation loop to be communicated with each other. The fifth through hole Kong Yici is communicated with the second heat exchanger, the third heat exchanger, the motor heat exchange plate, the motor water pump and the third through hole to form a third circulation loop.

When the control valve is in the mode four, the sixth through hole, the seventh through hole, the first through hole and the fourth through hole are communicated with each other, the second through hole is communicated with the third through hole, and the fifth through hole is closed. The seventh through hole is sequentially communicated with the warm air water pump, the electric heater, the warm air core body and the sixth through hole to form a first circulation loop, the seventh through hole is sequentially communicated with the warm air water pump, the electric heater, the battery heat exchange plate and the first through hole to enable the first circulation loop and the second circulation loop to be communicated, and the fourth through hole is sequentially communicated with the motor heat exchange plate, the motor water pump, the third through hole, the second through hole, the battery water pump, the first heat exchanger, the battery heat exchange plate and the first through hole to enable the second circulation loop and the third circulation loop to be communicated.

When the control valve is in the mode five, the sixth through hole, the seventh through hole, the first through hole and the second through hole are communicated with each other, the fourth through hole is communicated with the third through hole, and the fifth through hole is closed. The seventh through hole is sequentially communicated with the warm air water pump, the electric heater, the warm air core body and the sixth through hole to form a first circulation loop, the second through hole is sequentially communicated with the battery water pump, the first heat exchanger, the battery heat exchange plate and the first through hole to form a second circulation loop, and the seventh through hole is sequentially communicated with the warm air water pump, the electric heater, the battery heat exchange plate and the first through hole to enable the first circulation loop and the second circulation loop to be communicated with each other. The fourth through hole is communicated with the motor heat exchange plate, the motor water pump and the third through hole in sequence.

When the control valve is in a mode six, the sixth through hole is communicated with the seventh through hole, the first through hole is communicated with the fourth through hole, the second through hole is communicated with the third through hole, and the fifth through hole is closed. The seventh through hole is sequentially communicated with the warm air water pump, the electric heater, the warm air core body and the sixth through hole to form a first circulation loop, and the fourth through hole is sequentially communicated with the motor heat exchange plate, the motor water pump, the third through hole, the second through hole, the battery water pump, the first heat exchanger, the battery heat exchange plate and the first through hole to enable the second circulation loop and the third circulation loop to be communicated with each other.

When the control valve is in a mode seven, the seventh through hole, the first through hole and the second through hole are communicated with each other, the fourth through hole is communicated with the third through hole, the fifth through hole Kong Guanbi is closed, and the sixth through hole is closed. The second through hole is communicated with the battery water pump, the first heat exchanger, the battery heat exchange plate and the first through hole in sequence to form a second circulation loop, the seventh through hole is communicated with the warm air water pump, the electric heater, the battery heat exchange plate and the first through hole in sequence, and the fourth through hole is communicated with the motor heat exchange plate, the motor water pump and the third through hole in sequence.

In one embodiment, the heat management integrated system further comprises a refrigerant assembly, the refrigerant assembly can be respectively communicated with the second heat exchanger and the first heat exchanger, and the cooling liquid and the refrigerant can exchange heat in the second heat exchanger or the first heat exchanger. The refrigerant assembly comprises a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, a stop valve, an evaporator, a gas-liquid separator, a compressor and an indoor condenser, wherein the compressor is sequentially communicated with the indoor condenser through an air outlet end, the first electronic expansion valve and a second heat exchanger, the second heat exchanger can be sequentially connected with the air inlet ends of the gas-liquid separator and the compressor through a first branch formed by the stop valve, or the second heat exchanger can be sequentially connected with the air inlet ends of the gas-liquid separator and the compressor through a second branch formed by the second electronic expansion valve and the evaporator, or the second heat exchanger can be sequentially connected with the air inlet ends of the gas-liquid separator and the compressor through a third branch formed by the third electronic expansion valve and the first heat exchanger. The first electronic expansion valve can adjust the radial flow of the refrigerant between the indoor condenser and the second heat exchanger, the stop valve can open or close the first branch, the second electronic expansion valve can adjust the radial flow of the refrigerant in the second branch, and the third electronic expansion valve can adjust the radial flow of the refrigerant in the third branch.

In one embodiment, the control valve comprises a valve body and a valve core, the valve body is provided with a valve cavity, one side of the valve body is provided with a plurality of communicating holes which penetrate through the side wall of the valve body and are communicated with the valve cavity, the valve core is rotatably arranged in the valve cavity, the valve core comprises a main body part and a plurality of partition plates arranged on the peripheral side of the main body part, one end of each partition plate is connected with the main body part, the other end of each partition plate extends towards the direction far away from the main body part, the plurality of partition plates surround to form a plurality of connecting grooves, when the valve core rotates for different preset angles relative to the valve body, the plurality of communicating holes can be communicated with each other through one or more connecting grooves, in addition, the main body part is provided with a through channel which can be communicated with the plurality of non-adjacent connecting grooves, so that when the valve core rotates for different preset angles relative to the valve body, the plurality of non-adjacent communicating holes can be communicated with the through channel through corresponding connecting grooves.

The application also provides an electric automobile which comprises the heat management integrated system in any one of the embodiments.

Compared with the prior art, the heat management integrated system and the electric automobile that this application provided, because cabin body heat exchange assembly can form first circulation circuit through the intercommunication control valve, battery heat exchange assembly can form second circulation circuit through the intercommunication control valve, motor heat exchange assembly can form third circulation circuit through the intercommunication control valve, that is, cabin body heat exchange assembly, battery heat exchange assembly and motor heat exchange assembly all communicate with the control valve, consequently, through setting up the control valve, the integrated level of heat management integrated system has been improved greatly. Furthermore, the first circulation loop, the second circulation loop and the third circulation loop can be communicated with each other through the control valve, namely, heat can be transmitted among the first circulation loop, the second circulation loop and the third circulation loop, so that the heat can be redistributed among the first circulation loop, the second circulation loop and the third circulation loop, and waste of heat caused by the fact that the heat can be transmitted only in a single circulation loop is avoided. Therefore, the heat management efficiency of the heat management integrated system is greatly improved.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments or the conventional technologies of the present application, the drawings used in the descriptions of the embodiments or the conventional technologies will be briefly introduced below, it is obvious that the drawings in the following descriptions are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

FIG. 1 is a system connection diagram of a thermal management integration system according to an embodiment provided herein;

FIG. 2 is a schematic diagram of a control valve according to an embodiment of the present disclosure;

FIG. 3 is an exploded view of a control valve according to an embodiment provided herein;

FIG. 4 is an expanded outboard plan view of a valve cartridge according to one embodiment of the present application;

FIG. 5 is a first schematic view of a valve cartridge according to an embodiment of the present disclosure;

FIG. 6 is a second schematic structural view of a valve cartridge according to an embodiment of the present disclosure;

FIG. 7 is a third schematic structural view of a valve cartridge according to an embodiment of the present disclosure;

FIG. 8 is a fourth structural schematic diagram of a valve cartridge according to an embodiment of the present disclosure;

FIG. 9 is a cross-sectional view of a valve cartridge at a first segment of an embodiment provided herein.

Reference numerals: 10. a control valve; 20. the cabin heat exchange assembly; 21. a warm air water pump; 22. an electric heater; 23. a warm air core body; 24. a warm air kettle; 30. a battery heat exchange assembly; 31. a battery water pump; 32. a first heat exchanger; 33. a battery heat exchange plate; 34. a battery kettle; 40. a motor heat exchange assembly; 41. a motor water pump; 42. a second heat exchanger; 43. a motor heat exchange plate; 44. a motor kettle; 45. a third heat exchanger; 46. an electronic fan; 50. a refrigerant assembly; 51. a first electronic expansion valve; 52. a second electronic expansion valve; 53. a third electronic expansion valve; 54. a stop valve; 55. an evaporator; 56. a gas-liquid separator; 57. a compressor; 58. an indoor condenser; 100. a valve body; 110. a valve cavity; 111. an assembly port; 120. a communicating hole; 121. a first through hole; 122. a second through hole; 123. a third through hole; 124. a fourth via hole; 125. a fifth through hole; 126. a sixth through hole; 127. a seventh via hole; 200. assembling a boss; 210. a mounting plane; 220. a cavity; 230. separating ribs; 240. a first direction; 250. a second direction; 300. a valve core; 310. a main body portion; 311. a through passage; 320. a partition plate; 330. connecting grooves; 331. a first connecting groove; 332. a second connecting groove; 333. a third connecting groove; 334. a fourth connecting groove; 335. a fifth connecting groove; 336. a sixth connecting groove; 337. a seventh connecting groove; 338. an eighth connecting groove; 339. a ninth connecting groove; 3310. a tenth connecting groove; 3311. an eleventh connecting groove; 3312. a twelfth connecting groove; 3313. a thirteenth connecting groove; 3314. a fourteenth connecting groove; 3315. a fifteenth connecting groove; 340. a first segment; 350. a second section; 360. a third segment; 400. sealing gaskets; 410. cutting; 500. an actuator; 510. a first housing; 520. a second housing; 521. a first annular projection; 600. an end cap; 610. a second annular projection; 700. and (5) sealing rings.

Detailed Description

In the description of the present application, it is to be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the present application and for simplicity in description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the present application.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless explicitly specified otherwise.

In this application, unless expressly stated or limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can include, for example, fixed connections, removable connections, or integral parts; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be interconnected within two elements or in a relationship where two elements interact with each other unless otherwise specifically limited. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.

In this application, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature "under," "beneath," and "under" a second feature may be directly under or obliquely under the second feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. As used herein, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like are for purposes of illustration only and do not denote a single embodiment.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the description of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

With the enhancement of environmental awareness, new energy automobiles are widely applied, and particularly, customer groups of electric automobiles are increasingly huge. In addition, the electric vehicle generates a large amount of heat during use, and therefore, on one hand, heat dissipation of components generating heat is required, and on the other hand, a partial region or components of the electric vehicle also need to be heated, so that more and more attention is paid to how to reasonably utilize the heat generated during use of the electric vehicle.

Referring to fig. 1, in order to solve the problems of low integration level and low thermal management efficiency of the conventional thermal management system, the present application provides a thermal management integrated system for an electric vehicle, where the electric vehicle includes a passenger compartment, a battery module, and a motor module. The heat management integrated system comprises a control valve 10, a cabin heat exchange assembly 20, a battery heat exchange assembly 30 and a motor heat exchange assembly 40, wherein the cabin heat exchange assembly 20 can form a first circulation loop through communication with the control valve 10, cooling liquid can circularly flow in the first circulation loop to heat a passenger cabin, the battery heat exchange assembly 30 can form a second circulation loop through communication with the control valve 10, the cooling liquid can circularly flow in the second circulation loop to heat or dissipate heat of a battery module, the motor heat exchange assembly 40 can form a third circulation loop through communication with the control valve 10, and the cooling liquid can circularly flow in the third circulation loop to heat or dissipate heat of the motor module. The first circulation circuit, the second circulation circuit, and the third circulation circuit can communicate with each other by controlling the valve 10.

It should be noted that the essence of heat transfer is that heat is transferred from a medium with a relatively high temperature to a medium with a relatively low temperature, so that the heat transfer process is a heat dissipation process for the medium with a relatively high temperature, whereas the heat transfer process is a heating process for the medium with a relatively low temperature, and thus, the heat transfer includes both heating and heat dissipation.

Also, it is noted that cooling includes, but is not limited to, water, alcohol-based coolants, glycerol-based coolants, glycol-based coolants, and propylene glycol-based coolants.

Because the cabin heat exchange assembly 20 can form a first circulation loop through the communication control valve 10, the battery heat exchange assembly 30 can form a second circulation loop through the communication control valve 10, and the motor heat exchange assembly 40 can form a third circulation loop through the communication control valve 10, that is, the cabin heat exchange assembly 20, the battery heat exchange assembly 30 and the motor heat exchange assembly 40 are all communicated with the control valve 10, therefore, the integration level of the heat management integrated system is greatly improved by arranging the control valve 10. Further, since the first circulation loop, the second circulation loop and the third circulation loop can realize the mutual communication of any two or three of the first circulation loop, the second circulation loop and the third circulation loop through the control valve 10, that is, heat can be mutually transferred among the first circulation loop, the second circulation loop and the third circulation loop, thus heat can be redistributed among the first circulation loop, the second circulation loop and the third circulation loop, and the waste of heat caused by the fact that heat can only be transferred in a single circulation loop (the first circulation loop, the second circulation loop or the third circulation loop) is avoided. Therefore, the heat management efficiency of the heat management integrated system is greatly improved.

In one embodiment, as shown in fig. 1, the heat exchange assembly 20 includes a warm air water pump 21, an electric heater 22 and a warm air core 23, the warm air water pump 21 and the warm air core 23 are respectively communicated with the control valve 10, and the control valve 10, the warm air water pump 21, the electric heater 22 and the warm air core 23 can be sequentially communicated to form a first circulation loop. The warm air water pump 21 is used for driving the coolant to flow, the electric heater 22 is used for heating the coolant, and the coolant can transfer heat to the passenger compartment through the warm air core 23.

Further, in an embodiment, as shown in fig. 1, the heat exchange assembly 20 further includes a warm-air water bottle 24, the warm-air water bottle 24 is respectively connected to the warm-air water pump 21 and the control valve 10, and the warm-air water bottle 24 is used for storing the cooling liquid and discharging the gas in the cooling liquid.

It should be noted that, in this embodiment, since the warm air water pump 21 is connected to the control valve 10, and the warm air water bottle 24 is connected to the warm air water pump 21 and the control valve 10, respectively, a three-way flow path is formed between the warm air water pump 24, the warm air water pump 21 and the control valve 10, so that the liquid coolant can directly circulate between the warm air water pump 21 and the control valve 10, the warm air water bottle 24 can supplement the coolant to the first circulation loop, and the gas in the first circulation loop can be discharged through the warm air water bottle 24.

But not limited thereto, in other embodiments, the warm-air water bottle 24 may also be respectively communicated with the warm-air water pump 21 and the electric heater 22, or the warm-air water bottle 24 may also be respectively communicated with the electric heater 22 and the warm-air core 23, or the warm-air water bottle 24 may also be respectively communicated with the warm-air core 23 and the control valve 10.

In one embodiment, as shown in fig. 1, the battery heat exchange assembly 30 includes a battery water pump 31, a first heat exchanger 32 and a battery heat exchange plate 33, the battery water pump 31 and the battery heat exchange plate 33 are respectively communicated with the control valve 10, and the control valve 10, the battery water pump 31, the first heat exchanger 32 and the battery heat exchange plate 33 can be sequentially communicated to form a second circulation loop. The battery water pump 31 is used for driving the cooling liquid to flow, the first heat exchanger 32 is used for cooling the cooling liquid, and the cooling liquid can dissipate heat of the battery module through the battery heat exchange plate 33.

Further, in an embodiment, as shown in fig. 1, the battery heat exchange assembly 30 further includes a battery water bottle 34, the battery water bottle 34 is respectively communicated with the battery water pump 31 and the control valve 10, and the battery water bottle 34 is used for storing the cooling liquid and discharging gas in the cooling liquid.

It should be noted that, in this embodiment, since the battery water pump 31 is connected to the control valve 10, and since the battery water bottle 34 is connected to the battery water pump 31 and the control valve 10, respectively, a three-way flow path is formed between the battery water pump 34, the battery water pump 31 and the control valve 10, so that the liquid coolant can directly flow between the battery water pump 31 and the control valve 10, the battery water bottle 34 can supplement the coolant to the second circulation loop, and the gas in the second circulation loop can be exhausted through the battery water bottle 34.

But not limited thereto, in other embodiments, the battery kettle 34 may also be respectively communicated with the battery water pump 31 and the first heat exchanger 32, or the battery kettle 34 may also be respectively communicated with the first heat exchanger 32 and the battery heat exchange plate 33, or the battery kettle 34 may also be respectively communicated with the battery heat exchange plate 33 and the control valve 10.

In one embodiment, as shown in fig. 1, the electric heater 22 can communicate with the battery heat-exchange plate 33, and the warm air water pump 21, the electric heater 22 and the battery heat-exchange plate 33 can communicate in sequence through the control valve 10 to communicate the first circulation loop and the second circulation loop.

In this way, the heat generated by the electric heater 22 can be transferred to the battery heat exchange plate 33 to heat the battery module.

In an embodiment, as shown in fig. 1, the motor heat exchange assembly 40 includes a motor water pump 41, a second heat exchanger 42, and a motor heat exchange plate 43, the motor water pump 41 and the motor heat exchange plate 43 are respectively communicated with the control valve 10, and the control valve 10, the motor water pump 41, the second heat exchanger 42, and the motor heat exchange plate 43 can be sequentially communicated to form a third circulation loop. The motor water pump 41 is used for driving the cooling liquid to flow, the second heat exchanger 42 is used for cooling the cooling liquid, and the cooling liquid can dissipate heat of the motor module through the motor heat exchange plate 43.

Further, in an embodiment, as shown in fig. 1, the motor heat exchange assembly 40 further includes a motor water bottle 44, the motor water bottle 44 is respectively communicated with the motor water pump 41 and the motor heat exchange plate 43, and the motor water bottle 44 is used for storing the cooling liquid and discharging gas in the cooling liquid.

It should be noted that, in this embodiment, because the motor water pump 41 is communicated with the motor heat exchange plate 43, and because the motor kettle 44 is respectively communicated with the motor water pump 41 and the motor heat exchange plate 43, a three-way flow path is formed among the motor water pump 44, the motor water pump 41 and the motor heat exchange plate 43, so that liquid coolant can directly circulate between the motor water pump 41 and the motor heat exchange plate 43, the motor kettle 44 can supplement the coolant to the third circulation loop, and the gas in the third circulation loop can be discharged through the motor kettle 44.

But not limited thereto, in other embodiments, the motor kettle 44 may also be respectively communicated with the motor water pump 41 and the control valve 10, or the motor kettle 44 may also be respectively communicated with the control valve 10 and the second heat exchanger 42, or the motor kettle 44 may also be respectively communicated with the second heat exchanger 42 and the motor heat exchange plate 43.

Further, in an embodiment, as shown in fig. 1, the motor heat exchange assembly 40 further includes a third heat exchanger 45, and the second heat exchanger 42 is communicated with the motor heat exchange plate 43 through the third heat exchanger 45. When the temperature of the motor module is greater than or equal to a first preset temperature value, the second heat exchanger 42 is started and absorbs heat in the cooling liquid, and the third heat exchanger 45 is started and cools the refrigerant flowing through the second heat exchanger 42; when the temperature of the motor module is less than or equal to a second preset temperature value, the second heat exchanger 42 and the third heat exchanger 45 can absorb heat in the air; the second preset temperature value is smaller than the first preset temperature value.

Still further, in an embodiment, as shown in fig. 1, the motor heat exchange assembly 40 further includes an electronic fan 46, the electronic fan 46 is disposed at one side of the third heat exchanger 45, and the electronic fan 46 is configured to accelerate the flow of air around the third heat exchanger 45, so as to improve the heat dissipation effect of the third heat exchanger 45.

In one embodiment, the hot air bottle 24, the battery bottle 34 and the motor bottle 44 are integrally formed.

Therefore, the sizes of the warm air water bottle 24, the battery water bottle 34 and the motor water bottle 44 are greatly reduced, and the assembly of the warm air water bottle 24, the battery water bottle 34 and the motor water bottle 44 is facilitated. Therefore, the size of the heat management integrated system is reduced, and the assembly efficiency of the heat management integrated system is improved.

In one embodiment, as shown in fig. 1, the control valve 10 is provided with a plurality of communication holes 120, and the compartment heat exchange assembly 20, the battery heat exchange assembly 30 and the motor heat exchange assembly 40 can be respectively communicated with different communication holes 120 of the control valve 10.

Specifically, in one embodiment, the communication hole 120 includes a first through hole 121, a second through hole 122, a third through hole 123, a fourth through hole 124, a fifth through hole 125, a sixth through hole 126, and a seventh through hole 127, the battery heat exchange plate 33 communicates with the first through hole 121, the battery water pump 31 communicates with the second through hole 122, the motor water pump 41 communicates with the third through hole 123, the motor heat exchange plate 43 communicates with the fourth through hole 124, the second heat exchanger 42 communicates with the fifth through hole 125, the heater core 23 communicates with the sixth through hole 126, and the heater water pump 21 communicates with the seventh through hole 127.

The control valve 10 comprises a plurality of communication modes, wherein part of the communication modes correspond to different use scenes of the communication thermal management integrated system.

When the control valve 10 is in mode one, the sixth through hole 126 communicates with the seventh through hole 127, the first through hole 121 communicates with the second through hole 122, the fifth through hole 125 communicates with the third through hole 123, and the fourth through hole 124 is closed. Specifically, the seventh through hole 127 sequentially communicates the warm air water pump 21, the electric heater 22, the warm air core 23, and the sixth through hole 126 to form a first circulation circuit, so that the passenger compartment can be heated by the first circulation circuit. The second through hole 122 is sequentially communicated with the battery water pump 31, the first heat exchanger 32, the battery heat exchange plate 33 and the first through hole 121 to form a second circulation loop, so that the battery module can be cooled through the second circulation loop. The fifth through hole 125 is sequentially communicated with the second heat exchanger 42, the third heat exchanger 45, the motor heat exchange plate 43, the motor water pump 41 and the third through hole 123 to form a third circulation loop, so that the motor module can be heated or cooled through the third circulation loop.

Specifically, when the temperature of the motor module is greater than or equal to a first preset temperature value (at this time, the temperature of the motor module is in a high-temperature range), the second heat exchanger 42 is turned on and absorbs heat in the coolant, and the third heat exchanger 45 is turned on and cools the coolant flowing through the second heat exchanger 42. That is, the motor module is cooled by the third circulation loop. When the temperature of the motor module is less than or equal to the second preset temperature value (at this time, the temperature of the motor module is in the low temperature range), the second heat exchanger 42 and the third heat exchanger 45 can absorb heat in the air.

As can be seen from the above, when the control valve 10 is in the mode one, the heating of the passenger compartment, the heat dissipation of the battery module, and the heat dissipation of the motor module are all separately and independently performed.

When the control valve 10 is in the mode two, the sixth through hole 126, the seventh through hole 127, the first through hole 121, and the second through hole 122 communicate with each other, the fifth through hole 125 communicates with the third through hole 123, and the fourth through hole 124 is closed. Specifically, the seventh through hole 127 sequentially communicates with the warm air water pump 21, the electric heater 22, the warm air core 23 and the sixth through hole 126 to form a first circulation loop, the second through hole 122 sequentially communicates with the battery water pump 31, the first heat exchanger 32, the battery heat exchange plate 33 and the first through hole 121 to form a second circulation loop, and the seventh through hole 127 sequentially communicates with the warm air water pump 21, the electric heater 22, the battery heat exchange plate 33 and the first through hole 121 to communicate the first circulation loop and the second circulation loop, so that the electric heater 22 can heat the passenger compartment and the battery module at the same time. The fifth through hole 125 is sequentially communicated with the second heat exchanger 42, the third heat exchanger 45, the motor heat exchange plate 43, the motor water pump 41 and the third through hole 123 to form a third circulation loop, so that the motor module can be cooled through the third circulation loop.

As can be seen from the above, when the control valve 10 is in the second mode, the heating of the passenger compartment and the heating of the battery module can be performed simultaneously, or the passenger compartment is heated by using the heat generated by the battery module, so as to recover the waste heat of the battery module.

When the control valve 10 is in the fourth mode, the sixth through hole 126, the seventh through hole 127, the first through hole 121, and the fourth through hole 124 communicate with each other, the second through hole 122 communicates with the third through hole 123, and the fifth through hole 125 is closed. Specifically, the seventh through hole 127 sequentially communicates the warm air water pump 21, the electric heater 22, the warm air core 23, and the sixth through hole 126 to form a first circulation loop, the seventh through hole 127 sequentially communicates the warm air water pump 21, the electric heater 22, the battery heat-exchange plate 33, and the first through hole 121 to communicate the first circulation loop with the second circulation loop, and the fourth through hole 124 sequentially communicates the motor heat-exchange plate 43, the motor water pump 41, the third through hole 123, the second through hole 122, the battery water pump 31, the first heat exchanger 32, the battery heat-exchange plate 33, and the first through hole 121 to communicate the second circulation loop with the third circulation loop.

As can be seen from the above, the first circulation loop, the second circulation loop and the third circulation loop can be completely communicated, so that the heat generated by the battery module and the motor module can be mutually transferred in the first circulation loop, the second circulation loop and the third circulation loop, and further, the waste heat recovery of the whole heat management integrated system is realized.

When the control valve 10 is in the mode five, the sixth through hole 126, the seventh through hole 127, the first through hole 121, and the second through hole 122 communicate with each other, the fourth through hole 124 communicates with the third through hole 123, and the fifth through hole 125 is closed. Specifically, the seventh through hole 127 sequentially communicates with the warm air water pump 21, the electric heater 22, the warm air core 23 and the sixth through hole 126 to form a first circulation loop, the second through hole 122 sequentially communicates with the battery water pump 31, the first heat exchanger 32, the battery heat exchange plate 33 and the first through hole 121 to form a second circulation loop, and the seventh through hole 127 sequentially communicates with the warm air water pump 21, the electric heater 22, the battery heat exchange plate 33 and the first through hole 121 to communicate the first circulation loop and the second circulation loop, so that the electric heater 22 can heat the passenger compartment and the battery module at the same time. The fourth through hole 124 is sequentially communicated with the motor heat exchange plate 43, the motor water pump 41 and the third through hole 123, so that the motor module can be in a heat storage mode.

As can be seen from the above, when the control valve 10 is in the mode five, the heating of the passenger compartment and the battery module can be performed simultaneously, or the passenger compartment is heated by using the heat generated by the battery module, so as to recover the waste heat of the battery module. And moreover, the motor module can be in a heat storage mode, so that the over-low temperature of the motor module is avoided.

When the control valve 10 is in the sixth mode, the sixth through hole 126 communicates with the seventh through hole 127, the first through hole 121 communicates with the fourth through hole 124, the second through hole 122 communicates with the third through hole 123, and the fifth through hole 125 is closed. Specifically, the seventh through hole 127 sequentially communicates the warm air water pump 21, the electric heater 22, the warm air core 23 and the sixth through hole 126 to form a first circulation loop, and the fourth through hole 124 sequentially communicates the motor heat exchange plate 43, the motor water pump 41, the third through hole 123, the second through hole 122, the battery water pump 31, the first heat exchanger 32, the battery heat exchange plate 33 and the first through hole 121 to communicate the second circulation loop with the third circulation loop.

Therefore, the passenger compartment can be independently heated, and the second circulation loop and the third circulation loop can be communicated with each other, so that heat generated by the battery module and the motor module can be mutually transmitted in the second circulation loop and the third circulation loop, and waste heat recovery of the battery module and the motor module is facilitated.

When the control valve 10 is in the mode seven, the seventh through hole 127, the first through hole 121, and the second through hole 122 communicate with each other, the fourth through hole 124 communicates with the third through hole 123, the fifth through hole 125 is closed, and the sixth through hole 126 is closed. Specifically, the second through hole 122 is sequentially communicated with the battery water pump 31, the first heat exchanger 32, the battery heat exchange plate 33 and the first through hole 121 to form a second circulation loop, the seventh through hole 127 is sequentially communicated with the warm air water pump 21, the electric heater 22, the battery heat exchange plate 33 and the first through hole 121, so that the electric heater 22 can only heat the battery, and the fourth through hole 124 is sequentially communicated with the motor heat exchange plate 43, the motor water pump 41 and the third through hole 123, so that the motor module can be in a heat storage mode.

As described above, the passenger compartment is no longer heated, and the electric heater 22 can be used to intensively heat the battery module. And, the motor module can be in the heat accumulation mode, avoids the temperature of motor module to hang down excessively.

In an embodiment, as shown in fig. 1, the thermal management integrated system further includes a cooling medium assembly 50, the cooling medium assembly 50 can be respectively communicated with the second heat exchanger 42 and the first heat exchanger 32, and the cooling liquid and the cooling medium can exchange heat in the second heat exchanger 42 or in the first heat exchanger 32.

Further, in an embodiment, as shown in fig. 1, the refrigerant assembly 50 includes a first electronic expansion valve 51, a second electronic expansion valve 52, a third electronic expansion valve 53, a stop valve 54, an evaporator 55, a gas-liquid separator 56, a compressor 57 and an indoor condenser 58, the compressor 57 is sequentially communicated with the indoor condenser 58, the first electronic expansion valve 51 and the second heat exchanger 42 through an outlet end, the second heat exchanger 42 is sequentially communicated with inlet ends of the gas-liquid separator 56 and the compressor 57 through a first branch formed by the stop valve 54, or the second heat exchanger 42 is sequentially communicated with inlet ends of the gas-liquid separator 56 and the compressor 57 through a second branch formed by the second electronic expansion valve 52 and the evaporator 55, or the second heat exchanger 42 is sequentially communicated with inlet ends of the gas-liquid separator 56 and the compressor 57 through a third branch formed by the third electronic expansion valve 53 and the first heat exchanger 32. The first electronic expansion valve 51 can adjust the radial flow rate of the refrigerant between the interior condenser 58 and the second heat exchanger 42, the shutoff valve 54 can open or close the first branch, the second electronic expansion valve 52 can adjust the radial flow rate of the refrigerant in the second branch, and the third electronic expansion valve 53 can adjust the radial flow rate of the refrigerant in the third branch.

The first electronic expansion valve 51, the second electronic expansion valve 52, and the third electronic expansion valve 53 can adjust the radial flow rate of the refrigerant by adjusting their respective opening degrees, and specifically, the first electronic expansion valve 51, the second electronic expansion valve 52, and the third electronic expansion valve 53 are divided into three states, i.e., full-pass (opening degree of 100%), throttle (opening degree of more than 0 and less than 100%), and closed, according to their respective opening degrees.

Specifically, when both the battery module and the passenger compartment need to dissipate heat (cool), the shutoff valve 54 is in a closed state, the first electronic expansion valve 51 is in a full-through state, the second electronic expansion valve 52 is in a throttling state, and the third electronic expansion valve 53 is in a throttling state.

When the passenger compartment needs dehumidification, the stop valve 54 is in a closed state, the first electronic expansion valve 51 is in a throttling state, the second electronic expansion valve 52 is in a throttling state, and the third electronic expansion valve 53 is in a closed state.

When the passenger compartment needs to be heated (warmed), the shutoff valve 54 is in an open state, the first electronic expansion valve 51 is in a throttled state, the second electronic expansion valve 52 is in a closed state, and the third electronic expansion valve 53 is in a closed state.

When the battery module and the motor module need waste heat recovery, the stop valve 54 is in a closed state, the first electronic expansion valve 51 is in a closed state, the second electronic expansion valve 52 is in a closed state, and the third electronic expansion valve 53 is in a throttling state.

When the passenger compartment needs to be heated (warmed), the shutoff valve 54 is in a closed state, the first electronic expansion valve 51 is in a closed state, the second electronic expansion valve 52 is in a closed state, and the third electronic expansion valve 53 is in a closed state. That is, at this time, the entire refrigerant unit 50 is in a closed state, and the passenger compartment is heated by the electric heater 22.

Further, in one embodiment, when the heat in the coolant is relatively small and cannot be directly utilized to heat the passenger compartment, the heat in the coolant can be transferred to the refrigerant through the first heat exchanger 32 or the second heat exchanger 42 to absorb heat in the refrigerant, and then the refrigerant performs work through the compressor 57 and finally releases heat through the interior condenser 58. Therefore, the heat released by the refrigerant through the indoor condenser 58 comes from the heat generated by the compressor acting and the heat transferred from the cooling liquid through the first heat exchanger 32 or the second heat exchanger 42, and the utilization rate of the waste heat recovered by the cooling liquid is effectively improved.

In one embodiment, as shown in fig. 2 to 8, the control valve includes a valve body 100 and a valve cartridge 300, the valve body 100 is provided with a valve chamber 110, one side of the valve body 100 is provided with a plurality of communication holes 120 penetrating through a sidewall of the valve body 100 and communicating with the valve chamber 110, the valve cartridge 300 is rotatably provided in the valve chamber 110, the valve cartridge 300 includes a main body portion 310 and a plurality of partition plates 320 provided around the main body portion 310, one end of the partition plate 320 is connected to the main body portion 310, and the other end thereof extends in a direction away from the main body portion 310, and the plurality of partition plates 320 surround to form a plurality of connection grooves 330, the plurality of communication holes 120 can be communicated with each other through one or more connection grooves 330 when the valve cartridge 300 is rotated at different preset angles with respect to the valve body 100, and the main body portion 310 is provided with a through passage 311 capable of communicating with a plurality of non-adjacent connection grooves 330, such that the plurality of non-adjacent communication holes 120 can be communicated with the through the corresponding connection grooves 330 and the through passage 311 when the valve cartridge 300 is rotated at different preset angles with respect to the valve body 100.

Generally, in order to communicate two non-adjacent communication holes, a method of expanding the length of the connection groove is generally adopted to connect the two non-adjacent communication holes, but by so doing, the space occupied by a single connection groove on the valve core is increased, so that the number of connection grooves that can be arranged on the valve core is reduced, and further, the communication mode of the control valve is reduced.

The control valve provided by the application, through set up through-channel 311 on main part 310, not only make two communicating holes 120 that are not adjacent can be linked together through corresponding connecting groove 330 and through-channel 311, moreover, so set up, need not enlarge the length of original connecting groove 330, also can not occupy the arrangement space of the connecting groove 330 of main part 310 week side, promptly, so set up, can not reduce the quantity of the original mode of connecting of control valve.

The control valve includes the following eight communication modes:

and a mode eight: when the spool 300 is in the first preset position, the sixth through hole 126 communicates with the seventh through hole 127 through the connection groove 330, the seventh through hole 127 communicates with the first through hole 121 through the connection groove 330, the sixth through hole 126 communicates with the fourth through hole 124 through the connection groove 330, the sixth through hole 126 communicates with the second through hole 122 through the connection groove 330, the second through hole 122 communicates with the fifth through hole 125 through the connection groove 330, and the fifth through hole 125 communicates with the third through hole 123 through the connection groove 330 and the through passage 311;

in a first mode: when the valve core 300 rotates by a first preset angle relative to the first preset position, the first through hole 121 is communicated with the second through hole 122 through the connecting groove 330, the sixth through hole 126 is communicated with the seventh through hole 127 through the connecting groove 330, the third through hole 123 is communicated with the fifth through hole 125 through the connecting groove 330, and the fourth through hole 124 is in a closed state;

and a second mode: when the valve spool 300 rotates by a second preset angle range relative to the first preset position, the first through hole 121 is respectively communicated with the second through hole 122 and the seventh through hole 127 through different connecting grooves 330, the sixth through hole 126 is communicated with the seventh through hole 127 through the connecting groove 330, the third through hole 123 is communicated with the fifth through hole 125 through the connecting groove 330, and the fourth through hole 124 is in a closed state;

and a third mode: when the valve spool 300 rotates by a third preset angle with respect to the first preset position, the first through hole 121 communicates with the fifth through hole 125 through the connection groove 330 and the through passage 311, the sixth through hole 126 communicates with the seventh through hole 127 through the connection groove 330, the third through hole 123 communicates with the second through hole 122 through the connection groove 330, and the fourth through hole 124 is in a closed state;

and a fourth mode: when the valve spool 300 rotates by a fourth preset angle range relative to the first preset position, the first through hole 121 is respectively communicated with the fourth through hole 124 and the seventh through hole 127 through different connecting grooves 330, the sixth through hole 126 is communicated with the seventh through hole 127 through the connecting groove 330, the third through hole 123 is communicated with the second through hole 122 through the connecting groove 330, and the fifth through hole 125 is in a closed state;

and a fifth mode: when the valve spool 300 rotates by a fifth preset angle range relative to the first preset position, the first through hole 121 is respectively communicated with the second through hole 122 and the seventh through hole 127 through different connecting grooves 330, the sixth through hole 126 is communicated with the seventh through hole 127 through the connecting groove 330, the third through hole 123 is communicated with the fourth through hole 124 through the connecting groove 330, and the fifth through hole 125 is in a closed state;

mode six: when the valve spool 300 rotates by a sixth preset angle relative to the first preset position, the first through hole 121 communicates with the fourth through hole 124 through the connecting groove 330, the sixth through hole 126 communicates with the seventh through hole 127 through the connecting groove 330, the third through hole 123 communicates with the second through hole 122 through the connecting groove 330, and the fifth through hole 125 is in a closed state;

mode seven: when the spool 300 is rotated by a seventh preset angle with respect to the first preset position, the first through hole 121 communicates with the second through hole 122 and the seventh through hole 127 through different connection grooves 330, respectively, the third through hole 123 communicates with the fourth through hole 124 through the connection grooves 330, the fifth through hole 125 is in a closed state, and the sixth through hole 126 is in a closed state.

It is to be noted that in the eighth mode, the seven communication holes 120 communicate with each other, and thus, it is advantageous to vacuum-suck the entire control valve before filling the coolant.

It should be noted that "preset angle" refers to a fixed value of angle, and "preset angle range" refers to an angle interval. Specifically, in one embodiment, the first predetermined angle is (134 ± 6) °, the second predetermined angle is in the range of 140 ° -158 °, the third predetermined angle is (98 ± 6) °, the fourth predetermined angle is in the range of 68 ° -86 °, the fifth predetermined angle is in the range of 164 ° -182 °, the sixth predetermined angle is (62 ± 6) °, and the seventh predetermined angle is (188 ± 6) °.

In one embodiment, as shown in fig. 2 and 3, a mounting boss 200 is provided on one side of the valve body 100, a mounting plane 210 is provided on an end of the mounting boss 200 facing away from the valve body 100, and the communication hole 120 is provided on the mounting plane 210 and extends toward the valve chamber 110 to communicate with the valve chamber 110.

Thus, the connection of a plurality of pipelines in the control valve is facilitated.

Further, in an embodiment, the assembling boss 200 is provided with a cavity 220, a separation rib 230 is provided in the cavity 220, and the plurality of separation ribs 230 surround to form the communication hole 120.

In an embodiment, the assembly boss 200 and the valve body 100 are integrally formed, and specifically, the assembly boss 200 and the valve body 100 may be integrally injection molded, may also be integrally turned, and may also be 3D printed, which is not listed here.

But not limited thereto, in other embodiments, the communication hole 120 may be directly provided to the sidewall of the valve body 100.

Further, in an embodiment, as shown in fig. 2 and 3, the mounting plane 210 has a first direction 240 that is the same direction as the axial direction of the valve body 100 and a second direction 250 that is perpendicular to the first direction 240, the fifth through hole 125 and the third through hole 123 are sequentially arranged along the second direction 250 of the mounting plane 210 and are both located at one end of the first direction 240 of the mounting plane 210, the sixth through hole 126, the seventh through hole 127 and the first through hole 121 are sequentially arranged along the second direction 250 of the mounting plane 210 and are both located at the other end of the first direction 240 of the mounting plane 210, and the second through hole 122 and the fourth through hole 124 are sequentially arranged along the second direction 250 of the mounting plane 210 and are both located at an intermediate position of the first direction 240 of the mounting plane 210.

Further, in an embodiment, the lengths of the first through hole 121 and the third through hole 123 in the lateral direction of the fitting boss 200 are longer than the lengths of the other communication holes 120 in the lateral direction of the fitting boss 200.

In one embodiment, the first through hole 121, the second through hole 122, the third through hole 123, the fourth through hole 124, the fifth through hole 125, the sixth through hole 126, and the seventh through hole 127 are square holes.

But not limited thereto, in other embodiments, the first through hole 121, the second through hole 122, the third through hole 123, the fourth through hole 124, the fifth through hole 125, the sixth through hole 126, and the seventh through hole 127 may also be circular holes, triangular holes, or through holes with other shapes, which are not listed here.

In one embodiment, as shown in fig. 3 to 8, the valve core 300 is a cylindrical structure, the valve core 300 is divided into a first segment 340, a second segment 350 and a third segment 360 which are connected in sequence along the axial direction, and the connecting groove 330 includes a first connecting groove 331, a second connecting groove 332, a third connecting groove 333, a fourth connecting groove 334, a fifth connecting groove 335, a sixth connecting groove 336, a seventh connecting groove 337, an eighth connecting groove 338, a ninth connecting groove 339, a tenth connecting groove 3310, a tenth connecting groove 3311, a twelfth connecting groove 3312, a thirteenth connecting groove 3313, a fourteenth connecting groove 3314 and a fifteenth connecting groove 3315 which are separately arranged. The first connecting groove 331, the second connecting groove 332, the third connecting groove 333, the fourth connecting groove 334, the fifth connecting groove 335, and the sixth connecting groove 336 are distributed in the first segment 340 along the circumferential direction of the valve spool 300, the seventh connecting groove 337, the eighth connecting groove 338, the ninth connecting groove 339, the tenth connecting groove 3310, the tenth connecting groove 3311, and the twelfth connecting groove 3312 are distributed in the second segment 350 along the circumferential direction of the valve spool 300, and the thirteenth connecting groove 3313, the fourteenth connecting groove 3314, and the fifteenth connecting groove 3315 are distributed in the third segment 360 along the circumferential direction of the valve spool 300. The third connecting groove 333 and the eighth connecting groove 338 communicate with each other in the axial direction of the valve body 300, the fifth connecting groove 335 and the eleventh connecting groove 3311 communicate with each other in the axial direction of the valve body 300, the sixth connecting groove 336, the twelfth connecting groove 3312, and the fifteenth connecting groove 3315 communicate with each other in the axial direction of the valve body 300, the ninth connecting groove 339 and the fifteenth connecting groove 3315 communicate with each other in the axial direction of the valve body 300, and the second connecting groove 332 and the sixth connecting groove 336 communicate with each other through the through passage 311.

Further, in an embodiment, as shown in fig. 5, 6 and 9, the through channel 311 is disposed through the main body portion 310 on a side close to the bottom wall of the first connecting groove 331, and does not communicate with the first connecting groove 331.

However, in other embodiments, the through channel 311 may be sequentially disposed on the body 310 near the bottom wall of the third connecting groove 333, the bottom wall of the fourth connecting groove 334, and the bottom wall of the fifth connecting groove 335, and does not connect the third connecting groove 333, the fourth connecting groove 334, and the fifth connecting groove 335.

Further, in one embodiment, the first, second, and

third segments

340, 350, 360 are equal in length along the axial direction of the valve spool 300.

But not limited thereto, in other embodiments, the thicknesses of the first segment 340 and the second segment 350 in the axial direction of the valve spool 300 may also be unequal, and are not particularly limited thereto.

Specifically, when the control valve is in the eighth mode, the sixth through hole 126 communicates with the seventh through hole 127 through the fifteenth connecting groove 3315, the seventh through hole 127 communicates with the first through hole 121 through the thirteenth connecting groove 3313, the sixth through hole 126 communicates with the fourth through hole 124 through the fifteenth connecting groove 3315 and the ninth connecting groove 339, the sixth through hole 126 communicates with the second through hole 122 through the fifteenth connecting groove 3315 and the twelfth connecting groove 3312, the second through hole 122 communicates with the fifth through hole 125 through the twelfth connecting groove 3312 and the sixth connecting groove 336, and the fifth through hole 125 communicates with the third through hole 123 through the sixth connecting groove 336, the through passage 311, and the second connecting groove 332;

when the control valve is in the first mode, the first through hole 121 communicates with the second through hole 122 through the fifteenth connecting groove 3315 and the ninth connecting groove 339, the sixth through hole 126 communicates with the seventh through hole 127 through the fourteenth connecting groove 3314, the third through hole 123 communicates with the fifth through hole 125 through the third connecting groove 333, and the fourth through hole 124 is in a closed state;

when the control valve is in the second mode, the first through hole 121 communicates with the second through hole 122 through the fifteenth connecting groove 3315 and the ninth connecting groove 339, the first through hole 121 communicates with the seventh through hole 127 through the fifteenth connecting groove 3315, the sixth through hole 126 communicates with the seventh through hole 127 through the fourteenth connecting groove 3314, the third through hole 123 communicates with the fifth through hole 125 through the third connecting groove 333, and the fourth through hole 124 is in a closed state;

when the control valve is in the third mode, the first through hole 121 is communicated with the fifth through hole 125 sequentially through the fifteenth connecting groove 3315, the twelfth connecting groove 3312, the sixth connecting groove 336, the through channel 311 and the second connecting groove 332, the sixth through hole 126 is communicated with the seventh through hole 127 through the thirteenth connecting groove 3313, the third through hole 123 is communicated with the second through hole 122 through the third connecting groove 333 and the eighth connecting groove 338, and the fourth through hole 124 is in a closed state;

when the control valve is in the fourth mode, the first through hole 121 communicates with the seventh through hole 127 through the fourteenth connecting groove 3314, the first through hole 121 communicates with the fourth through hole 124 through the fifteenth connecting groove 3315 and the ninth connecting groove 339, the sixth through hole 126 communicates with the seventh through hole 127 through the thirteenth connecting groove 3313, the third through hole 123 communicates with the second through hole 122 through the third connecting groove 333 and the eighth connecting groove 338, and the fifth through hole 125 is in a closed state;

when the control valve is in the fifth mode, the first through hole 121 communicates with the second through hole 122 through the fifteenth connecting groove 3315 and the ninth connecting groove 339, the first through hole 121 communicates with the seventh through hole 127 through the fifteenth connecting groove 3315, the sixth through hole 126 communicates with the seventh through hole 127 through the fourteenth connecting groove 3314, the third through hole 123 communicates with the fourth through hole 124 through the fifth connecting groove 335 and the eleventh connecting groove 3311, and the fifth through hole 125 is in a closed state;

when the control valve is in the sixth mode, the first through hole 121 communicates with the fourth through hole 124 through the fifteenth connecting groove 3315 and the ninth connecting groove 339, the sixth through hole 126 communicates with the seventh through hole 127 through the thirteenth connecting groove 3313, the third through hole 123 communicates with the second through hole 122 through the third connecting groove 333 and the eighth connecting groove 338, and the fifth through hole 125 is in a closed state;

when the control valve is in the seventh mode, the first through hole 121 communicates with the second through hole 122 through the fifteenth connecting groove 3315 and the ninth connecting groove 339, the first through hole 121 communicates with the seventh through hole 127 through the fifteenth connecting groove 3315, the third through hole 123 communicates with the fourth through hole 124 through the fifth connecting groove 335 and the eleventh connecting groove 3311, the fifth through hole 125 is in a closed state, and the sixth through hole 126 is in a closed state.

It should be noted that, in the state of the mode two, the seventh through hole 127 communicates with the sixth through hole 126 and the first through hole 121, respectively, and in the case where the spool 300 is rotated by a second preset angle range with respect to the first preset position, the fifteenth connecting groove 3315 can adjust the opening degree between the first through hole 121 and the seventh through hole 127, and the fourteenth connecting groove 3314 can adjust the opening degree between the sixth through hole 126 and the seventh through hole 127, thereby achieving the flow rate ratio adjustment between the sixth through hole 126, the seventh through hole 127, and the first through hole 121.

Likewise, in the state of the pattern four, the seventh through hole 127 communicates with the sixth through hole 126 and the first through hole 121, respectively, and in the case where the spool 300 is rotated by a fourth preset angle range with respect to the first preset position, the fourteenth connecting groove 3314 can adjust the opening degree between the first through hole 121 and the seventh through hole 127, and the thirteenth connecting groove 3313 can adjust the opening degree between the sixth through hole 126 and the seventh through hole 127, thereby achieving adjustment of the flow rate ratio among the sixth through hole 126, the seventh through hole 127, and the first through hole 121.

Similarly, in the fifth mode, the seventh through hole 127 communicates with the sixth through hole 126 and the first through hole 121, respectively, and when the spool 300 is rotated by a fifth predetermined angle range with respect to the first predetermined position, the fifteenth connecting groove 3315 can adjust the opening degree between the first through hole 121 and the seventh through hole 127, and the fourteenth connecting groove 3314 can adjust the opening degree between the sixth through hole 126 and the seventh through hole 127, thereby adjusting the flow rate ratio among the sixth through hole 126, the seventh through hole 127, and the first through hole 121.

In one embodiment, as shown in fig. 3, the control valve further includes a sealing gasket 400, the sealing gasket 400 is disposed between the valve body 100 and the valve body 300, the sealing gasket 400 is provided with a plurality of slits 410 communicating with the corresponding communication holes 120, one end of the sealing gasket 400 in the thickness direction contacts and is in sealing engagement with the outer wall of the valve body 300, and the other end of the sealing gasket 400 in the thickness direction is in sealing engagement with the inner wall of the valve body 100.

In this way, when fluid (including but not limited to coolant) flows between the valve body 100 and the valve core 300, the fluid passes through the cut 410 of the sealing gasket 400, and since one end of the sealing gasket 400 in the thickness direction contacts and is in sealing engagement with the surface of the valve core 300 and the other end of the sealing gasket 400 in the thickness direction is in sealing engagement with the inner wall of the valve body 100, the fluid is difficult to leak at the joint of the valve core 300 and the valve body 100, thereby facilitating the use of the control valve.

Specifically, the sealing gasket 400 is sheet-shaped, and a side surface of the sealing gasket 400 adjacent to the valve core 300 is smooth, so as to facilitate the rotation of the valve core 300 relative to the sealing gasket 400. The sealing gasket 400 is usually made of rubber or silica gel, and the whole sealing gasket 400 is integrally formed.

In one embodiment, the sealing gasket 400 is attached to the inner wall of the valve body 100 along the circumferential direction of the valve body 100, so as to improve the assembling strength of the sealing gasket 400.

Further, in one embodiment, the shape of the cutout 410 is the same as the shape of the corresponding communicating hole 120.

In one embodiment, as shown in fig. 3, the control valve further includes an actuator 500, and the actuator 500 is disposed at one end of the valve body 100 along the axial direction of the valve body 100 and is connected to a rotating shaft of the valve core 300 to drive the valve core 300 to rotate relative to the valve body 100.

Further, in an embodiment, as shown in fig. 3, the actuator 500 includes a first housing 510, a second housing 520, and a driving component (not shown), the first housing 510 and the second housing 520 enclose a mounting cavity (not shown), the driving component is installed in the mounting cavity, and the first housing 510 and the second housing 520 are welded by laser or ultrasonic.

In one embodiment, as shown in fig. 3, one end of the valve body 100 close to the actuator 500 is provided with a mounting port 111 communicating with the valve chamber 110, the valve core 300 is mounted in the valve chamber 110 through the mounting port 111, and the control valve further comprises an end cap 600, and the end cap 600 covers the mounting port 111.

Therefore, the assembling difficulty of the control valve is reduced, and the assembling efficiency of the control valve is improved.

Further, in an embodiment, as shown in fig. 3, the second housing 520 is provided with a first annular protrusion 521, the end cap 600 is provided with a second annular protrusion 610 corresponding to the first annular protrusion 521, the second annular protrusion 610 is sleeved on one end of the first annular protrusion 521 far away from the second housing 520, and the sealing ring 700 is sleeved on one end of the first annular protrusion 521 near the second housing 520, so as to close an assembly gap between the first annular protrusion 521 and the second annular protrusion 610.

But not limited thereto, in other embodiments, the second casing 520 is disposed at an end of the actuator 500 close to the end cap 600, and an end of the second casing 520 close to the end cap 600 is provided with a first seal groove (not shown) surrounding a rotation shaft of the valve element 300, and an end of the end cap 600 close to the second casing 520 is provided with a second seal groove (not shown) corresponding to the first seal groove, the first seal groove and the second seal groove are surrounded to form a seal cavity (not shown), the seal ring 700 is disposed in the seal cavity, and two ends of the seal ring 700 are respectively connected to an inner wall of the first seal groove and an inner wall of the second seal groove in a sealing manner.

In this manner, liquid can be prevented from entering the rotation shaft of the spool 300 from the gap between the end cap 600 and the second housing 520.

Further, in other embodiments, other seals may be provided at the end of the end cap 600 facing away from the actuator 500.

In one embodiment, the actuator 500 engages the shaft connected to the spool 300 through a gear structure.

In an embodiment, a rotation stop block (not shown) is disposed at an end of the valve core 300 away from the actuator, a rotation stop groove (not shown) is disposed in the valve body 100 corresponding to the rotation stop block, and the rotation stop block is movably engaged with the rotation stop groove to limit a rotation angle of the valve core 300 relative to the valve body 100, so as to prevent the valve core 300 from rotating excessively.

All possible combinations of the technical features of the above embodiments may not be described for the sake of brevity, but should be considered as within the scope of the present disclosure as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the claims. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, and these are all within the scope of protection of the present application. Therefore, the protection scope of the present application shall be subject to the appended claims.

Claims

1. The heat management integrated system is characterized by comprising a control valve (10), a cabin heat exchange assembly (20), a battery heat exchange assembly (30) and a motor heat exchange assembly (40), wherein the cabin heat exchange assembly (20) can form a first circulation loop through communication with the control valve (10), a cooling liquid can circularly flow in the first circulation loop to heat a passenger cabin of an electric automobile, the battery heat exchange assembly (30) can form a second circulation loop through communication with the control valve (10), the cooling liquid can circularly flow in the second circulation loop to heat or radiate a battery module of the electric automobile, the motor heat exchange assembly (40) can form a third circulation loop through communication with the control valve (10), and the cooling liquid can circularly flow in the third circulation loop to heat or radiate the motor module of the electric automobile;

and, the first circulation circuit, the second circulation circuit and the third circulation circuit can realize the mutual communication of any two or three of the first circulation circuit, the second circulation circuit and the third circulation circuit through a control valve (10).

2. The heat management integrated system according to claim 1, wherein the heat exchange assembly (20) comprises a warm air water pump (21), an electric heater (22) and a warm air core (23), the warm air water pump (21) and the warm air core (23) are respectively communicated with the control valve (10), and the control valve (10), the warm air water pump (21), the electric heater (22) and the warm air core (23) can be sequentially communicated to form the first circulation loop; the warm air water pump (21) is used for driving the cooling liquid to flow, the electric heater (22) is used for heating the cooling liquid, and the cooling liquid can transfer heat to the passenger compartment through the warm air core body (23).

3. The heat management integrated system according to claim 2, wherein the battery heat exchange assembly (30) comprises a battery water pump (31), a first heat exchanger (32) and a battery heat exchange plate (33), the battery water pump (31) and the battery heat exchange plate (33) are respectively communicated with the control valve (10), and the control valve (10), the battery water pump (31), the first heat exchanger (32) and the battery heat exchange plate (33) can be sequentially communicated to form the second circulation loop;

the battery water pump (31) is used for driving cooling liquid to flow, the first heat exchanger (32) is used for cooling the cooling liquid, and the cooling liquid can be cooled through the battery heat exchange plate (33) to the battery module.

4. The integrated thermal management system according to claim 3, wherein the electric heater (22) is capable of communicating with the battery heat-exchange plate (33), and the warm air water pump (21), the electric heater (22) and the battery heat-exchange plate (33) are capable of communicating in sequence through the control valve (10) to intercommunicate the first circulation loop and the second circulation loop.

5. The heat management integrated system according to claim 4, wherein the motor heat exchange assembly (40) comprises a motor water pump (41), a second heat exchanger (42) and a motor heat exchange plate (43), the motor water pump (41) and the motor heat exchange plate (43) are respectively communicated with the control valve (10), and the control valve (10), the motor water pump (41), the second heat exchanger (42) and the motor heat exchange plate (43) can be sequentially communicated to form the third circulation loop;

the motor water pump (41) is used for driving cooling liquid to flow, the second heat exchanger (42) is used for heating or radiating the cooling liquid, and the cooling liquid can heat or radiate the motor module through the motor heat exchange plate (43).

6. The heat management integration system according to claim 5, wherein the motor heat exchange assembly (40) further comprises a third heat exchanger (45), and the second heat exchanger (42) is communicated with the motor heat exchange plate (43) through the third heat exchanger (45);

when the temperature of the motor module is greater than or equal to a first preset temperature value, the second heat exchanger (42) is started and absorbs heat in the cooling liquid, and the third heat exchanger (45) is started and cools the refrigerant flowing through the second heat exchanger (42);

when the temperature of the motor module is less than or equal to a second preset temperature value, the second heat exchanger (42) and the third heat exchanger (45) can absorb heat in the air;

the second preset temperature value is smaller than the first preset temperature value.

7. The heat management integrated system according to claim 6, wherein the control valve (10) is provided with a plurality of communication holes (120), and the cabin heat exchange assembly (20), the battery heat exchange assembly (30) and the motor heat exchange assembly (40) can be respectively communicated with different communication holes (120) of the control valve (10);

the communication hole (120) comprises a first through hole (121), a second through hole (122), a third through hole (123), a fourth through hole (124), a fifth through hole (125), a sixth through hole (126) and a seventh through hole (127), the battery heat exchange plate (33) is communicated with the first through hole (121), the battery water pump (31) is communicated with the second through hole (122), the motor water pump (41) is communicated with the third through hole (123), the motor heat exchange plate (43) is communicated with the fourth through hole (124), the second heat exchanger (42) is communicated with the fifth through hole (125), the warm air core body (23) is communicated with the sixth through hole (126), and the warm air water pump (21) is communicated with the seventh through hole (127);

the control valve (10) includes a plurality of communication modes,

when the control valve (10) is in mode one, the sixth through hole (126) communicates with the seventh through hole (127), the first through hole (121) communicates with the second through hole (122), the fifth through hole (125) communicates with the third through hole (123), and the fourth through hole (124) is closed; the seventh through hole (127) is communicated with the warm air water pump (21), the electric heater (22), the warm air core body (23) and the sixth through hole (126) in sequence to form the first circulation loop; the second through hole (122) is communicated with the battery water pump (31), the first heat exchanger (32), the battery heat exchange plate (33) and the first through hole (121) in sequence to form a second circulation loop; the fifth through hole (125) is communicated with the second heat exchanger (42), the third heat exchanger (45), the motor heat exchange plate (43), the motor water pump (41) and the third through hole (123) in sequence to form the third circulation loop;

when the control valve (10) is in mode two, the sixth through hole (126), the seventh through hole (127), the first through hole (121), and the second through hole (122) communicate with each other, the fifth through hole (125) communicates with the third through hole (123), and the fourth through hole (124) is closed; the seventh through hole (127) is communicated with the warm air water pump (21), the electric heater (22), the warm air core (23) and the sixth through hole (126) in sequence to form the first circulation loop, the second through hole (122) is communicated with the battery water pump (31), the first heat exchanger (32), the battery heat exchange plate (33) and the first through hole (121) in sequence to form the second circulation loop, and the seventh through hole (127) is communicated with the warm air water pump (21), the electric heater (22), the battery heat exchange plate (33) and the first through hole (121) in sequence to enable the first circulation loop and the second circulation loop to be communicated with each other; the fifth through hole (125) is communicated with the second heat exchanger (42), the third heat exchanger (45), the motor heat exchange plate (43), the motor water pump (41) and the third through hole (123) in sequence to form the third circulation loop;

when the control valve (10) is in the mode four, the sixth through hole (126), the seventh through hole (127), the first through hole (121) and the fourth through hole (124) are communicated with each other, the second through hole (122) is communicated with the third through hole (123), and the fifth through hole (125) is closed; the seventh through hole (127) is communicated with the warm air water pump (21), the electric heater (22), the warm air core (23) and the sixth through hole (126) in sequence to form the first circulation loop, the seventh through hole (127) is communicated with the warm air water pump (21), the electric heater (22), the battery heat exchange plate (33) and the first through hole (121) in sequence to enable the first circulation loop and the second circulation loop to be communicated with each other, and the fourth through hole (124) is communicated with the motor heat exchange plate (43), the motor water pump (41), the third through hole (123), the second through hole (122), the battery water pump (31), the first heat exchanger (32), the battery heat exchange plate (33) and the first through hole (121) in sequence to enable the second circulation loop and the third circulation loop to be communicated with each other;

when the control valve (10) is in mode five, the sixth through hole (126), the seventh through hole (127), the first through hole (121), and the second through hole (122) communicate with each other, the fourth through hole (124) communicates with the third through hole (123), and the fifth through hole (125) is closed; the seventh through hole (127) is communicated with the warm air water pump (21), the electric heater (22), the warm air core (23) and the sixth through hole (126) in sequence to form the first circulation loop, the second through hole (122) is communicated with the battery water pump (31), the first heat exchanger (32), the battery heat exchange plate (33) and the first through hole (121) in sequence to form the second circulation loop, and the seventh through hole (127) is communicated with the warm air water pump (21), the electric heater (22), the battery heat exchange plate (33) and the first through hole (121) in sequence to enable the first circulation loop and the second circulation loop to be communicated with each other; the fourth through hole (124) is communicated with the motor heat exchange plate (43), the motor water pump (41) and the third through hole (123) in sequence;

when the control valve (10) is in a sixth mode, the sixth through hole (126) is communicated with the seventh through hole (127), the first through hole (121) is communicated with the fourth through hole (124), the second through hole (122) is communicated with the third through hole (123), and the fifth through hole (125) is closed; the seventh through hole (127) is sequentially communicated with the warm air water pump (21), the electric heater (22), the warm air core (23) and the sixth through hole (126) to form the first circulation loop, and the fourth through hole (124) is sequentially communicated with the motor heat exchange plate (43), the motor water pump (41), the third through hole (123), the second through hole (122), the battery water pump (31), the first heat exchanger (32), the battery heat exchange plate (33) and the first through hole (121) to enable the second circulation loop and the third circulation loop to be communicated with each other;

when the control valve (10) is in a mode seven, the seventh through hole (127), the first through hole (121), and the second through hole (122) communicate with each other, the fourth through hole (124) communicates with the third through hole (123), the fifth through hole (125) is closed, and the sixth through hole (126) is closed; the second through hole (122) is sequentially communicated with the battery water pump (31), the first heat exchanger (32), the battery heat exchange plate (33) and the first through hole (121) to form the second circulation loop, the seventh through hole (127) is sequentially communicated with the warm air water pump (21), the electric heater (22), the battery heat exchange plate (33) and the first through hole (121), and the fourth through hole (124) is sequentially communicated with the motor heat exchange plate (43), the motor water pump (41) and the third through hole (123).

8. The integrated heat management system according to claim 5, further comprising a coolant assembly (50), wherein the coolant assembly (50) is capable of communicating with the second heat exchanger (42) and the first heat exchanger (32), respectively, and a coolant are capable of exchanging heat in the second heat exchanger (42) or in the first heat exchanger (32);

the refrigerant assembly (50) comprises a first electronic expansion valve (51), a second electronic expansion valve (52), a third electronic expansion valve (53), a stop valve (54), an evaporator (55), a gas-liquid separator (56), a compressor (57) and an indoor condenser (58), the compressor (57) is sequentially communicated with the indoor condenser (58), the first electronic expansion valve (51) and the second heat exchanger (42) through an air outlet end, the second heat exchanger (42) is sequentially communicated with the gas-liquid separator (56) and the air inlet end of the compressor (57) through a first branch formed by the stop valve (54), or the second heat exchanger (42) is sequentially communicated with the gas-liquid separator (56) and the air inlet end of the compressor (57) through a second branch formed by the second electronic expansion valve (52) and the evaporator (55), or the second heat exchanger (42) is sequentially communicated with the gas-liquid separator (56) and the air inlet end of the compressor (57) through a third branch formed by the third electronic expansion valve (53) and the first heat exchanger (32); the first electronic expansion valve (51) can adjust the radial flow of the refrigerant between the indoor condenser (58) and the second heat exchanger (42), the stop valve (54) can open or close the first branch, the second electronic expansion valve (52) can adjust the radial flow of the refrigerant in the second branch, and the third electronic expansion valve (53) can adjust the radial flow of the refrigerant in the third branch.

9. The integrated system for heat management according to claim 1, wherein the control valve comprises a valve body (100) and a valve core (300), the valve body (100) is provided with a valve cavity (110), one side of the valve body (100) is provided with a plurality of communication holes (120) penetrating through the side wall of the valve body (100) and communicating with the valve cavity (110), the valve core (300) is rotatably arranged in the valve cavity (110),

the valve core (300) comprises a main body part (310) and a plurality of partition plates (320) arranged on the periphery of the main body part (310), one end of each partition plate (320) is connected with the main body part (310), the other end of each partition plate extends towards the direction far away from the main body part (310), the partition plates (320) are surrounded to form a plurality of connecting grooves (330), when the valve core (300) rotates relative to the valve body (100) at different preset angles, the communication holes (120) can be communicated with each other through one or more connecting grooves (330),

the main body part (310) is provided with a through channel (311) capable of communicating with a plurality of non-adjacent connecting grooves (330), so that when the valve core (300) rotates relative to the valve body (100) by different preset angles, the plurality of non-adjacent communicating holes (120) can communicate with the through channel (311) through the corresponding connecting grooves (330).

10. An electric vehicle comprising a thermal management integration system according to any one of claims 1-9.