CN215751808U - Valve bank integrated module - Google Patents
Valve bank integrated module Download PDFInfo
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- CN215751808U CN215751808U CN202121302642.9U CN202121302642U CN215751808U CN 215751808 U CN215751808 U CN 215751808U CN 202121302642 U CN202121302642 U CN 202121302642U CN 215751808 U CN215751808 U CN 215751808U
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- 230000010354 integration Effects 0.000 claims abstract description 44
- 239000012530 fluid Substances 0.000 claims abstract description 20
- 238000004891 communication Methods 0.000 claims abstract description 14
- 239000007788 liquid Substances 0.000 claims description 23
- 239000012809 cooling fluid Substances 0.000 claims description 10
- 239000000110 cooling liquid Substances 0.000 claims description 6
- 238000012544 monitoring process Methods 0.000 claims description 6
- 238000000926 separation method Methods 0.000 claims description 2
- 238000009434 installation Methods 0.000 abstract description 3
- 238000000034 method Methods 0.000 abstract description 2
- 230000008569 process Effects 0.000 abstract description 2
- 239000003507 refrigerant Substances 0.000 description 80
- 238000010438 heat treatment Methods 0.000 description 26
- 238000001816 cooling Methods 0.000 description 21
- 238000004378 air conditioning Methods 0.000 description 16
- 238000005057 refrigeration Methods 0.000 description 8
- 238000013461 design Methods 0.000 description 7
- 238000007791 dehumidification Methods 0.000 description 5
- 239000002918 waste heat Substances 0.000 description 5
- 230000002349 favourable effect Effects 0.000 description 4
- 238000012423 maintenance Methods 0.000 description 4
- 230000009467 reduction Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 2
- 230000017525 heat dissipation Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
- B60H1/3229—Cooling devices using compression characterised by constructional features, e.g. housings, mountings, conversion systems
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
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- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
The present disclosure relates to a valve bank integrated module, comprising a plurality of modules stacked together, the plurality of modules comprising a first module, a second module, a third module and a fourth module; a first module for fluid communication with an inlet of an exterior heat exchanger; the second module is used for being communicated with the first opening of the battery pack heat exchanger in a fluid mode; the third module is used for being in fluid communication with an outlet of the exterior heat exchanger, a second opening of the battery pack heat exchanger and an inlet of the compressor; the fourth module is used for being communicated with the outlet of the heat exchanger outside the vehicle, the second opening of the heat exchanger of the battery pack and the inlet of the evaporator inside the vehicle in a fluid mode; and each module is provided with a flow passage, each module is provided with a valve, and the valves are used for communicating the flow passages on the corresponding modules to form fluid flow passages. The valve bank integrated module comprises a plurality of modules, so that the internal structure of the valve bank integrated module is simplified, the valve bank integrated module is convenient to process and overhaul, flexible integration and flow channel layout can be performed on the modules, and the valve bank integrated module is suitable for installation spaces of different vehicle types.
Description
Technical Field
The present disclosure relates to the field of vehicle technology, and in particular, to a valve set integration module.
Background
The heat pump air conditioning system is an important component of an automobile, and can change the temperature environment in the automobile so as to enable a driver and passengers to obtain a good driving experience. In the prior art, all parts in a heat pipe system are connected through pipelines, and an electronic expansion valve, a dehumidification valve, a filter valve, a high-pressure one-way valve and a low-pressure one-way valve are connected and distributed on the pipelines in a scattered way. The design has the technical defects of complex pipeline arrangement, high occupied space, difficult maintenance and difficult assembly.
SUMMERY OF THE UTILITY MODEL
The present disclosure is directed to a valve bank integration module to solve technical problems in the related art.
In order to achieve the above object, the present disclosure provides a valve bank integration module including a plurality of modules stacked together, the plurality of modules including a first module, a second module, a third module, and a fourth module;
the first module for fluid communication with an inlet of an offboard heat exchanger;
the second module is for fluid communication with a first opening of a battery pack heat exchanger;
the third module is for fluid communication with an outlet of the exterior heat exchanger, a second opening of the battery pack heat exchanger, and an inlet of a compressor;
the fourth module for fluid communication with an outlet of the exterior heat exchanger, a second opening of the battery pack heat exchanger, and an inlet of an interior evaporator;
wherein, all be provided with the runner on every module, and all be provided with the valve on every module, the valve is used for the intercommunication to correspond the runner on the module to form the fluid flow way.
Optionally, the first module comprises a first manifold block and a first switch valve mounted on the first manifold block, an inlet of the first switch valve being adapted to connect to an outlet of an interior condenser, an outlet of the first switch valve being adapted to connect to an inlet of an exterior heat exchanger;
the third module comprises a third integrated block and a third on-off valve arranged on the third integrated block, wherein the inlet of the third on-off valve is used for being connected with the outlet of the exterior heat exchanger, and the outlet of the third on-off valve is used for being connected with the inlet of the compressor;
the fourth module comprises a fourth integrated block and a first expansion valve arranged on the fourth integrated block, wherein the inlet of the first expansion valve is connected with the outlet of the heat exchanger outside the vehicle, and the outlet of the first expansion valve is connected with the inlet of the evaporator inside the vehicle.
Optionally, the second module comprises a second manifold block and a second switch valve mounted on the second manifold block, an inlet of the second switch valve is used for connecting with an outlet of the compressor, and an outlet of the second switch valve is used for connecting with the first opening of the battery pack heat exchanger;
the inlet of the third switch valve is also used for being connected with the second opening of the battery pack heat exchanger.
Optionally, a second expansion valve is further disposed on the first integrated package, an inlet of the second expansion valve is used for connecting with an outlet of an internal condenser, and an outlet of the second expansion valve is used for connecting with an inlet of an external heat exchanger.
Optionally, the valve group integrated module further includes a heat exchanger, a fifth switch valve and a sixth switch valve are further disposed on the third integrated block, an inlet of the fifth switch valve is respectively communicated with an outlet of the first switch valve and an outlet of the second expansion valve, an outlet of the fifth switch valve is communicated with the first opening of the motor heat exchanger, and the second opening of the motor heat exchanger is respectively communicated with an inlet of the third switch valve and an inlet of the first expansion valve;
an inlet of the sixth switching valve is communicated with an outlet of the first switching valve and an outlet of the second expansion valve respectively, and an outlet of the sixth switching valve is used for being communicated with an outlet of the heat exchanger outside the vehicle;
the motor heat exchanger is also connected to a cooling liquid flow path where the motor is located through a third opening and a fourth opening of the motor heat exchanger.
Optionally, the plurality of modules further includes a fifth module, the fifth module including a fifth manifold block, and a fourth switching valve and a third expansion valve mounted on the fifth manifold block;
an inlet of the fourth switching valve is used for being connected with the first opening of the battery pack heat exchanger, and an outlet of the fourth switching valve is used for being connected with an inlet of the compressor;
and the first valve port of the third expansion valve is used for being connected with the second opening of the battery pack heat exchanger, and the second valve port of the third expansion valve is connected with the outlet of the vehicle exterior heat exchanger.
Optionally, a first interface is arranged on the first integrated block, and the first interface is used for connecting with an outlet of the condenser in the vehicle;
a fourth interface and a fifth interface are arranged on the third integrated block, the fourth interface is connected with an inlet of the heat exchanger outside the vehicle, and the fifth interface is used for being connected with an outlet of the heat exchanger outside the vehicle;
the fifth manifold block is provided with a seventh interface, an eighth interface and a ninth interface, the seventh interface is used for being connected with an inlet of the in-vehicle evaporator, the eighth interface is used for being connected with an outlet of the in-vehicle evaporator, and the ninth interface is used for being connected with an inlet of the gas-liquid separation body.
Optionally, a second interface and a third interface are arranged on the second integrated block, the second interface is used for being connected with an outlet of the compressor, and the third interface is used for being connected with a first opening of the battery pack heat exchanger;
and a sixth interface is arranged on the fourth integrated block and is used for connecting with a second opening of the battery pack heat exchanger.
Optionally, the mutually contacting integrated blocks in the first integrated block, the second integrated block, the third integrated block, the fourth integrated block and the fifth integrated block are in surface-to-surface contact.
Optionally, each manifold block is provided with a connecting hole for installing a valve, and each valve is screwed with the corresponding connecting hole.
Optionally, the third module further comprises a first PT sensor mounted on the third manifold block for monitoring a temperature of the cooling fluid flowing out of the outlet of the in-vehicle evaporator.
Optionally, the motor heat exchanger is provided with a second PT sensor for monitoring the temperature of the cooling fluid flowing out of the second outlet of the motor heat exchanger.
In this disclosure, valves integrated module includes a plurality of modules, and the demand that every module can realize as required designs corresponding runner, export, entry and valve, is favorable to simplifying valves integrated module's inner structure, is convenient for more to valves integrated module's design and processing to and follow-up maintenance to valves integrated module. And, when being directed at different motorcycle types, can correspond the position relation between adjustment first module, second module, third module and the fourth module, can carry out nimble integration and runner overall arrangement to a plurality of modules, can adapt to the different installation space of different motorcycle types, so that have closer distance between every module and the corresponding connection structure, thereby reduce the connecting line among the vehicle thermal management system, reduce the weight of valves integrated module, and can reduce cost and oil consumption, thereby be favorable to whole light-weighted design.
When the valve bank integrated module is applied to a vehicle thermal management system, the valve bank integrated module can be connected with other heat exchanger elements in the thermal management system, so that various thermal management modes of various thermal management can be realized, for example, the valve bank integrated module is connected with an internal condenser, an external heat exchanger and an internal evaporator to realize a cooling mode of an air conditioner, or is connected with a battery pack heat exchanger to realize a cooling mode and a heating mode of a battery pack, and the like.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
fig. 1 is a perspective view of a valve block integration module according to an embodiment of the present disclosure;
fig. 2 is a schematic diagram of a valve block integration module according to an embodiment of the disclosure in an exploded state;
FIG. 3 is a schematic perspective view from another perspective of an integrated valve according to an embodiment of the present disclosure;
FIG. 4 is a schematic structural diagram of a vehicle thermal management system according to an embodiment of the present disclosure;
fig. 5 is a schematic structural view of a vehicle thermal management system according to another embodiment of the present disclosure, in which a first switching valve and a first expansion valve are integrated.
Description of the reference numerals
100-a valve bank integration module; 11-a first module; 111-a first integrated block; 12-a second module; 121-a second integrated block; 13-a third module; 131-a third integrated block; 14-a fourth module; 141-a fourth integrated block; 15-a fifth module; 151-fifth integrated block; 21-a first on-off valve; 22-a second on-off valve; 23-a third on/off valve; 24-a fourth switching valve; 25-a fifth on-off valve; 26-a sixth on-off valve; 31-a first expansion valve; 32-a second expansion valve; 33-a third expansion valve; 41-a first one-way valve; 42-a second one-way valve; 71-a first PT sensor; 72-a second PT sensor; 200-internal condenser; 201-a first interface; 202-a second interface; 203-a third interface; 204-a fourth interface; 205-fifth interface; 206-sixth interface; 207-seventh interface; 208-eighth interface; 209-ninth interface; 300-an exterior heat exchanger; 400-an in-vehicle evaporator; 500-battery pack heat exchanger; 600-a compressor; 700-motor heat exchanger; 800-gas-liquid separator.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
In the present disclosure, the terms "inside" and "outside" refer to the inside and the outside of the relevant components unless otherwise specified. Furthermore, the terms "first," "second," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.
In addition, in the description of the present disclosure, it should be further noted that unless otherwise explicitly stated or limited, the terms "disposed," "connected," and "mounted" are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present disclosure can be understood in specific instances by those of ordinary skill in the art.
To achieve the above objects, as shown in fig. 1 to 5, the present disclosure provides a valve block integrated module 100 including a plurality of modules stacked together, the plurality of modules including a first module 11, a second module 12, a third module 13, and a fourth module 14. The first module 11 is for fluid communication with an inlet of an exterior heat exchanger 300; the second module 12 is for fluid communication with a first opening of the battery pack heat exchanger 500; the third module 13 is for fluid communication with the outlet of the exterior heat exchanger 300, the second opening of the battery pack heat exchanger 500, and the inlet of the compressor 600; the fourth module 14 is for fluid communication with the outlet of the exterior heat exchanger 300, the second opening of the battery pack heat exchanger 500, and the inlet of the interior evaporator 400. Wherein, all be provided with the runner on every module, and all be provided with the valve on every module, the valve is used for the intercommunication to correspond the runner on the module to form the fluid flow way.
In this disclosure, the valve group integrated module 100 includes a plurality of modules, and the requirement that every module can realize as required designs corresponding runner, export, entry and valve, is favorable to simplifying the inner structure of valve group integrated module 100, is convenient for more to the design and the processing of valve group integrated module 100 to and follow-up maintenance to valve group integrated module 100. And, when being directed at different motorcycle types, can correspond the position relation between adjustment first module 11, second module 12, third module 13 and the fourth module 14, can carry out nimble integration and runner layout to a plurality of modules, can adapt to the different installation space of different motorcycle types, so that have closer distance between every module and the corresponding connection structure, thereby reduce the connecting line among the vehicle thermal management system, reduce the weight of valves integrated module 100, and can reduce cost and oil consumption, thereby be favorable to the design of whole car lightweight.
Furthermore, when the valve bank integration module 100 is applied to a vehicle thermal management system, the valve bank integration module 100 can be connected to other heat exchanger elements in the thermal management system, so that various thermal management modes can be realized, for example, a cooling mode of an air conditioner can be realized by being connected to the internal condenser 200, the external heat exchanger 300 and the internal evaporator 400, or a cooling mode and a heating mode of a battery pack can be realized by being connected to the battery pack heat exchanger 500.
It should be noted that, in the present disclosure, a first interface 201 may be provided on the first integrated block 111, and the first interface 201 is used for connecting with an outlet of the internal condenser 200; a second port 202 and a third port 203 may be disposed on the second manifold block 121, the second port 202 is configured to be connected to an outlet of the compressor 600, and the third port 203 is configured to be connected to the first opening of the battery pack heat exchanger 500; the third integrated block 131 may be provided with a fourth interface 204 and a fifth interface 205, the fourth interface 204 is connected to an inlet of the exterior heat exchanger 300, and the fifth interface 205 is used for being connected to an outlet of the exterior heat exchanger 300; the fourth integrated block 141 may be provided with a sixth port 206, and the sixth port 206 is used for connecting with the second opening of the battery pack heat exchanger 500; the fifth manifold block 151 may be provided with a seventh port 207, an eighth port 208, and a ninth port 209, where the seventh port 207 is configured to be connected to an inlet of the in-vehicle evaporator 400, the eighth port 208 is configured to be connected to an outlet of the in-vehicle evaporator 400, and the ninth port 209 is configured to be connected to an inlet of the gas-liquid separator.
It should be noted that when the battery pack heat exchanger 500 is connected to one of the second interface 208, the third interface 203 (connected to the first opening of the battery pack heat exchanger 500) and the sixth interface 206 (connected to the second opening of the battery pack heat exchanger 500) and the inlet of the battery pack heat exchanger 500, the other is connected to the outlet of the battery pack heat exchanger 500.
In one embodiment of the present disclosure, the first, second, and third switching valves 21, 22, and 23, and the fourth, fifth, and sixth switching valves 24, 25, and 26, which will be described later, may be all solenoid valves, so as to facilitate timely control of opening and closing of the respective switching valves, and simplify the structure of the valves. Further alternatively, the first expansion valve 31, the second expansion valve 32, and a third expansion valve 33, which will be described later, may be electronic expansion valves.
In addition, alternatively, in the embodiment as shown in fig. 5, the first switching valve 21 and the second expansion valve 32 may be integrated into one body, configured as an electric valve having a throttling and opening function.
Alternatively, as shown in fig. 1 to 4, the first module 11 may include a first manifold block 111 and a first switching valve 21 mounted on the first manifold block 111, an inlet of the first switching valve 21 being adapted to be connected to an outlet of the interior condenser 200, and an outlet of the first switching valve 21 being adapted to be connected to an inlet of the exterior heat exchanger 300. The third module 13 includes a third manifold block 131 and a third on/off valve 23 mounted on the third manifold block 131, an inlet of the third on/off valve 23 being for connection with an outlet of the exterior heat exchanger 300, and an outlet of the third on/off valve 23 being for connection with an inlet of the compressor 600. The fourth module 14 includes a fourth integrated block 141 and a first expansion valve 31 mounted on the fourth integrated block 141, an inlet of the first expansion valve 31 being for connection with an outlet of the exterior heat exchanger 300, and an outlet of the first expansion valve 31 being for connection with an inlet of the interior evaporator 400.
In the present embodiment, the first switch valve 21, the third switch valve 23 on the third integrated block 131, and the first expansion valve 31 on the fourth integrated block 141 are disposed on the first integrated block 111, so that the vehicle thermal management system has an air-conditioning and cooling mode, specifically, a high-temperature and high-pressure gaseous refrigerant discharged from the compressor 600 enters the in-vehicle condenser 200 through the second port 202 (at this time, heat release operation may not be performed), the refrigerant flows into the first port 201 of the first integrated block 111 from the outlet of the in-vehicle condenser 200, at this time, the first switch valve 21 and the first expansion valve 31 are opened, the third switch valve 23 is closed, the refrigerant flows into the exterior heat exchanger 300 through the first port 205 after heat dissipation of the exterior heat exchanger 300, the refrigerant flows into the first expansion valve 31 through the fifth port 205, is throttled and reduced in pressure by the first expansion valve 31, and a low-temperature and low-pressure refrigerant flows back to the compressor 600, and finishing primary air conditioning refrigeration.
Alternatively, as shown in fig. 1 to 3, the second module 12 may include a second manifold block 121 and a second switching valve 22 mounted on the second manifold block 121, an inlet of the second switching valve 22 being for connection with an outlet of the compressor 600, and an outlet of the second switching valve 22 being for connection with a first opening of the pack heat exchanger 500. The inlet of the third switching valve 23 is also used to connect with the second opening of the pack heat exchanger 500.
By arranging the second switch valve 22 and enabling the inlet of the second switch valve 22 to be connected with the outlet of the compressor 600 and the outlet of the second switch valve 22 to be connected with the first opening of the battery pack heat exchanger 500, it is beneficial to enable the vehicle thermal management system to have a battery heating mode, specifically, referring to fig. 4, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 600 enters the valve bank integration module 100 through the second interface 202, and at this time, the second switch valve 22 and the third switch valve 23 are opened. Thus, after entering the second port 202, the refrigerant flows through the second switch valve 22 and then enters the battery pack heat exchanger 500 through the first port 201, and at this time, the refrigerant with high temperature and high pressure passes through the battery pack heat exchanger 500 to heat the battery, and then enters the third expansion valve 33 through the sixth port 206 and flows through the third expansion valve 33. The refrigerant enters the opened third on/off valve 23 after being throttled, cooled and depressurized by the third expansion valve 33. The refrigerant enters the ninth port 209 through the third on/off valve 23, enters the gas-liquid separator 800, flows through the gas-liquid separator 800, and returns to the compressor 600, thereby completing primary battery heating.
It is understood that, among other things, the third expansion valve 33 can be integrated into the valve bank integrated module 100 provided by the present disclosure as shown in fig. 1, or can be provided separately from the valve bank integrated module 100. The present disclosure is not limited thereto.
Alternatively, as shown in fig. 1 to 3, a second expansion valve 32 may be further provided on the first integrated block 111, an inlet of the second expansion valve 32 being adapted to be connected to an outlet of the interior condenser 200, and an outlet of the second expansion valve 32 being adapted to be connected to an inlet of the exterior heat exchanger 300. The first expansion valve 31 is disposed on the fourth integrated block 141, so that the vehicle thermal management system has an air-conditioning heating mode, and specifically, referring to fig. 4, a high-temperature and high-pressure gaseous refrigerant discharged from the compressor 600 enters the in-vehicle condenser 200, and the refrigerant releases heat in the in-vehicle condenser 200, and the condenser releases heat to heat the PTC in combination with air, so as to heat the cabin. The refrigerant flows into the first port 201 of the first integrated block 111 from the outlet of the internal condenser 200, at this time, the first switch valve 21 and the first expansion valve 31 are closed, the third switch valve 23 and the second expansion valve 32 are opened, the refrigerant flows through the second expansion valve 32, is throttled and depressurized, flows into the external heat exchanger 300, is radiated by the external heat exchanger 300, flows into the third switch valve 23 through the fifth port 205 of the third integrated block 131, and flows back to the compressor 600, thereby completing primary air conditioning heating.
Optionally, as shown in fig. 1 to 3, the valve group integration module 100 further includes a motor heat exchanger 700, a fifth switching valve 25 and a sixth switching valve 26 are further disposed on the third integrated block 131, an inlet of the fifth switching valve 25 is respectively communicated with an outlet of the first switching valve 21 and an outlet of the second expansion valve 32, an outlet of the fifth switching valve 25 is communicated with a first opening of the motor heat exchanger 700, and a second opening of the motor heat exchanger 700 is respectively communicated with an inlet of the third switching valve 23 and an inlet of the first expansion valve 31. An inlet of the sixth switching valve 26 communicates with an outlet of the first switching valve 21 and an outlet of the second expansion valve 32, respectively, and an outlet of the sixth switching valve 26 is for communicating with an outlet of the exterior heat exchanger 300. The motor heat exchanger 700 is also connected to the cooling liquid path of the motor through the third opening and the fourth opening.
By providing the sixth on-off valve 26, the refrigerant flow path between the interior condenser 200 and the exterior heat exchanger 300 can be opened or closed. For example, referring to fig. 4, in the heat pump heating mode of the vehicle, the first switch valve 21 and the sixth switch valve 26 may be closed, and the fifth switch valve 25 may be opened, so that the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 600 enters the interior condenser 200, and the refrigerant releases heat in the interior condenser 200 and is heated by the PTC heater to heat the cabin. The liquefied refrigerant enters the valve bank integrated module 100 through the interface, and flows into the motor heat exchanger 700 through the first expansion valve 31 and the fifth switching valve 25. The refrigerant is recovered in the motor heat exchanger 700, and then enters the valve bank integration module 100 again, enters the gas-liquid separator 800 through the third on-off valve 23, and flows through the gas-liquid separator 800 and returns to the compressor 600, thereby completing one heat pump heating operation.
In this embodiment, when a refrigerant needs to flow through the motor heat exchanger 700, the refrigerant can exchange heat with the coolant flow path where the motor is located through the motor heat exchanger 700, so that the waste heat of the motor can be recovered for heating the battery. Meanwhile, the heat dissipation of the motor is facilitated. For example, referring to fig. 4, in the battery heating mode, the fifth switching valve 25 may be opened such that the refrigerant passes through the third expansion valve 33, passes through the throttling function of the third expansion valve 33, and then enters the motor heat exchanger 700 through the fifth switching valve 25. In the battery cooling mode, the fifth switching valve 25 may be closed such that the refrigerant flowing through the exterior heat exchanger 300 enters the third expansion valve 33.
The shape of the motor heat exchanger 700 is not limited by the present disclosure, and the motor heat exchanger 700 may alternatively be a plate heat exchanger. Also, alternatively, as shown in fig. 4, the motor heat exchanger 700 may be mounted on the valve block integrated module 100 through a mounting bracket, for example, may be mounted on the third integrated block 131, and correspondingly, the first integrated block 111 may be provided with a tenth port (not shown) and an eleventh port (not shown) connected to the first opening and the second opening of the motor heat exchanger 700, respectively. One of the tenth port and the eleventh port is used as an inlet of the cooling fluid, and the other is used as an outlet of the cooling fluid.
Alternatively, as shown in fig. 1 to 3, the plurality of modules further includes a fifth module 15, and the fifth module 15 includes a fifth manifold block 151 and a fourth switching valve 24 and a third expansion valve 33 mounted on the fifth manifold block 151. An inlet of the fourth switching valve 24 is adapted to be connected to the first opening of the pack heat exchanger 500, and an outlet of the fourth switching valve 24 is adapted to be connected to an inlet of the compressor 600; the first port of the third expansion valve 33 is adapted to be connected to the second opening of the battery pack heat exchanger 500, and the second port of the third expansion valve 33 is connected to the outlet of the exterior heat exchanger 300.
By integrating the fourth switching valve 24 and the third expansion valve 33 on the valve block integration module 100, the vehicle thermal management system is enabled to have a battery cooling mode. In the battery cooling mode, referring to fig. 4, the compressor 600 discharges high-temperature and high-pressure gaseous refrigerant into the in-vehicle condenser 200, and the refrigerant enters the refrigerant channel of the valve bank integration module 100 through an interface of the valve bank integration module 100 after passing through the in-vehicle condenser 200 (at this time, heat release operation may not be performed). Then, the refrigerant flows through the first on-off valve 21 and flows out to the exterior heat exchanger 300 through another interface on the valve bank integration module 100, and after the heat of the exterior heat exchanger 300 is dissipated, the refrigerant may enter the valve bank integration module 100 again through another interface on the valve bank integration module 100 and flow through the third expansion valve 33. The refrigerant enters the battery pack heat exchanger 500 after being throttled, cooled and depressurized by the third expansion valve 33, and the low-temperature and low-pressure refrigerant exchanges heat with the high-temperature battery in the battery pack heat exchanger 500 to cool the battery. The refrigerant coming out of the battery pack heat exchanger 500 may flow into the gas-liquid separator 800 through the fourth switching valve 24, and the refrigerant coming out of the gas-liquid separator 800 returns to the compressor 600, thereby completing the battery cooling function.
Referring to fig. 1 to 4, in an embodiment of the present disclosure, a first check valve 41 and a second check valve 42 may be further disposed on corresponding modules in the valve bank integration module 100, an inlet of the first check valve 41 may be communicated with the fifth port 205 (a port connected to an outlet of the exterior heat exchanger 300), and an outlet of the first check valve 41 may be communicated with the sixth port 206 (connected to the second opening of the battery pack heat exchanger 500), so that the cooling fluid entering the valve bank integration module 100 from the fifth port 205 can enter the battery pack heat exchanger 500 through the first check valve 41.
An inlet of the second check valve 42 may communicate with the sixth port 206 (connected with the second opening of the pack heat exchanger 500), and an outlet of the second check valve 42 may communicate with an inlet of the third on/off valve 23, so that the cooling fluid entering the valve block integration module 100 from the sixth port 206 can flow out through the second on/off valve 42 and the third on/off valve 23.
It is understood that, in the present disclosure, the first check valve 41 and the second check valve 42 may be independently disposed outside the valve block integrated module 100 to be connected to the valve block integrated module 100 by a pipeline. Alternatively, as shown in fig. 1 and 3, in one embodiment of the present disclosure, the contacting ones of the first, second, third, fourth and fifth integrated blocks 111, 121, 131, 141 and 151 are in surface-to-surface contact with each other. The first integrated block 111, the second integrated block 121, the third integrated block 131, the fourth integrated block 141 and the fifth integrated block 151 are in surface-to-surface contact, so that on one hand, the gap between two adjacent integrated blocks can be reduced, the space occupied by the valve bank integrated module 100 can be smaller, and the integration level of the valve bank integrated module 100 can be improved; on the other hand, the mutually-contacted integrated blocks are in surface-to-surface contact, and system pipeline connection and part mounting supports can be reduced, so that the weight of the integrated blocks is reduced, the production cost is reduced, the energy consumption of the whole vehicle is saved, and the purpose of improving the cruising ability is achieved.
In order to realize the detachable connection of the valves and the manifold blocks, in one embodiment provided by the present disclosure, each manifold block is provided with a connection hole for installing a valve, and each valve is screwed with the corresponding connection hole. The valve is fixed on the integrated block in a threaded connection mode, so that the valve is convenient to assemble and disassemble, and is convenient for subsequent overhaul and maintenance, in addition, other auxiliary fixing structures are not required to be arranged on the periphery of the integrated block, connecting pipelines between the valve and a flow channel in the integrated block can be reduced, and the lightweight and miniaturization of the valve group integrated module 100 are further realized.
In other embodiments of the present disclosure, the first sub-body may be connected to the valve by a snap connection, a hinge connection, or the like, which is not limited by the present disclosure.
Optionally, the third module 13 further includes a first PT sensor 71, and the first PT sensor 71 is mounted on the third manifold block 131 for monitoring the temperature of the cooling fluid flowing out of the outlet of the in-vehicle evaporator 400. Specifically, when the first PT sensor 71 detects that the temperature of the cooling liquid flowing out of the outlet of the in-vehicle evaporator 400 is too high or too low, the flow rate of the first expansion valve 31 may be adjusted accordingly.
Optionally, a second PT sensor 72 is disposed at the second opening of the motor heat exchanger 700 for monitoring the temperature of the cooling fluid flowing out of the second outlet of the motor heat exchanger 700. When the second PT sensor 72 detects that the temperature of the cooling liquid flowing out of the second outlet of the motor heat exchanger 700 is too low, the cooling liquid may be heated by using the residual heat of the water pump 910, the motor 920, and the radiator 930, so as to achieve a better heat exchange effect.
The operation of several exemplary modes of operation of a vehicle thermal management system according to an embodiment of the present disclosure will now be described in detail with reference to fig. 4.
Seven modes of operation of a vehicle thermal management system are specifically introduced: the system comprises an air-conditioning refrigeration mode, a heat pump heating mode, a battery cooling mode, an air-conditioning refrigeration mode and battery cooling mode in parallel, a heat pump heating mode and a battery heating mode in parallel, and an air-conditioning refrigeration heating dehumidification mode.
Air conditioner cooling mode
In this mode, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 600 enters the in-vehicle condenser 200 through the second port 202, and then enters the valve set integration module 100 through the first port 201 after passing through the in-vehicle condenser 200 (the in-vehicle condenser may not perform heat release operation at this time). At this time, the first on-off valve 21, the sixth on-off valve 26, and the first expansion valve 31 are opened, and the second on-off valve 22, the third on-off valve 23, the fifth on-off valve 25, the second expansion valve 32, and the third expansion valve 33 are closed. Thus, the refrigerant may enter the sixth switching valve 26 through the first switching valve 21, flow into the fourth port 204 of the third manifold block 131 through the valve port of the sixth switching valve 26, then enter the exterior heat exchanger 300 through the fourth port 204, radiate heat in the exterior heat exchanger 300, enter the first expansion valve 31 through the fifth port 205 of the third manifold block 131, be throttled and depressurized in the first expansion valve 31, pass through the seventh port 207 of the fifth manifold block 151 and enter the interior evaporator 400 through the first expansion valve 31, after being vaporized and cooled in the interior evaporator 400, flow out of the interior evaporator 400, enter the fifth manifold block 151 through the eighth port 208 of the fifth manifold block 151, and enter the gas-liquid separator 800 through the ninth port 209 of the fifth manifold block 151, and then flow back to the compressor 600 through low-temperature and low-pressure gaseous refrigerant, and finishing primary air conditioning refrigeration.
Heat pump heating mode
In this mode, the refrigerant flows out of the compressor 600 into the in-vehicle condenser 200, where the refrigerant releases heat in the in-vehicle condenser 200, which heats the PTC in combination with the air to heat the cabin. The liquefied refrigerant enters the valve bank integration module 100 through the first interface 201. At this time, the second expansion valve 32, the fifth on-off valve 25, and the third on-off valve 23 are opened, and the sixth on-off valve 26, the first expansion valve 31, and the third expansion valve 33 are closed. Thus, the refrigerant enters the second expansion valve 32, the refrigerant is throttled and depressurized in the second expansion valve 32, and the atomized refrigerant flows into the motor heat exchanger 700 through the second expansion valve 32. After recovering waste heat in the motor heat exchanger 700, the refrigerant enters the opened third on-off valve 23 from the fifth port 205 of the third manifold block 131. The refrigerant enters the fifth manifold block 151 after passing through the third on/off valve 23, enters the gas-liquid separator 800 through the ninth port 209, and returns to the compressor 600 after passing through the gas-liquid separator 800, thereby completing primary heat pump heating.
Battery heating mode
In this mode, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 600 enters the valve block integrated module 100 through the second port 202, at this time, the second on-off valve 22, the third expansion valve 33, and the fifth on-off valve 25 are opened, and the first on-off valve 21, the first expansion valve 31, and the second expansion valve 32 are closed. Thus, after entering the second port 202, the refrigerant flows through the second switch valve 22 and then enters the battery pack heat exchanger 500 through the first port 201, and at this time, the refrigerant with high temperature and high pressure passes through the battery pack heat exchanger 500 to heat the battery, and then enters the third expansion valve 33 through the sixth port 206 and flows through the third expansion valve 33. The refrigerant flows through the first check valve 41 and the fifth switch valve 25 after being throttled, cooled and depressurized by the third expansion valve 33 and enters the first opening of the motor heat exchanger 700, and the refrigerant enters the opened third switch valve 23 through the motor heat exchanger 700 after recovering waste heat in the motor heat exchanger 700. The refrigerant enters the ninth port 209 through the third on/off valve 23, enters the gas-liquid separator 800, flows through the gas-liquid separator 800, and returns to the compressor 600, thereby completing primary battery heating.
Battery cooling mode
In this mode, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 600 enters the in-vehicle condenser 200 through the second port 202, and then enters the valve set integration module 100 through the first port 201 after passing through the in-vehicle condenser 200 (the in-vehicle condenser may not perform heat releasing operation at this time). At this time, the first on-off valve 21, the fourth on-off valve 24, the sixth on-off valve 26, and the third expansion valve 33 are opened, and the second on-off valve 22, the third on-off valve 23, the fifth on-off valve 25, the first expansion valve 31, and the second expansion valve 32 are closed. Thus, the refrigerant may enter the sixth switching valve 26 through the first switching valve 21, flow into the fourth port 204 of the third manifold block 131 through the valve port of the sixth switching valve 26, then enter the exterior heat exchanger 300 through the fourth port 204, enter the valve group integration module 100 again through the fifth port 205 after the refrigerant radiates heat in the exterior heat exchanger 300, and then enter the third expansion valve 33 through the second check valve 42. The refrigerant enters the third expansion valve 33 for throttling, temperature reduction and pressure reduction, then enters the battery pack heat exchanger 500 through the third interface 203, and the low-temperature and low-pressure refrigerant exchanges heat with the high-temperature battery in the battery pack heat exchanger 500 to cool the battery. The refrigerant coming out of the battery pack heat exchanger 500 enters the fourth switch valve 24 through the sixth interface 206, flows into the gas-liquid separator 800 from the ninth interface 209 after flowing through the fourth switch valve 24, and returns to the compressor 600, thereby completing primary battery cooling.
Parallel air conditioning and battery cooling modes
In the mode, a portion of the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 600 enters the in-vehicle condenser 200, and the refrigerant passes through the first port 201 and the valve bank integration module 100 after passing through the in-vehicle condenser 200 (the in-vehicle condenser may not perform a heat release operation at this time). At this time, the first on-off valve 21, the sixth on-off valve 26, the first expansion valve 31, the third expansion valve 33, and the fourth on-off valve 24 are opened, and the second expansion valve 32, the second on-off valve 22, the third on-off valve 23, and the fifth on-off valve 25 are closed. Thus, the refrigerant may enter the sixth switching valve 26 through the first switching valve 21, flow into the fourth port 204 of the third manifold block 131 through the valve port of the sixth switching valve 26, then enter the exterior heat exchanger 300 through the fourth port 204, radiate heat in the exterior heat exchanger 300, enter the first expansion valve 31 through the fifth port 205 of the third manifold block 131, be throttled and depressurized in the first expansion valve 31, pass through the seventh port 207 of the fifth manifold block 151 and enter the interior evaporator 400 through the first expansion valve 31, after being vaporized and cooled in the interior evaporator 400, flow out of the interior evaporator 400, enter the fifth manifold block 151 through the eighth port 208 of the fifth manifold block 151, and enter the gas-liquid separator 800 through the ninth port 209 of the fifth manifold block 151, and then flow back to the compressor 600 through low-temperature and low-pressure gaseous refrigerant, and finishing primary air conditioning refrigeration. Meanwhile, another portion of the refrigerant may enter the third expansion valve 33 through the second check valve 42. The refrigerant enters the third expansion valve 33 for throttling, temperature reduction and pressure reduction, then enters the battery pack heat exchanger 500 through the third interface 203, and the low-temperature and low-pressure refrigerant exchanges heat with the high-temperature battery in the battery pack heat exchanger 500 to cool the battery. The refrigerant coming out of the battery pack heat exchanger 500 enters the fourth switch valve 24 through the sixth interface 206, flows into the gas-liquid separator 800 from the ninth interface 209 after flowing through the fourth switch valve 24, and returns to the compressor 600, thereby completing primary battery cooling.
Heat pump heating and battery heating parallel mode
In this mode, the second expansion valve 32, the fifth on-off valve 25, the second on-off valve 22, the first check valve 41, and the third on-off valve 23 are opened, and the first on-off valve 21, the fourth on-off valve 24, and the first expansion valve 31 are closed. In this way, the refrigerant enters the second expansion valve 32, the refrigerant is throttled and depressurized in the second expansion valve 32, and the atomized refrigerant flows into the motor heat exchanger 700 through the fourth port 204 of the third manifold block 131 through the second expansion valve 32. After recovering waste heat in the motor heat exchanger 700, the refrigerant enters the opened third on-off valve 23 from the fifth port 205 of the third manifold block 131. The refrigerant enters the fifth manifold block 151 after passing through the third on/off valve 23, enters the gas-liquid separator 800 through the ninth port 209, and returns to the compressor 600 after passing through the gas-liquid separator 800, thereby completing primary heat pump heating. Meanwhile, another part of the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 600 enters the valve bank integration module 100 through the second interface 202, and after entering the second interface 202, the refrigerant flows through the second switch valve 22 and then enters the battery pack heat exchanger 500 through the first interface 201, and at this time, the high-temperature and high-pressure refrigerant passes through the battery pack heat exchanger 500 to heat the battery, and then enters and flows through the third expansion valve 33 through the sixth interface 206. The refrigerant flows through the first check valve 41 and the fifth switch valve 25 after being throttled, cooled and depressurized by the third expansion valve 33 and enters the first opening of the motor heat exchanger 700, and the refrigerant enters the opened third switch valve 23 after recovering waste heat in the motor heat exchanger 700. The refrigerant enters the ninth port 209 through the third on/off valve 23, enters the gas-liquid separator 800, flows through the gas-liquid separator 800, and returns to the compressor 600, thereby completing primary battery heating.
Air conditioner refrigeration dehumidification mode
In this mode, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor enters the in-vehicle condenser, and the refrigerant enters the valve set integration module 100 through the second port after passing through the in-vehicle condenser (the in-vehicle condenser may not perform heat release work at this time). At this time, the first on-off valve 21, the sixth on-off valve 26, and the first expansion valve 31 are opened, and the second on-off valve 22, the fifth on-off valve 23, the second expansion valve 32, and the third expansion valve 33 are closed. Thus, the refrigerant may enter the sixth switch valve 26 through the first switch valve 21, flow into the fourth port 204 of the third integrated block 131 through the valve port of the sixth switch valve 26, then enter the exterior heat exchanger 300 through the fourth port 204, radiate heat in the exterior heat exchanger 300, enter the first expansion valve 31 through the fifth port 205 of the third integrated block 131, be throttled and depressurized in the first expansion valve 31, pass through the first expansion valve 31 and enter the interior evaporator 400 through the seventh port 207 of the fifth integrated block 151, vaporize and refrigerate in the interior evaporator 400, and at this time, cool air may be blown into the vehicle through the blower, thereby implementing a refrigeration mode. Meanwhile, if the dehumidification function is started, the moisture in the in-vehicle circulation air is condensed after passing through the in-vehicle evaporator 400, and the dehumidification function can be achieved. After the refrigerant is vaporized and cooled in the interior evaporator 400, the refrigerant flowing out of the interior evaporator 400 enters the fifth manifold block 151 through the eighth port 208 of the fifth manifold block 151 and enters the gas-liquid separator 800 through the ninth port 209 of the fifth manifold block 151, and then the low-temperature and low-pressure gaseous refrigerant flows back to the compressor 600 to complete primary air-conditioning cooling, and at this time, the air-conditioning cooling and dehumidifying mode can be completed.
It is to be understood that, in the present disclosure, in addition to the above-described exemplary modes, the vehicle thermal management system provided by the present disclosure may further have a heat pump heating and battery cooling parallel mode, an air conditioning cooling, air conditioning heating (dehumidifying) and battery heating parallel mode, an air conditioning cooling and battery heating parallel mode, and the like. For details, reference may be made to the combination of the above modes, and specific working principles and processes are not described herein again. The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure. For example.
It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (12)
1. A valve manifold integration module, comprising a plurality of modules stacked together, the plurality of modules comprising a first module (11), a second module (12), a third module (13), and a fourth module (14);
the first module (11) is for fluid communication with an inlet of an offboard heat exchanger (300);
the second module (12) is for fluid communication with a first opening of a battery pack heat exchanger (500);
the third module (13) for fluid communication with an outlet of the exterior heat exchanger (300), a second opening of the battery pack heat exchanger (500) and an inlet of a compressor (600);
the fourth module (14) for fluid communication with an outlet of the off-board heat exchanger (300), a second opening of the battery pack heat exchanger (500) and an inlet of an in-board evaporator (400);
wherein, all be provided with the runner on every module, and all be provided with the valve on every module, the valve is used for the intercommunication to correspond the runner on the module to form the fluid flow way.
2. The valve manifold integration module according to claim 1, wherein the first module (11) comprises a first manifold block (111) and a first on-off valve (21) mounted on the first manifold block (111), an inlet of the first on-off valve (21) being adapted to be connected to an outlet of an internal condenser (200) and an outlet of the first on-off valve (21) being adapted to be connected to an inlet of an external heat exchanger (300);
the third module (13) comprises a third integrated block (131) and a third on-off valve (23) mounted on the third integrated block (131), wherein an inlet of the third on-off valve (23) is used for being connected with an outlet of the exterior heat exchanger (300), and an outlet of the third on-off valve (23) is used for being connected with an inlet of a compressor (600);
the fourth module (14) comprises a fourth integrated block (141) and a first expansion valve (31) installed on the fourth integrated block (141), wherein an inlet of the first expansion valve (31) is connected with an outlet of the heat exchanger (300) outside the vehicle, and an outlet of the first expansion valve (31) is connected with an inlet of the evaporator (400) inside the vehicle.
3. The valve manifold assembly module according to claim 2, wherein the second module (12) comprises a second manifold block (121) and a second on-off valve (22) mounted on the second manifold block (121), an inlet of the second on-off valve (22) is for connection with an outlet of a compressor (600), and an outlet of the second on-off valve (22) is for connection with a first opening of a battery pack heat exchanger (500);
the inlet of the third switch valve (23) is also used for being connected with a second opening of the battery pack heat exchanger (500).
4. The valve manifold integration module according to claim 2, wherein a second expansion valve (32) is further disposed on the first integration block (111), an inlet of the second expansion valve (32) is configured to be connected to an outlet of the internal condenser (200), and an outlet of the second expansion valve (32) is configured to be connected to an inlet of the external heat exchanger (300).
5. The valve group integration module according to claim 4, wherein the valve group integration module (100) further comprises a motor heat exchanger (700), the third integration block (131) is further provided with a fifth switching valve (25) and a sixth switching valve (26), an inlet of the fifth switching valve (25) is respectively communicated with an outlet of the first switching valve (21) and an outlet of the second expansion valve (32), an outlet of the fifth switching valve (25) is communicated with a first opening of the motor heat exchanger (700), and a second opening of the motor heat exchanger (700) is respectively communicated with an inlet of the third switching valve (23) and an inlet of the first expansion valve (31);
an inlet of the sixth switching valve (26) is communicated with an outlet of the first switching valve (21) and an outlet of the second expansion valve (32), respectively, and an outlet of the sixth switching valve (26) is used for being communicated with an outlet of the exterior heat exchanger (300);
the motor heat exchanger (700) is also connected to a cooling liquid circuit where the motor is located through a third opening and a fourth opening of the motor heat exchanger.
6. The valve manifold integration module according to claim 3, wherein the plurality of modules further comprises a fifth module (15), the fifth module (15) comprising a fifth manifold block (151) and a fourth switching valve (24) and a third expansion valve (33) mounted on the fifth manifold block (151);
an inlet of the fourth switching valve (24) is used for being connected with the first opening of the battery pack heat exchanger (500), and an outlet of the fourth switching valve (24) is used for being connected with an inlet of the compressor (600);
the first valve port of the third expansion valve (33) is used for being connected with the second opening of the battery pack heat exchanger (500), and the second valve port of the third expansion valve (33) is connected with the outlet of the vehicle exterior heat exchanger (300).
7. The valve manifold integration module according to claim 6, wherein the first integration block (111) is provided with a first interface (201), and the first interface (201) is used for being connected with an outlet of the internal condenser (200);
a fourth interface (204) and a fifth interface (205) are arranged on the third integrated block (131), the fourth interface (204) is connected with an inlet of the exterior heat exchanger (300), and the fifth interface (205) is used for being connected with an outlet of the exterior heat exchanger (300);
the fifth integrated block (151) is provided with a seventh interface (207), an eighth interface (208) and a ninth interface (209), the seventh interface (207) is used for being connected with an inlet of the in-vehicle evaporator (400), the eighth interface (208) is used for being connected with an outlet of the in-vehicle evaporator (400), and the ninth interface (209) is used for being connected with an inlet of the gas-liquid separation body.
8. The valve manifold integration module according to claim 6, wherein a second port (202) and a third port (203) are arranged on the second manifold block (121), the second port (202) is used for connecting with an outlet of the compressor (600), and the third port (203) is used for connecting with a first opening of the battery pack heat exchanger (500);
and a sixth interface (206) is arranged on the fourth integrated block (141), and the sixth interface (206) is used for connecting with a second opening of the battery pack heat exchanger (500).
9. The valve block integrated module according to claim 6, wherein contacting ones of the first, second, third, fourth and fifth integrated blocks (111, 121, 131, 141) are in surface-to-surface contact with each other.
10. The valve manifold assembly module of any one of claims 1-8, wherein each manifold block is provided with a connection hole for mounting a valve, and each valve is screwed to the corresponding connection hole.
11. The valve manifold integration module according to claim 2, wherein the third module (13) further comprises a first PT sensor (41), the first PT sensor (41) being mounted on the third manifold block (131) for monitoring a temperature of the cooling fluid flowing out of the outlet of the in-vehicle evaporator (400).
12. The valve manifold integration module according to claim 5, wherein the motor heat exchanger (700) is provided with a second PT sensor (42) for monitoring the temperature of the cooling fluid flowing out of the second outlet of the motor heat exchanger (700).
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| CN202121302642.9U CN215751808U (en) | 2021-05-31 | 2021-05-31 | Valve bank integrated module |
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| CN202121302642.9U CN215751808U (en) | 2021-05-31 | 2021-05-31 | Valve bank integrated module |
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Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114571945A (en) * | 2022-02-24 | 2022-06-03 | 智己汽车科技有限公司 | Electric automobile heat management loop system and control method thereof |
| WO2022253123A1 (en) * | 2021-05-31 | 2022-12-08 | 比亚迪股份有限公司 | Valve group integration module, thermal management system, and vehicle |
| WO2023207583A1 (en) * | 2022-04-28 | 2023-11-02 | 比亚迪股份有限公司 | Integrated module for vehicle thermal management system, vehicle thermal management system, and vehicle |
| US20230364972A1 (en) * | 2022-05-13 | 2023-11-16 | Air International (Us) Inc. | Integrated refrigerant control modules |
| WO2023231656A1 (en) * | 2022-05-31 | 2023-12-07 | 比亚迪股份有限公司 | Vehicle thermal management system, and vehicle |
| WO2024067089A1 (en) * | 2022-09-29 | 2024-04-04 | 比亚迪股份有限公司 | Thermal management system for vehicle, and vehicle |
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2021
- 2021-05-31 CN CN202121302642.9U patent/CN215751808U/en active Active
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022253123A1 (en) * | 2021-05-31 | 2022-12-08 | 比亚迪股份有限公司 | Valve group integration module, thermal management system, and vehicle |
| CN114571945A (en) * | 2022-02-24 | 2022-06-03 | 智己汽车科技有限公司 | Electric automobile heat management loop system and control method thereof |
| WO2023207583A1 (en) * | 2022-04-28 | 2023-11-02 | 比亚迪股份有限公司 | Integrated module for vehicle thermal management system, vehicle thermal management system, and vehicle |
| US20230364972A1 (en) * | 2022-05-13 | 2023-11-16 | Air International (Us) Inc. | Integrated refrigerant control modules |
| WO2023231656A1 (en) * | 2022-05-31 | 2023-12-07 | 比亚迪股份有限公司 | Vehicle thermal management system, and vehicle |
| WO2024067089A1 (en) * | 2022-09-29 | 2024-04-04 | 比亚迪股份有限公司 | Thermal management system for vehicle, and vehicle |
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