WO2023207583A1 - 用于车辆热管理系统的集成模块、车辆热管理系统及车辆 - Google Patents

用于车辆热管理系统的集成模块、车辆热管理系统及车辆 Download PDF

Info

Publication number
WO2023207583A1
WO2023207583A1 PCT/CN2023/087695 CN2023087695W WO2023207583A1 WO 2023207583 A1 WO2023207583 A1 WO 2023207583A1 CN 2023087695 W CN2023087695 W CN 2023087695W WO 2023207583 A1 WO2023207583 A1 WO 2023207583A1
Authority
WO
WIPO (PCT)
Prior art keywords
interface
heat exchanger
battery
refrigerant
integrated module
Prior art date
Application number
PCT/CN2023/087695
Other languages
English (en)
French (fr)
Inventor
杨冬生
白云辉
张俊岩
赵尚仲
彭意乘
Original Assignee
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Publication of WO2023207583A1 publication Critical patent/WO2023207583A1/zh

Links

Classifications

    • 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
    • B60H1/00007—Combined heating, ventilating, or cooling devices
    • 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
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • 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
    • B60H1/00321—Heat exchangers for air-conditioning devices
    • B60H1/00342—Heat exchangers for air-conditioning devices of the liquid-liquid type
    • 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
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/04—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant
    • B60H1/06—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant directly from main radiator
    • 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
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
    • B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
    • 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
    • B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
    • B60H1/2215—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant the heat being derived from electric heaters
    • 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
    • B60H1/3227—Cooling devices using compression characterised by the arrangement or the type of heat exchanger, e.g. condenser, evaporator
    • 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
    • B60H1/323—Cooling devices using compression characterised by comprising auxiliary or multiple systems, e.g. plurality of evaporators, or by involving auxiliary cooling devices
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine

Definitions

  • Thermal management system is an important part of the vehicle, which can change the temperature environment inside the car to provide the driver and passengers with a good driving experience.
  • Related Art Thermal management devices such as compressors, indoor heat exchangers, and outdoor heat exchangers in heat pipe systems are connected through pipelines, and electronic expansion valves, on-off valves, etc. are scattered on the pipelines. This design has technical flaws such as complex pipeline layout, high space occupation, difficult maintenance, difficult assembly, and time-consuming assembly.
  • the purpose of the present disclosure is to provide an integrated module for a vehicle thermal management system, a vehicle thermal management system, and a vehicle.
  • the integrated module is conducive to simplifying the structure of the vehicle thermal management system, reducing the space occupied by the thermal management system, and reducing the cost. The cost and assembly difficulty are reduced, and it is conducive to improving the utilization rate of thermal energy in the thermal management system and playing an energy-saving role.
  • the present disclosure provides an integrated module for a vehicle thermal management system, the integrated module includes:
  • a plurality of interfaces are provided on the body to communicate with corresponding flow channels and are used to connect to corresponding thermal management devices in the thermal management system.
  • the plurality of interfaces include an indoor condenser outlet interface, a first interface, a third interface, and an indoor condenser outlet interface.
  • Two interfaces, the first opening interface of the battery heat exchanger, the second opening interface of the battery heat exchanger and the compressor inlet interface, the indoor condenser outlet interface and the first interface are connected through a flow channel, the second interface is connected to The first opening interface of the battery heat exchanger is connected through a flow channel, and the second opening interface of the battery heat exchanger is connected to the compressor inlet interface through a flow channel;
  • the battery heat exchanger is configured to exchange heat with a battery coolant circuit in which the battery is located, and the battery coolant circuit is configured to exchange heat with an engine coolant circuit in which the engine is located;
  • a valve group is provided on the body, the valve group includes a first expansion valve, and the first expansion valve is provided on the flow path between the second interface and the first opening interface of the battery heat exchanger, So that the first expansion valve can throttle and reduce the pressure of the refrigerant coming from the second interface.
  • the integrated module further includes the battery heat exchanger, which is disposed on the body, and the battery heat exchanger further includes a third opening of the battery heat exchanger and a battery heat exchanger.
  • the fourth opening, the third opening of the battery heat exchanger and the fourth opening of the battery heat exchanger are respectively used to connect to the battery coolant circuit.
  • the plurality of interfaces further include a first opening interface of an outdoor heat exchanger and a second opening interface of an outdoor heat exchanger, and the indoor condenser outlet interface is connected to the first interface through a flow channel, so The indoor condenser outlet interface and the outdoor heat exchanger first opening interface are connected through a flow channel;
  • the valve group also includes a first switching valve and a second switching valve
  • the first switch valve is located on the flow path between the indoor condenser outlet interface and the first interface;
  • the second switch valve is located on the flow path between the indoor condenser outlet interface and the outdoor heat exchanger first opening interface.
  • the interface further includes a third interface, and the third interface is connected to the second interface through a flow channel;
  • the third interface is used to connect to the first port of the second expansion valve, wherein the second port of the second expansion valve is connected to the refrigerant inlet of the indoor evaporator;
  • the valve group further includes a third switching valve, which is disposed on the flow path between the second interface and the third interface.
  • valve group further includes the second expansion valve, the first port of the second expansion valve is connected to the third interface, and the second port of the second expansion valve is used to connect to the The refrigerant inlet of the indoor evaporator is connected.
  • the interface further includes a fourth interface, and the fourth interface is connected to the second interface through a flow channel;
  • the fourth interface is used to connect to the first port of the third expansion valve, wherein the second port of the third expansion valve is connected to the second opening interface of the outdoor heat exchanger;
  • the valve group further includes a fourth switching valve, which is disposed on the flow path between the second switching valve and the compressor inlet interface.
  • the integrated module further includes a pressure sensor, and a fifth interface is provided on the body.
  • the detection of the pressure sensor The measuring end extends into the fifth interface for detecting the air pressure of the refrigerant entering the integrated module through the indoor condenser outlet interface; and/or,
  • the integrated module also includes a pressure and temperature sensor, and a sixth interface is provided on the body.
  • the detection end of the pressure and temperature sensor extends into the sixth interface for detecting the second heat exchanger passing through the battery heat exchanger.
  • the body has a top surface, a bottom surface and a side surface connected between the top surface and the bottom surface, the valve group is provided on the top surface, and the plurality of interfaces are provided on the side surface and The bottom surface is used to install the battery heat exchanger.
  • the body has a top surface, a bottom surface and a side surface connected between the top surface and the bottom surface, the valve group is provided on the top surface, and the plurality of interfaces are provided on the side surface and The bottom surface is used to install the battery heat exchanger;
  • the side includes a first side, a second side, a third side and a fourth side connected to form an annular structure, the indoor condenser outlet interface is provided on the first side, and the first opening of the outdoor heat exchanger The interface is provided on the second side, the second opening interface, the first interface and the fourth interface of the outdoor heat exchanger are provided on the third side, the second interface, the third interface and the The compressor inlet interface is provided on the fourth side.
  • the top surface is provided with a first insertion hole and a second insertion hole both extending toward the bottom surface.
  • the first insertion hole is used to insert a first switch valve
  • the second insertion hole is used for inserting a first switch valve.
  • the first socket and the second socket are arranged at intervals along the first direction, and the indoor condenser outlet interface is connected to the first socket through the same first flow channel section extending along the first direction. Connected to the second jack;
  • the first direction is the direction of the line connecting the first side surface and the third side surface.
  • the flow channel between the first opening interface of the outdoor heat exchanger and the compressor inlet interface at least includes a second flow channel section extending in the second direction, and the compressor inlet interface is located in the second flow channel section. the upper end of;
  • the second direction is the direction of the line connecting the top surface and the bottom surface.
  • the first flow channel section is closer to the second side, and the second flow channel section is closer to the fourth side. side.
  • connections between the plurality of flow channels are configured as smooth transitions.
  • a vehicle thermal management system which includes a compressor, an indoor condenser and the above-mentioned integrated module, the refrigerant outlet of the compressor is connected to the refrigerant inlet of the indoor condenser, The refrigerant outlet of the indoor condenser is connected to the indoor condenser outlet interface, and the refrigerant inlet of the compressor is connected to the compressor inlet interface.
  • the vehicle thermal management system further includes an outdoor heat exchanger
  • the first opening of the outdoor heat exchanger is connected to the refrigerant outlet of the indoor condenser through the flow channel of the integrated module, or the first opening of the outdoor heat exchanger is connected to the refrigerant outlet of the compressor.
  • the refrigerant inlets are connected through the flow channel of the integrated module;
  • the second opening of the outdoor heat exchanger is connected to the first interface.
  • the vehicle thermal management system further includes a coaxial tube
  • the coaxial tube includes an inner tube and an outer tube that are nested with each other.
  • the inner space of the inner tube defines a first channel
  • the space between the inner tube and the outer tube defines a second channel.
  • the first channel and the second channel are configured such that the temperature of the refrigerant flowing through the first channel is greater than the temperature of the refrigerant flowing through the second channel;
  • the refrigerant inlet of the first channel is connected to the second opening of the outdoor heat exchanger through the flow channel of the integrated module, or the refrigerant inlet of the first channel is connected to the indoor condenser.
  • the refrigerant outlets are connected through the flow channels of the integrated module, the refrigerant outlet of the first channel is connected to the second interface; the refrigerant inlet of the second channel is connected to the compressor inlet interface, The refrigerant outlet of the second channel is connected with the refrigerant inlet of the compressor.
  • the vehicle thermal management system also includes an engine, a battery coolant circuit, a first pump, a battery and a first heat exchanger;
  • the first end and the second end of the battery coolant circuit are respectively connected to the third opening of the battery heat exchanger and the fourth opening of the battery heat exchanger.
  • the first pump, the battery and the first heat exchanger Connected in series on the battery coolant circuit;
  • the first heat exchanger is configured to exchange heat with the engine coolant circuit.
  • the vehicle thermal management system also includes a short-circuit branch and a three-way valve;
  • the first port and the second port of the three-way valve are connected between the first pump and the battery, and the third port of the three-way valve is connected to the battery and the battery through the short-circuit branch.
  • the first heat exchangers are connected by flow paths.
  • the engine coolant circuit includes a first circuit and a second circuit
  • the vehicle thermal management system further includes a heater core, a PTC, a second pump and a four-way valve;
  • the first end and the second end of the first loop are respectively connected to the two ports of the first heat exchanger, and the warm air core, PTC, second pump and four-way valve are connected in series on the first heat exchanger. on the circuit;
  • the engine is disposed on the second circuit, and the first end and the second end of the second circuit are respectively connected with the other end of the four-way valve.
  • the two ports are connected.
  • a vehicle which includes the above-mentioned vehicle thermal management system.
  • the integrated module provided by the present disclosure, by opening an interface connected to the thermal management device on the body and setting a flow channel inside the body to replace the existing connecting pipeline, it is beneficial to reduce the number of connecting pipelines in the thermal management system. quantity, enabling simplified thermal management systems. Integrating the valve group on the body facilitates maintenance and disassembly and effectively reduces the number of brackets used to install each valve. Moreover, the internal flow channel design of the body is also conducive to reducing the weight of the integrated module, which is conducive to the lightweight design of the entire vehicle and can reduce costs and fuel consumption. At the same time, reducing the use of parts also helps reduce the layout space of the entire vehicle.
  • the flow channel can be flexibly designed on the body of the integrated module, so that the arrangement position of each valve can also be flexibly selected to adapt to different vehicle layouts, which is conducive to the design of a platform-based vehicle. That is to say, the present disclosure can systematically integrate thermal management devices through the above solution, which facilitates the integration of thermal management systems, can simplify the overall vehicle thermal management system, reduce costs, and make assembly easier.
  • the air conditioning system where the compressor is located can exchange heat with the vehicle's battery to heat or cool the battery.
  • the air conditioning system and battery where the compressor is located can exchange heat with the flow path where the engine is located, the waste heat of the engine can be utilized, improving the energy utilization rate of the vehicle thermal management system, and saving energy.
  • the integrated module In addition to realizing the thermal management mode of the battery, when the above integrated module is applied to the vehicle thermal management system, the integrated module is connected to other heat exchange devices in the thermal management system, which is conducive to realizing other preset thermal management modes.
  • a blower or fan can be used to blow the heat released by the indoor condenser directly to the driver's cabin to improve the heat utilization efficiency.
  • Figure 1 is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure.
  • Figure 2 is a schematic three-dimensional view of an integrated module provided by an embodiment of the present disclosure.
  • Figure 3 is an exploded schematic diagram of an integrated module provided by an embodiment of the present disclosure.
  • FIG. 4 is a perspective view of an integrated module provided by an embodiment of the present disclosure from another perspective.
  • Figure 5 is a schematic diagram of the layout of flow channels in the body of an integrated module provided by an embodiment of the present disclosure. It should be noted that the figure not only shows the flow channels, but also shows the portion of the body that defines the flow channels. The internal channel of this part is the flow channel. In addition, the socket for inserting the corresponding valve is also shown.
  • FIG. 6 is a schematic perspective view of an integrated module provided by an embodiment of the present disclosure from another perspective.
  • Figure 7 is a schematic diagram of the arrangement of flow channels in the body of the integrated module provided by an embodiment of the present disclosure from another perspective. It should be noted that the figure not only shows the flow channels, but also shows the flow channels defined on the body. The internal channel of this part is the flow channel. In addition, the socket for inserting the corresponding valve is also shown.
  • FIG. 8 is an exploded schematic diagram of the body of an integrated module provided by another embodiment of the present disclosure.
  • Figures 9 to 20 respectively show the vehicle thermal management system provided by an embodiment of the present disclosure in the air-conditioning single cooling mode, the battery single cooling mode, the air-conditioning cooling and battery cooling dual-on mode, the air source heat pump mode, and the coolant source heat pump mode.
  • PTC heating mode engine heating mode, engine waste heat heating battery mode, PTC heating battery mode, dehumidification mode, passenger cabin heating and battery cooling mode.
  • the directional words “upper and lower” are defined based on the drawing direction of the drawings. Alternatively, “upper and lower” may refer to the upper and lower directions of the vehicle. The direction of generation is the same, and “inside and outside” refers to the inside and outside of related parts. In addition, the terms “first, second”, etc. used are only used to differentiate the description and are not to be understood as indicating or implying relative importance.
  • the present disclosure provides an integrated module 1000 for a vehicle thermal management system, a vehicle thermal management system 2000 having the integrated module 1000 and a vehicle having the vehicle thermal management system 2000 .
  • the vehicle thermal management system 2000 may include an integrated module 1000, a compressor 1, an indoor condenser 2, an outdoor heat exchanger 5, an indoor evaporator 11, a battery heat exchanger 17, an engine 27, etc.
  • the integrated module 1000 is provided with a plurality of corresponding interfaces respectively connected to the compressor 1, indoor condenser 2, outdoor heat exchanger 5, indoor evaporator 11, battery heat exchanger 17, etc., to connect with each of the above thermal management devices.
  • Various flow paths realize various preset modes of the vehicle thermal management system, such as air conditioning cooling mode, battery cooling, battery heating, heat pump heating, air conditioning dehumidification, engine heating and other modes.
  • the integrated module 1000 provided by the present disclosure includes a body 100, multiple interfaces and a valve group 300.
  • the body 100 is provided with at least one flow channel 200, multiple interfaces (including two or more ) is provided on the body 100 to communicate with the corresponding flow channel 200, and is used to connect to the corresponding thermal management device in the thermal management system (such as the above compressor 1, outdoor heat exchanger 5, battery heat exchanger 17, etc.) .
  • the multiple interfaces include the indoor condenser outlet interface 105, the first interface 101, the second interface 102, the first opening interface 109 and the second opening interface 110 of the battery heat exchanger, the compressor inlet interface 106, the indoor condenser
  • the outlet interface 105 and the first interface 101 are connected through the flow channel 200, so that the refrigerant from the indoor condenser 2 can flow into the integrated module 1000 through the indoor condenser outlet interface 105, and can flow out of the integrated module through the first interface 101. 1000.
  • the second interface 102 is connected to the first open interface 109 of the battery heat exchanger through the flow channel 200, and the second open interface 110 of the battery heat exchanger is connected to the compressor inlet interface 106 through the flow channel 200, so that the inflow flows through the second interface 102.
  • the refrigerant in the integrated module 1000 can flow into the first opening of the battery heat exchanger 17 through the first opening interface 109 of the first battery heat exchanger, and can pass through the battery heat exchanger after flowing through the battery heat exchanger 17
  • the second opening interface 110 flows into the integrated block, and then can flow out of the integrated module 1000 through the outlet of the compressor 1 to flow into the compressor 1 .
  • the battery heat exchanger 17 is configured to exchange heat with the battery coolant circuit L1 where the battery 21 is located, and the battery coolant circuit L1 is configured to exchange heat with the engine coolant circuit L3 where the engine 27 is located.
  • the valve group 300 is disposed on the body 100.
  • the valve group 300 includes a first expansion valve 16.
  • the first expansion valve 16 is disposed on the flow channel 200 between the second interface 102 and the first opening interface 109 of the battery heat exchanger, that is, The first port of the first expansion valve 16 is connected to the second interface 102, and the second port of the first expansion valve 16 is connected to the first opening interface 109 of the battery heat exchanger, so that the first expansion valve 16 can respond to the input from the second interface.
  • 102 refrigerant is throttled and depressurized.
  • the first expansion valve 16 has throttling and on-off functions.
  • the battery heat exchanger first opening interface 109 is an interface on the body 100 for connecting to the battery heat exchanger first opening 171 of the battery heat exchanger 17
  • the battery heat exchanger second opening interface 110 is an interface on the body 100 for connecting to the second opening 172 of the battery heat exchanger of the battery heat exchanger 17.
  • the compressor inlet interface 106 is an interface on the body 100 for connecting to the refrigerant inlet of the compressor 1.
  • the condenser outlet interface 105 is an interface on the body 100 for connecting to the refrigerant outlet of the indoor condenser 2 .
  • the integrated module 1000 provided by the present disclosure, by opening an interface connected to the thermal management device on the body 100 and setting the flow channel 200 inside the body 100 to replace the existing connecting pipeline, it is beneficial to reduce the number of problems in the thermal management system.
  • the number of connecting pipes can simplify the thermal management system. Integrating the valve group 300 on the body 100 facilitates maintenance and disassembly and effectively reduces the number of brackets used to install each valve.
  • the design of the internal flow channel 200 of the body 100 is also conducive to reducing the weight of the integrated module 1000, which is conducive to the lightweight design of the entire vehicle and can reduce costs and fuel consumption. At the same time, reducing the use of parts also helps reduce the layout space of the entire vehicle.
  • the flow channel 200 can be flexibly designed on the body 100 of the integrated module 1000, so that the arrangement position of each valve can also be flexibly selected to adapt to different vehicle layouts, which is conducive to the platformization of the entire vehicle. design. That is to say, the present disclosure can systematically integrate thermal management devices through the above solution, which facilitates the integration of thermal management systems, can simplify the overall vehicle thermal management system, reduce costs, and make assembly easier.
  • the air conditioning system where the compressor 1 is located can exchange heat with the vehicle's battery 21 (such as a power battery) to achieve heating or cooling of the battery 21 .
  • the air conditioning system and battery 21 where the compressor 1 is located can exchange heat with the flow path where the engine 27 is located, the waste heat of the engine 27 can be utilized, improving the energy utilization rate of the vehicle thermal management system and saving energy.
  • the integrated module 1000 is connected to other heat exchange devices in the thermal management system, which is beneficial to realizing other preset thermal management modes.
  • the refrigerant enters the indoor condenser 2 from the outlet of the compressor 1, is condensed and releases heat in the indoor condenser 2, and realizes the passenger cabin heating mode.
  • the refrigerant enters the integrated module 1000 from the indoor condenser outlet interface 105, and
  • the integrated module 1000 flows out from the first interface 101, then passes through the liquid storage drying tank 7 and the coaxial tube 8 (see below for details), then enters the integrated module 1000 from the second interface 102, and then the refrigerant can flow into the first
  • the expansion valve 16, after throttling and reducing the pressure through the first expansion valve 16, can allow the refrigerant to absorb heat in the battery heat exchanger 17, thereby realizing the recovery of waste heat from the engine 27, and the recovered heat can be used for the air conditioning system. Refrigerant heating.
  • a blower or fan can be used to blow the heat released by the indoor condenser 2 directly to the driver's cabin to improve the heat utilization efficiency.
  • the heat released by the indoor condenser 2 can also be transferred to the driver's cabin through the heater core 23, which is not limited in this disclosure.
  • the first expansion valve 16 may be an electronic expansion valve.
  • an integrated wire harness 400 can be used to connect various thermal management devices, where the integrated wire harness 400 can be arranged on the integrated module 1000 .
  • the integrated module 1000 may also include the above-mentioned battery heat exchanger 17 , which is disposed on the body 100 .
  • the heat exchanger 17 also includes a third opening 173 of the battery heat exchanger and a fourth opening 174 of the battery heat exchanger.
  • the third opening 173 and the fourth opening 174 of the battery heat exchanger are used to connect to the battery coolant circuit L1 .
  • the pipeline connecting the battery heat exchanger 17 and the air conditioning system can be shortened or omitted, thereby reducing costs.
  • the battery heat exchanger first opening 171 of the battery heat exchanger 17 and the battery heat exchanger first opening interface 109 on the body 100 can be directly connected or connected through a short pipeline.
  • the second opening 172 of the heater can be directly connected to the second opening interface 110 of the battery heat exchanger on the body 100 or through a short pipeline.
  • the multiple interfaces may also include an outdoor heat exchanger first opening interface 107 and an outdoor heat exchanger second opening interface 108 .
  • the condenser outlet interface 105 and the first interface 101 are connected through the flow channel 200, and the indoor condenser outlet interface 105 and the outdoor heat exchanger first opening interface 107 are connected through the flow channel 200.
  • the valve group 300 may also include a first switching valve 12 and a second switching valve 4. The first switching valve 12 is located on the flow channel 200 between the indoor condenser outlet interface 105 and the first interface 101 to realize the indoor condenser outlet interface.
  • the second switch valve 4 is located on the flow channel 200 between the indoor condenser outlet interface 105 and the outdoor heat exchanger first opening interface 107 to achieve indoor The connection and interruption of the flow channel 200 between the condenser outlet interface 105 and the first opening interface 107 of the outdoor heat exchanger.
  • the integrated module 1000 when the integrated module 1000 is applied in the vehicle thermal management system 2000, through the cooperation of the first switching valve 12, the second switching valve 4 and the first expansion valve 16, different thermal management modes of vehicle thermal management can be realized. .
  • the first on-off valve 12 When the passenger compartment needs to be cooled down in the air-conditioning refrigeration mode in summer, the first on-off valve 12 can be closed and the second on-off valve 4 can be opened, so that the refrigerant passes through the body 100 after passing through the indoor condenser 2 (no heat is released at this time).
  • the first interface 101 of the outdoor heat exchanger flows out of the integrated module 1000 and enters the outdoor heat exchanger 5.
  • the refrigerant flowing through the outdoor heat exchanger 5 can enter the body 100 through the second interface 102 of the outdoor heat exchanger of the body 100, and then can The refrigerant flows out of the body 100 through the third interface 103 (see below) to flow into the indoor evaporator 11 for evaporation and heat absorption.
  • the first switching valve 12 can be opened and the second switching valve 4 can be closed, so that the refrigerant can pass through the first switching valve 12 and enter through the second opening of the outdoor heat exchanger 5 after dissipating heat through the indoor condenser 2
  • the first opening flows through the outdoor heat exchanger 5, and then returns to the compressor 1, so that the heat from the external environment can be recovered and function as a heat pump.
  • the first on-off valve 12 can be opened so that another part of the refrigerant passes through the first on-off valve 12 Finally, it enters the battery heat exchanger 17 to absorb the heat of the battery 21 or the engine 27 to heat the passenger compartment to ensure that the heating effect of the passenger compartment meets the requirements.
  • the multiple interfaces may also include a third interface 103, and the second interface 102 and the third interface 103 are connected through a flow channel 200.
  • the third interface 103 is used to connect to the first port of the second expansion valve 10, wherein the second port of the second expansion valve 10 is connected to the refrigerant inlet of the indoor evaporator 11, so that when the refrigerant enters the indoor evaporator Before 11, the refrigerant is throttled and depressurized so that the refrigerant can evaporate and absorb heat in the indoor evaporator 11.
  • the valve group 300 also includes a third switching valve 9.
  • the third switching valve 9 is disposed on the flow channel 200 between the second interface 102 and the third interface 103 to realize the control between the second interface 102 and the third interface 103. The connection and interruption of the flow channel 200.
  • the air conditioning cooling mode can be realized.
  • the first on-off valve 12 and the third on-off valve 9 can be opened, and the second on-off valve 4 and the first expansion valve 16 can be closed, so that the refrigerant can sequentially flow from the compressor 1 and the indoor condenser 2 (at this time The indoor condenser 2 may not perform heat exchange work and is only used as a channel for the refrigerant to flow through), the third switching valve 9 and the second expansion valve 10.
  • the flow is throttled and depressurized, and the inflow
  • the indoor evaporator 11 evaporates in the indoor evaporator 11, thereby realizing the air conditioning cooling mode.
  • the battery 21 can be cooled while realizing the air conditioning and refrigeration mode.
  • the second expansion valve 10 may be a thermal expansion valve, which can achieve throttling and pressure reduction of the refrigerant while also having a low-cost effect.
  • an electronic expansion valve may be used to replace the third switching valve 9 and the second expansion valve 10 in this embodiment.
  • the second expansion valve 10 can be integrated on the body 100, or can be connected to the corresponding interface on the body 100 through pipelines, which is not limited in this disclosure.
  • the valve group 300 also includes a second expansion valve 10.
  • the first port of the second expansion valve 10 is connected to the third interface 103.
  • the second port of the second expansion valve 10 is Connected to the refrigerant inlet of the indoor evaporator 11. That is, in this embodiment, the second expansion valve 10 is integrated into the body 100, which is beneficial to eliminating the corresponding connecting pipelines, reducing costs and reducing the overall volume of the thermal management system.
  • the interface may also include a fourth interface 104, and the fourth interface 104 and the second interface 102 are connected through a flow channel 200.
  • the four interfaces 104 are used to connect to the first port of the third expansion valve 13, wherein the second port of the third expansion valve 13 is connected to the second opening interface 108 of the outdoor heat exchanger.
  • the valve group 300 may further include a fourth switching valve 15 disposed on the flow passage 200 between the second switching valve 4 and the compressor inlet interface 106 .
  • the integrated module 1000 may also include a pressure sensor 3.
  • the body 100 is also provided with a fifth interface, and the detection end of the pressure sensor 3 extends into the fifth interface for detecting the air pressure of the refrigerant entering the integrated module 1000 through the indoor condenser outlet interface 105; and/or the integrated module 1000 further includes a pressure and temperature sensor 18, and a sixth interface is also provided on the body 100 , the detection end of the second pressure and temperature sensor 18 extends into the sixth interface for detecting the pressure and temperature of the refrigerant entering the integrated module 1000 through the second opening interface 110 of the battery heat exchanger.
  • the pressure sensor 3 when the pressure sensor 3 detects that the pressure of the refrigerant flowing out of the outlet of the indoor condenser 2 is too high or too low, it can be adjusted in time.
  • the pressure and temperature sensor 18 detects that the pressure or temperature of the refrigerant flowing out of the second opening 172 of the battery heat exchanger is too high or too low, the openings of the first expansion valve 16 and/or the second expansion valve 10 can be adjusted accordingly. Adjust flow.
  • the pressure temperature sensor 18 may be a PT sensor.
  • the specific arrangement position can be based on the compressor 1, indoor condenser 2, outdoor heat exchanger 5, indoor evaporator 11, battery exchanger in the vehicle thermal management system.
  • the specific arrangement position of the thermal management devices such as the heater 17 on the vehicle depends on it.
  • the body 100 may have a top surface 1001, a bottom surface 1002, and a side surface 1003 connected between the top surface 1001 and the bottom surface 1002.
  • the valve group 300 is provided on the top surface 1001, and multiple interfaces are provided on the side surface 1003 and the bottom surface 1002. That is, some of the multiple interfaces can be located on the side surface 1003, and some interfaces are located on the bottom surface 1002.
  • the bottom surface 1002 is used to install the battery heat exchanger 17 .
  • valve group 300 is uniformly arranged on the upper side of the body 100, the battery heat exchanger 17 is arranged on the other side of the body 100, and the multiple interfaces except the interface connected to the battery 21 are arranged on the side of the body 100.
  • this centralized distribution method after classification facilitates the overall design of the ontology 100 .
  • the specific shape of the body 100 is not limited in this disclosure.
  • it can be a roughly rectangular parallelepiped structure as shown in Figures 3, 4 and 6.
  • the side 1003 of the body 100 can include a first side 111 connected to form a ring structure.
  • the second side 112, the third side 113 and the fourth side 114, the above-mentioned indoor condenser outlet interface 105 can be provided on the first side 111, and the first opening interface 107 of the outdoor heat exchanger is provided on the second side 112,
  • the second opening interface 108, the first interface 101 and the fourth interface 104 of the outdoor heat exchanger are provided on the third side 113, and the second interface 102, the third interface 103 and the compressor inlet interface 106 are provided on the fourth side.
  • Distributing different interfaces on different sides is conducive to adapting to the layout of thermal management devices distributed in multiple directions in the vehicle, thereby conducive to improving the versatility of the integrated module 1000 .
  • the top surface 1001 of the body 100 is provided with a first jack hole 1001 and a second jack hole 1002 both extending toward the bottom surface 1002,
  • the first insertion hole 1001 is used to insert the first switching valve 12, and the second insertion hole 1002 is used to install the second switching valve 4.
  • the first insertion hole 1001 and the second insertion hole 1002 are spaced apart along the first direction.
  • the outlet interface 105 is respectively connected to the first socket 1001 and the second socket 1002 through the same first flow channel section 201 extending in the first direction.
  • a section of flow channel is shared between the indoor condenser outlet interface 105 and the first jack 1001, and between the indoor condenser outlet interface 105 and the second jack 1002, where the first direction is the The direction of the line connecting one side 111 and the third side 113 .
  • the first flow channel section 201 forms a straight flow channel section, which is beneficial to shortening the distance between the indoor condenser outlet interface 105 and the first and second insertion holes 1001 and 1002, thereby facilitating the rapid delivery of refrigerant to the first switching valve 12 and the second insertion hole. 2.
  • Position the switch valve 4 to distribute the refrigerant to the corresponding thermal management device.
  • the indoor condenser outlet interface 105 and the first jack 1001 share a section of flow channel
  • the indoor condenser outlet interface 105 and the second jack 1002 share a section of flow channel
  • the flow channel 200 between the first opening interface 107 of the outdoor heat exchanger and the compressor inlet interface 106 at least includes a second flow channel section 202 extending in the second direction,
  • the compressor inlet interface 106 is located at the upper end of the second flow channel section 202, where the second direction is the direction of the line connecting the top surface 1001 and the bottom surface 1002, that is, the up and down direction of the drawing in Figure 7 .
  • the compressor inlet interface 106 is located at the upper end of the second flow channel section 202 , so that before the liquid in the refrigerant enters the compressor 1 through the compressor inlet interface 106 , It will fall down under its own gravity, which is beneficial to removing possible liquid refrigerant at this stage.
  • the second flow channel section 202 functions as a gas-liquid separator.
  • the first flow channel section 201 is closer to the second side 112 than the center of the line connecting the second side 112 and the fourth side 114
  • the second flow channel section 202 is closer to the fourth side 114, that is, there should be as large a gap as possible between the first flow channel section 201 and the second flow channel section 202 in the direction connecting the second side 112 and the fourth side 114. interval.
  • the refrigerant flowing out of the indoor condenser 2 flows in the first flow channel section 201 and has a higher temperature
  • the refrigerant that is about to return to the compressor 1 flows in the second flow channel section 202 and has a lower temperature.
  • Lower temperatures are required.
  • the temperature enters the compressor 1, which is beneficial to the normal operation of the compressor 1.
  • a third jack 1003 , a fourth jack 1004 and a fifth jack 1005 may also be provided on the top surface of the body 100 .
  • the third insertion hole 1003 can be used to install the third switching valve 9
  • the fourth insertion hole 1004 can be used to install the fourth switching valve 15
  • the fifth insertion hole 1005 can be used to install the first expansion valve 16 .
  • the connections between the multiple flow channels 200 may be configured as Smooth transition, that is, the connection positions of different flow channels 200 are curved connections, which greatly reduces the flow resistance and ensures system performance.
  • smooth transition that is, the connection positions of different flow channels 200 are curved connections, which greatly reduces the flow resistance and ensures system performance.
  • milling, welding and other processes can be used to process the above-mentioned smoothly transitional connection portion.
  • a process such as drilling may also be used.
  • the connections between the flow channels 200 processed by this process are perpendicular to each other.
  • the flow resistance at the connection of the flow channels 200 may be It is larger, but it is more convenient to process, which helps reduce processing costs.
  • the vehicle thermal management system 2000 may also include an outdoor heat exchanger 5 , the refrigerant outlet of the compressor 1 is connected to the refrigerant inlet of the indoor condenser 2 , and the indoor condenser 2 The refrigerant outlet of 2 is connected to the indoor condenser outlet interface 105, and the refrigerant inlet of compressor 1 is connected to the compressor inlet interface 106.
  • the first opening of the outdoor heat exchanger 5 is connected to the refrigerant outlet of the indoor condenser 2 through the flow channel 200 of the integrated module 1000, or the first opening of the outdoor heat exchanger 5 is connected to the refrigerant inlet of the compressor 1. are connected through the flow channel 200 of the integrated module 1000, and the second opening of the outdoor heat exchanger 5 is connected to the first interface 101.
  • the vehicle thermal management system 2000 may also include a coaxial tube 8 , which may include an inner tube and an outer tube nested with each other, and the inner space of the inner tube defines a first channel. 81.
  • the space between the inner tube and the outer tube defines a second channel 82.
  • the first channel 81 and the second channel 82 are configured such that the temperature of the refrigerant flowing through the first channel 81 is greater than that of the refrigerant flowing through the second channel 82. temperature.
  • the outdoor heat exchanger 5 includes a first opening and a second opening. When one of the first opening and the second opening is used as a refrigerant inlet, the other is used as a refrigerant outlet.
  • the refrigerant inlet of the first channel 81 is connected to the second opening of the outdoor heat exchanger 5 through the flow channel 200 of the integrated module 1000, or the refrigerant inlet of the first channel 81 is connected to the refrigerant outlet of the indoor condenser 2. are connected through the flow channel 200 of the integrated module 1000, the refrigerant outlet of the first channel 81 is connected to the second interface 102, the refrigerant inlet of the second channel 82 is connected to the compressor inlet interface 106, and the refrigerant outlet of the second channel 82 Connected to the refrigerant inlet of compressor 1.
  • the refrigerant with a higher temperature can flow into the first channel 81, while the refrigerant flowing back to the refrigerant inlet of the compressor 1 through the second channel 82 is in a liquid state.
  • the refrigerant part can be vaporized by the high-temperature refrigerant in the first channel 81, so that the refrigerant entering the refrigerant inlet of the compressor 1 is in a gaseous state and functions as a gas-liquid separator.
  • the number of pipelines used is reduced, and the structure of the vehicle thermal management system can be simplified.
  • the use of the coaxial tube 8 enables heat exchange between high-temperature refrigerant and low-temperature refrigerant at the coaxial tube 8, which is beneficial to improving the heat exchange efficiency and improving the refrigeration of the refrigerant inlet that finally enters the compressor 1. This ensures that the temperature of the refrigerant coming out of the refrigerant outlet of the compressor 1 meets the requirements.
  • the vehicle thermal management system 2000 may also include a liquid storage drying tank 7.
  • the liquid storage drying tank 7 may be disposed upstream of the coaxial tube 8.
  • the liquid storage drying tank 7 is used to absorb the refrigerant flow. Moisture in the road and filter out impurities.
  • the vehicle thermal management system 2000 may also include a first one-way valve 6 and a second one-way valve 14 .
  • the first one-way valve 6 is disposed between the second outlet of the outdoor heat exchanger 5 and the second outlet of the outdoor heat exchanger 5 .
  • the flow path between the liquid storage drying pipes 7 allows the refrigerant to flow from the outdoor heat exchanger 5 side to the liquid storage drying pipe 7 side.
  • the second one-way valve 14 is disposed between the third expansion valve 13 and the second outlet of the outdoor heat exchanger 5 to allow refrigerant to flow from the third expansion valve 13 side to the outdoor heat exchanger 5 side.
  • the outdoor heat exchanger 5 can be an evaporative condenser to improve the heat exchange effect.
  • the working principle of an evaporative condenser is well known to those skilled in the art and will not be described in detail here.
  • the vehicle thermal management system 2000 may also include an engine 27, a battery coolant circuit L1, a first pump 19, a battery 21 and a first heat exchanger 22.
  • the battery coolant circuit L1 The first end and the second end are respectively connected to the third opening 173 and the fourth opening 174 of the battery heat exchanger.
  • the first pump 19, the battery 21 and the first heat exchanger 22 are connected in series (such as in series) in the battery.
  • the first heat exchanger 22 is configured to exchange heat with the engine coolant circuit L3, that is, with the engine 27.
  • the first pump 19 when it is necessary to exchange heat between the battery 21 and the air conditioning system, for example, when cooling the battery 21, the first pump 19 can be started to cool the battery coolant circuit L1.
  • the liquid flows through the battery 21 and the battery heat exchanger 17.
  • the first expansion valve 16 can be used to throttle and depressurize the refrigerant to atomize the refrigerant.
  • the atomized refrigerant enters the battery heat exchanger 17.
  • the heat in the battery coolant circuit L1 is absorbed, thereby cooling the battery 21 .
  • the first pump 19 can be started so that the coolant in the battery coolant circuit L1 flows through the battery 21 and the first heat exchanger 22.
  • the first heat exchanger 22 can be connected to The heat of the engine 27 is exchanged, and the heat of the engine 27 is used to heat the battery 21 .
  • the vehicle thermal management system 2000 may also include a short-circuit branch L11 and a three-way valve 20.
  • the first port 201 and the second port 202 of the three-way valve 20 are connected to the first pump. 19 and the battery 21, the third port 203 of the three-way valve 20 is connected to the flow path between the battery 21 and the first heat exchanger 22 through the short-circuit branch L11, that is, the short-circuit branch L11 and the battery 21 are arranged in parallel. .
  • the first port 201 and the second port 202 of the three-way valve 20 can be connected.
  • start the first pump 19 so that the coolant in the battery coolant circuit L1 flows through the battery 21 and the battery heat exchanger 17.
  • the first expansion valve 16 can be used to throttle and depressurize the refrigerant, so that the refrigerant Atomized, the atomized refrigerant enters the battery heat exchanger 17 and absorbs the heat in the battery coolant circuit L1, thereby cooling the battery 21.
  • the first port 201 and the second port 202 of the three-way valve 20 can be connected, and the first pump 19 can be started, so that the coolant in the battery coolant circuit L1 flows through the battery 21 and the first exchanger.
  • the heat of the first heat exchanger 22 and the engine 27 can be exchanged, and the heat of the engine 27 can be used to heat the battery 21 .
  • the cooling liquid can flow through the short-circuit branch L11 in the battery cooling liquid circuit L1.
  • the engine 27 may use any appropriate coolant flow path to be connected to the battery coolant circuit L1 to achieve heat exchange with the first heat exchanger 22 .
  • the engine coolant circuit L3 may include a first circuit L31 and a second circuit L32
  • the vehicle thermal management system 2000 may further include a heater core 23 , PTC24 heater, second pump 25 and four-way valve 26.
  • the first end and the second end of the first loop L31 are respectively connected to two ports of the first heat exchanger 22, for example, connected to the first port and the second port of the first heat exchanger 22.
  • the warm air core 23, the PTC 24, the second pump 25 and the four-way valve 26 are connected in series (for example, in series) on the first circuit L31.
  • the engine 27 is disposed on the second circuit L32, and the first end and the second end of the second circuit L32 are respectively connected to the other two ports of the four-way valve 26. That is, the four-way valve 26 is connected to the first circuit L31 through two ports (such as the first port 261 and the second port 262 of the four-way valve 26), and through the above-mentioned other two ports (such as the third port of the four-way valve 26)
  • the third port 263 and the fourth port 264 are connected to the second loop L32.
  • the first loop L31 and the second loop L32 can be connected through the three-way valve 20 and the second pump 25 can be started to transfer heat to the passenger compartment.
  • the heat of the engine 27 can first be transferred to the first circuit L31 through the coolant flow path of the engine 27, and then exchanged with the battery coolant circuit L1 through the first heat exchanger 22. Heat is used to heat the coolant in the battery coolant circuit L1, thereby heating the battery 21.
  • PTC24 can be turned on to heat the passenger compartment.
  • waste heat of the engine 27 can also be exchanged with the first heat exchanger 22 through the first circuit L31, and then exchanged with the air conditioning system through the battery coolant circuit L1 and the battery heat exchanger 17, thereby providing the air conditioning system with heat source.
  • air conditioning alone cooling mode battery cooling mode alone, air conditioning cooling and battery cooling dual mode
  • air source heat pump mode coolant source heat pump mode
  • PTC heating mode engine heating mode
  • engine waste heat heating battery mode PTC heating battery mode
  • dehumidification mode passenger cabin heating and battery cooling mode.
  • the specific flow process of the refrigerant in this mode is: the refrigerant flows from the refrigerant outlet of the compressor 1 into the indoor condenser 2, and flows from the indoor condenser 2 to the indoor condenser 2.
  • the refrigerant flowing out of the refrigerant outlet of the condenser 2 enters the integrated module 1000 from the indoor condenser outlet interface 105 on the body 100.
  • the first one-way valve 6 After passing through the first one-way valve 6, it flows out of the integrated module 1000 from the first interface 101, and then passes through the liquid storage drying tank 7 and the coaxial After the first channel 81 of the pipe 8, it enters the integrated module 1000 from the second interface 102. After passing through the third switching valve 9, it flows out of the integrated module 1000 from the third interface 103.
  • the second expansion valve 10 Through the action of the second expansion valve 10, the refrigerant is throttled. The flow is depressurized so that the low-temperature and low-pressure refrigerant can evaporate and absorb heat in the indoor evaporator 11.
  • the refrigerant flowing out from the refrigerant outlet of the indoor evaporator 11 passes through the second channel 82 of the coaxial tube 8 and then returns to the compressor 1 , thereby achieving independent cooling of the air conditioner.
  • pipelines can be used to connect the compressor 1 and the indoor condenser 2, the compressor 1 and the coaxial tube 8, and each interface of the integrated module 1000 and the corresponding heat exchange device.
  • the refrigerant flowing out of the outlet of the compressor 1 flows through the indoor condenser 2, it does not need to use a fan or blower to blow air to the indoor condenser 2, thereby causing the high-temperature and high-pressure air flowing into the indoor condenser 2 to flow.
  • the refrigerant does not release heat and condense in the indoor condenser 2 , that is to say, in this mode, the indoor condenser 2 is used as the through-flow channel 200 .
  • This mode can be performed when the air conditioner has no need for cooling but the battery 21 needs to be cooled down.
  • the specific flow process of the refrigerant and cooling liquid in this mode is: the refrigerant flows from the refrigerant outlet of the compressor 1 into the indoor condenser 2, and is condensed from the indoor
  • the refrigerant flowing out of the refrigerant outlet of the unit 2 enters the integrated module 1000 from the indoor condenser outlet interface 105.
  • the refrigerant After passing through the first one-way valve 6, it flows out of the integrated module 1000 from the first interface 101, and then passes through the liquid storage drying tank 7 and the first joint of the coaxial tube 8. After the passage 81, it enters the integrated module 1000 from the second interface 102.
  • the refrigerant is throttled and depressurized, so that the low-temperature and low-pressure refrigerant flows into the battery heat exchanger through the first opening 171 of the battery heat exchanger. 17 and can absorb heat in the battery heat exchanger 17.
  • the refrigerant flowing out from the second opening 172 of the battery heat exchanger flows out of the integrated module 1000 from the compressor inlet interface 106 on the body 100, and then passes through the coaxial tube 8 Second pass 82 and then back to compressor 1.
  • the coolant sequentially passes through the first pump 19, the first port 201 and the second port 202 of the three-way valve 20 and then enters the battery 21. Then the coolant passes through the first heat exchanger 22 and enters the battery exchanger. heater 17, and finally back to the first pump 19.
  • the refrigerant and the coolant are exchanged in the battery heat exchanger 17 , which reduces the temperature of the coolant in the battery coolant circuit L1 , thereby cooling the battery 21 . In this way, individual cooling of the battery 21 can be achieved.
  • the indoor condenser 2 does not need to perform heat dissipation work, and the indoor condenser 2 is used as the through-flow channel 200 .
  • This mode can be performed when the passenger compartment needs to be cooled down and the battery 21 also needs to be cooled down because the temperature is too high.
  • the specific flow process of the refrigerant is: the refrigerant flows from the refrigerant outlet of the compressor 1 into the indoor condenser 2, and the refrigerant flowing out from the refrigerant outlet of the indoor condenser 2 flows from The indoor condenser outlet interface 105 enters the integrated module 1000.
  • module 1000 After passing through the pressure sensor 3 and the second switch valve 4, it flows out of the integrated module 1000 from the seventh interface on the body 100, then flows through the outdoor heat exchanger 5, and then flows through the eighth interface Entering the integrated module 1000, after passing through the first one-way valve 6, it flows out of the integrated module 1000 from the first interface 101, and then passes through the first channel 81 of the liquid storage drying tank 7 and the coaxial tube 8, and then enters the integrated module from the second interface 102.
  • module 1000 then the refrigerant is divided into two paths: in the first path, after the refrigerant passes through the third on-off valve 9, it flows out of the integrated module 1000 from the third interface 103, and through the action of the second expansion valve 10, the refrigerant is throttled and reduced.
  • the low-temperature and low-pressure refrigerant can evaporate and absorb heat in the indoor evaporator 11.
  • the refrigerant flowing out from the refrigerant outlet of the indoor evaporator 11 returns to the compressor 1 through the second channel 82 of the coaxial tube 8, thereby Realize the refrigeration of air conditioner.
  • the refrigerant passes through the first expansion valve 16 to throttle and depressurize the refrigerant, so that the low-temperature and low-pressure refrigerant flows into the battery heat exchanger 17 through the first opening 171 of the battery heat exchanger, and can be used in the battery exchange.
  • the heater 17 absorbs heat and absorbs the temperature of the coolant in the battery coolant circuit L1, thereby cooling the battery 21.
  • the refrigerant flowing out from the second opening 172 of the battery heat exchanger flows out of the integrated module 1000 from the compressor inlet interface 106 on the body 100, then passes through the second channel 82 of the coaxial tube 8, and then returns to the compressor 1. In this way, the dual mode of air conditioning cooling and battery cooling can be realized.
  • the flow process of the coolant in the battery coolant circuit L1 is the same as the flow process of the coolant in the independent cooling of the battery 21 , which will not be described again here.
  • the driving mode is EV mode and the ambient temperature is >-10°C
  • this mode can be used, which uses an energy-saving heat pump air conditioning system for heating.
  • the specific flow process of the refrigerant is: the refrigerant flows from the refrigerant outlet of the compressor 1 into the indoor condenser 2, and the refrigerant releases heat in the indoor condenser 2, which is the passenger compartment. heating.
  • the refrigerant flowing out from the refrigerant outlet of the indoor condenser 2 enters the integrated module 1000 from the indoor condenser outlet interface 105. After passing through the pressure sensor 3 and the first switch valve 12, it flows out of the integrated module 1000 from the first interface 101 on the body 100.
  • the shaft tube 8 After the first passage 81 of the shaft tube 8, it enters the integrated module 1000 from the second interface 102, and then passes through the third expansion valve 13 and the second one-way valve 14. Through the action of the third expansion valve 13, the refrigerant is throttled and reduced. pressure, so that the low-temperature and low-pressure refrigerant flows into the outdoor heat exchanger 5 through the second opening of the outdoor heat exchanger 5 and can absorb heat in the outdoor heat exchanger 5 and absorb the temperature of the external environment.
  • the refrigerant flowing out from the first opening of the outdoor heat exchanger 5 passes through the fourth switching valve 15 and flows out of the integrated module 1000 through the compressor inlet interface 106 on the body 100, and then passes through the second channel 82 of the coaxial tube 8, and then Back to compressor 1.
  • the specific flow process of refrigerant and coolant in this mode is: the refrigerant flows from the refrigerant outlet of compressor 1 into indoor condenser 2, and the refrigerant releases heat in indoor condenser 2, as Crew compartment heating.
  • the refrigerant flowing out from the refrigerant outlet of the indoor condenser 2 enters the integrated module 1000 from the indoor condenser outlet interface 105.
  • the pressure sensor 3 and the first switch valve 12 After passing through the pressure sensor 3 and the first switch valve 12, it flows out of the integrated module 1000 from the first interface 101 on the body 100. , then after passing through the first channel 81 of the liquid storage drying tank 7 and the coaxial tube 8, it enters the integrated module 1000 from the second interface 102, and then the refrigerant passes through the first expansion valve 16 to throttle and depressurize the refrigerant.
  • the low-temperature and low-pressure refrigerant flows into the battery heat exchanger 17 through the first opening 171 of the battery heat exchanger and can absorb heat in the battery heat exchanger 17 .
  • the refrigerant flowing out from the second opening 172 of the battery heat exchanger flows out of the integrated module 1000 from the compressor inlet interface 106 on the body 100, then passes through the second channel 82 of the coaxial tube 8, and then returns to the compressor 1.
  • the coolant sequentially passes through the first pump 19, the first port 201 and the third port 203 of the three-way valve 20, the short-circuit branch L11, and the first heat exchanger 22, and then enters the battery for heat exchange. 17 and the refrigerant heat exchanger, and finally returns to the first pump 19.
  • the coolant passes through the second pump 25, PTC 24, and warm air core 23 in sequence, and then enters the first heat exchanger 22 for heat exchange. Then, the coolant passes through the four-way valve 26.
  • the first port 261 and the third port 263 enter the second circuit L32 and then enter the engine 27 and return to the second pump 25 through the fourth port 264 and the second port 262 of the four-way valve 26 . In this way, the heat of the engine 27 can be used as a heat source to implement the heat pump mode of the air conditioner.
  • PTC24 does not need to perform heating.
  • the air source heat pump when the air source heat pump is working, if the waste heat of the engine 27 system can be used, the air source heat pump and the water source heat pump can also be operated in parallel at the same time, so as to make full use of the waste heat and reduce energy consumption.
  • the specific refrigerant The flow path can refer to the above two modes, which will not be described again here.
  • the specific flow process of the coolant in the first loop L31 is: the coolant sequentially passes through the second pump 25, PTC 24, warm air core 23, first heat exchanger 22 and four After passing through the first port 261 and the second port 262 of the valve 26, it returns to the second pump 25 to meet the strong heating demand of the passenger compartment through PTC 24 heating.
  • the water temperature of the engine 27 can be used for heating.
  • the specific flow process of the coolant in the first loop L31 and the second loop L32 is: the coolant sequentially passes through the second pump 25, PTC 24, heater core 23, and the first exchanger.
  • the heater 22 and the first port 261 and the third port 263 of the four-way valve 26 then enter the engine 27 and return to the second pump 25 through the fourth port 264 and the second port 262 of the four-way valve 26 .
  • PTC24 does not need to perform heating.
  • the waste heat of the engine 27 can be used to heat the battery to reduce energy consumption.
  • the specific flow process of the coolant is: in the battery coolant circuit L1, the coolant passes through the first pump 19, the first port 201 and the second port of the three-way valve 20 in sequence 202, battery 21, first heat exchanger 22, battery heat exchanger 17, and finally back to the first pump 19.
  • the coolant passes through the second pump 25, the PTC 24, and the warm air core 23 in sequence, and then enters the first heat exchanger 22 for heat exchange.
  • the coolant flow path where the battery 21 is located is The coolant in the coolant is heated to heat the battery 21, and then the coolant enters the second circuit L32 through the first port 261 and the third port 263 of the four-way valve 26, and then enters the engine 27 and passes through the four-way valve 26
  • the fourth port 264 and the second port 262 return to the second pump 25 .
  • PTC24 does not need to perform heating.
  • the PTC 24 can also be used to heat the battery 21 .
  • the specific flow process of the coolant is: in the battery coolant circuit L1, the coolant passes through the first pump 19, the first port 201 and the second port of the three-way valve 20 in sequence 202, battery 21, first heat exchanger 22, battery heat exchanger 17, and finally back to the first pump 19. in the first time In the path L31, the coolant returns to the second pump 25 after passing through the second pump 25, the PTC 24, the heater core 23, the first heat exchanger 22, and the first port 261 and the second port 262 of the four-way valve 26. Through the first heat exchanger 22, the heat of the PTC 24 can be transferred to the battery coolant circuit L1 to heat the battery 21.
  • Dehumidification mode can be divided into self-circulation dehumidification mode and parallel dehumidification mode.
  • the self-circulating dehumidification mode can be run.
  • the flow process of the refrigerant is: flowing from the refrigerant outlet of the compressor 1 into the indoor condenser 2, and the refrigerant releases heat in the indoor condenser 2.
  • the refrigerant flowing out from the refrigerant outlet of the indoor condenser 2 enters the integrated module 1000 from the indoor condenser outlet interface 105. After passing through the pressure sensor 3 and the first switch valve 12, it flows out of the integrated module 1000 from the first interface 101 on the body 100.
  • the function of the refrigerant is to throttle and depressurize the refrigerant, so that the low-temperature and low-pressure refrigerant flows into the indoor evaporator 11, and evaporates and absorbs heat in the indoor evaporator 11.
  • the refrigerant flowing out from the indoor evaporator 11 passes through the second passage 82 of the coaxial tube 8 and then returns to the compressor 1 .
  • the refrigerant flowing out of the outlet of compressor 1 releases heat in the indoor condenser 2, and the refrigerant entering the indoor evaporator 11 evaporates and absorbs heat, absorbing the heat of the indoor environment, so that the indoor humid air reaches the dew point temperature and condenses into water for discharge. , to achieve the dehumidification effect.
  • the dehumidified environment coupled with the heat release of the indoor condenser 2 makes the ambient temperature reach a more comfortable temperature, and the wind can be blown into the member cabin through the fan to achieve a more comfortable ambient temperature in the member cabin. .
  • the flow process of the refrigerant is: flowing from the refrigerant outlet of the compressor 1 into the indoor condenser 2, and the refrigerant releases heat in the indoor condenser 2.
  • the refrigerant flowing out from the refrigerant outlet of the indoor condenser 2 enters the integrated module 1000 from the indoor condenser outlet interface 105. After passing through the pressure sensor 3 and the first switch valve 12, it flows out of the integrated module 1000 from the first interface 101 on the body 100.
  • the refrigerant is divided into two paths: the first path, the refrigerant passes through the The third interface 103 flows out of the integrated module 1000, and then passes through the third switching valve 9 and the second expansion valve 10.
  • the second expansion valve 10 the refrigerant is throttled and depressurized, so that the low-temperature and low-pressure refrigerant flows into the room and evaporates. evaporator 11, and evaporates and absorbs heat in the indoor evaporator 11.
  • the refrigerant flowing out from the indoor evaporator 11 passes through the second passage 82 of the coaxial tube 8 and then returns to the compressor 1 .
  • the refrigerant passes through the third expansion valve 13 and the second one-way valve 14.
  • the third expansion valve 13 throttles and depressurizes the refrigerant, so that the low-temperature and low-pressure refrigerant passes through the outdoor heat exchanger 5.
  • the second opening flows into the outdoor heat exchanger 5 and can absorb heat in the outdoor heat exchanger 5 and absorb the temperature of the external environment.
  • the refrigerant flowing out from the first opening of the outdoor heat exchanger 5 passes through the fourth switching valve 15 and flows out of the integrated module 1000 through the compressor inlet interface 106 on the body 100, and then passes through the second channel 82 of the coaxial tube 8, and then Back to compressor 1.
  • the battery 21 may need to be cooled and the passenger compartment may need to be heated. In this case, a cycle of heating the passenger compartment and cooling the battery may be used.
  • the flow path of the refrigerant and coolant is: from the refrigerant outlet of the compressor 1 into the indoor condenser 2, and the refrigerant releases heat in the indoor condenser 2.
  • the refrigerant flowing out from the refrigerant outlet of the indoor condenser 2 enters the integrated module 1000 from the indoor condenser outlet interface 105. After passing through the pressure sensor 3 and the first switch valve 12, it flows out of the integrated module 1000 from the first interface 101 on the body 100.
  • the refrigerant is Throttle and reduce pressure, so that the low-temperature and low-pressure refrigerant flows into the battery heat exchanger 17 and absorbs the temperature of the coolant in the coolant flow path where the battery 21 is located in the battery 21 heat exchanger, thereby cooling the battery 21 effect.
  • the refrigerant flowing out from the indoor evaporator 11 passes through the second passage 82 of the coaxial tube 8 and then returns to the compressor 1 .
  • the refrigerant flowing out from the battery heat exchanger 17 flows out of the integrated module 1000 from the compressor inlet interface 106 on the body 100, then passes through the second channel 82 of the coaxial tube 8, and then returns to the compressor 1.
  • the coolant sequentially passes through the first pump 19 and the first port 201 and the second port 202 of the three-way valve 20 before entering the battery 21 , and then the coolant passes through the first heat exchanger 22 and enters the battery heat exchanger 17, and finally returns to the first pump 19.
  • the self-circulating dehumidification and parallel dehumidification modes can be turned on as needed. Several modes can be switched on demand, thereby reducing the energy consumption of the entire vehicle.
  • the vehicle thermal management system can also have any appropriate thermal management mode, which is no longer limited by this disclosure.
  • any combination of various embodiments of the present disclosure can also be carried out, and as long as they do not violate the idea of the present disclosure, they should also be regarded as the contents disclosed in the present disclosure.

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

一种用于车辆热管理系统（2000）的集成模块（1000）、车辆热管理系统（2000）及车辆，该集成模块（1000）包括本体（100）、多个接口及阀组（300），该多个接口设置在本体（100）上以与本体（100）内对应的流道（200）连通，多个接口中的室内冷凝器出口接口（105）与第一接口（101）、第二接口（102）与电池换热器第一开口接口（109）、电池换热器第二开口接口（110）与压缩机入口接口（106）两两之间通过流道（200）相连，电池换热器（17）被配置为能够分别与电池（21）及发动机（27）各自所在的电池冷却液回路（L1）进行换热，阀组（300）设置在本体（100）上，包括设置在第二接口（102）与电池换热器第一开口接口（109）之间的流道（200）上的第一膨胀阀（16）。

Description

用于车辆热管理系统的集成模块、车辆热管理系统及车辆
相关申请的交叉引用
本公开要求在2020年04月28日提交中国专利局、申请号为202210471408.1、名称为“用于车辆热管理系统的集成模块、车辆热管理系统及车辆”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
背景技术
热管理系统是车辆的重要组成部分，其能够改变汽车内的温度环境，以使驾驶者和乘客获得良好的驾乘体验。相关技术热管系统中的压缩机、室内换热器、室外换热器等热管理器件通过管路连接，并将电子膨胀阀、开关阀等零散分布在管路上。这种设计存在管路布置复杂、空间占用高、检修困难、装配困难、装配耗时等技术缺陷。
发明内容
本公开的目的是提供一种用于车辆热管理系统的集成模块、车辆热管理系统及车辆，该集成模块利于简化车辆的热管理系统的结构，减小该热管理系统的占用的空间，降低成本及装配难度，以及有利于提升热管理系统中热能量利用率，起到节能作用。
为了实现上述目的，本公开提供一种用于车辆热管理系统的集成模块，所述集成模块包括：
本体，所述本体内设置有至少一条流道；
多个接口，设置在所述本体上以与对应的流道连通，且用于与热管理系统中对应的热管理器件相连，所述多个接口包括室内冷凝器出口接口、第一接口、第二接口、电池换热器第一开口接口、电池换热器第二开口接口和压缩机入口接口，所述室内冷凝器出口接口和所述第一接口通过流道相连，所述第二接口与所述电池换热器第一开口接口通过流道相连，所述电池换热器第二开口接口与所述压缩机入口接口通过流道相连；
其中，电池换热器被配置为能够与电池所在的电池冷却液回路进行换热，且，所述电池冷却液回路被配置为能够与发动机所在的发动机冷却液回路进行热交换；和
阀组，设置在所述本体上，所述阀组包括第一膨胀阀，所述第一膨胀阀设置在所述第二接口与所述电池换热器第一开口接口之间的流道上，以使所述第一膨胀阀能够对来自所述第二接口的制冷剂进行节流降压。
可选地，所述集成模块还包括所述电池换热器，所述电池换热器设置在所述本体上，所述电池换热器还包括电池换热器第三开口和电池换热器第四开口，所述电池换热器第三开口和所述电池换热器第四开口分别用于与所述电池冷却液回路相连。
可选地，所述多个接口还包括室外换热器第一开口接口和室外换热器第二开口接口，所述室内冷凝器出口接口与所述第一接口之间通过流道相连，所述室内冷凝器出口接口与所述室外换热器第一开口接口之间通过流道相连；
所述阀组还包括第一开关阀和第二开关阀；
所述第一开关阀位于所述室内冷凝器出口接口与所述第一接口之间的流道上；
所述第二开关阀位于所述室内冷凝器出口接口与所述室外换热器第一开口接口之间的流道上。
可选地，所述接口还包括第三接口，所述第三接口与所述第二接口之间通过流道相连；
所述第三接口用于与第二膨胀阀的第一端口相连，其中，所述第二膨胀阀的第二端口与室内蒸发器的制冷剂进口相连；
所述阀组还包括第三开关阀，所述第三开关阀设置在所述第二接口与所述第三接口之间的流道上。
可选地，所述阀组还包括所述第二膨胀阀，所述第二膨胀阀的第一端口与所述第三接口相连，所述第二膨胀阀的第二端口用于与所述室内蒸发器的制冷剂进口相连。
可选地，所述接口还包括第四接口，所述第四接口与所述第二接口之间通过流道相连；
所述第四接口用于与第三膨胀阀的第一端口相连，其中，所述第三膨胀阀的第二端口与所述室外换热器第二开口接口相连；
所述阀组还包括第四开关阀，所述第四开关阀设置在所述第二开关阀与所述压缩机入口接口之间的流道上。
可选地，所述集成模块还包括压力传感器，所述本体上还设置有第五接口，所述压力传感器的检 测端伸入所述第五接口内以用于检测经由所述室内冷凝器出口接口进入所述集成模块的制冷剂的气压；和/或，
所述集成模块还包括压力温度传感器，所述本体上还设置有第六接口，所述压力温度传感器的检测端伸入所述第六接口内以用于检测经由所述电池换热器第二开口接口进入所述集成模块的制冷剂的温度。
可选地，所述本体具有顶面、底面以及连接在所述顶面与所述底面之间的侧面，所述阀组设置于所述顶面，所述多个接口设置于所述侧面及所述底面，所述底面用于安装所述电池换热器。
可选地，所述本体具有顶面、底面以及连接在所述顶面与所述底面之间的侧面，所述阀组设置于所述顶面，所述多个接口设置于所述侧面及所述底面，所述底面用于安装所述电池换热器；
所述侧面包括相连成环形结构的第一侧面、第二侧面、第三侧面及第四侧面，所述室内冷凝器出口接口设置在所述第一侧面上，所述室外换热器第一开口接口设置在第二侧面上，所述室外换热器第二开口接口、所述第一接口和第四接口设置在所述第三侧面上，所述第二接口、所述第三接口和所述压缩机入口接口设置在所述第四侧面上。
可选地，所述顶面上设置有均朝向所述底面延伸的第一插孔和第二插孔，所述第一插孔用于插装第一开关阀，所述第二插孔用于安装第二开关阀；
所述第一插孔和所述第二插孔沿第一方向间隔布置，所述室内冷凝器出口接口通过同一条沿所述第一方向延伸的第一流道段分别与所述第一插孔和所述第二插孔连通；
其中，所述第一方向为所述第一侧面与所述第三侧面之间连线的方向。
所述室外换热器第一开口接口与所述压缩机入口接口之间的流道至少包括沿第二方向延伸的第二流道段，所述压缩机入口接口位于所述第二流道段的上端；
其中，所述第二方向为所述顶面与所述底面之间连线的方向。可选地，相较于所述第二侧面和所述第四侧面连线的中心，所述第一流道段更靠近所述第二侧面，所述第二流道段更靠近所述第四侧面。
可选地，多个流道之间的连接处被配置为圆滑过渡。
根据本公开的另一方面，提供一种车辆热管理系统，其包括压缩机、室内冷凝器和上述的集成模块，所述压缩机的制冷剂出口与所述室内冷凝器的制冷剂入口相连，所述室内冷凝器的制冷剂出口与所述室内冷凝器出口接口相连，所述压缩机的制冷剂入口与所述压缩机入口接口相连。
可选地，所述车辆热管理系统还包括室外换热器；
所述室外换热器的第一开口与所述室内冷凝器的制冷剂出口之间通过所述集成模块的流道相连，或者，所述室外换热器的第一开口与所述压缩机的制冷剂入口之间通过所述集成模块的流道相连；
所述室外换热器的第二开口与所述第一接口相连。
可选地，所述车辆热管理系统还包括同轴管；
所述同轴管包括相互套设的内管和外管，所述内管的内部空间限定出第一通道，所述内管与所述外管之间的空间限定出第二通道，所述第一通道和所述第二通道配置为流经所述第一通道的制冷剂的温度大于流经所述第二通道的制冷剂的温度；
所述第一通道的制冷剂入口与所述室外换热器的第二开口之间通过所述集成模块的流道相连，或者，所述第一通道的制冷剂入口与所述室内冷凝器的制冷剂出口之间通过所述集成模块的流道相连，所述第一通道的制冷剂出口与所述第二接口相连；所述第二通道的制冷剂入口与所述压缩机入口接口相连，所述第二通道的制冷剂出口与所述压缩机的制冷剂入口相连。
可选地，所述车辆热管理系统还包括发动机、电池冷却液回路、第一泵、电池及第一换热器；
所述电池冷却液回路的第一端和第二端分别与电池换热器第三开口和电池换热器第四开口相连，所述第一泵、所述电池和所述第一换热器串联在所述电池冷却液回路上；
所述第一换热器被配置为能够与所述发动机冷却液回路换热。
可选地，所述车辆热管理系统还包括短接支路和三通阀；
所述三通阀的第一端口和第二端口连接在所述第一泵和所述电池之间，所述三通阀的第三端口通过所述短接支路与所述电池与所述第一换热器之间流路相连。
可选地，所述发动机冷却液回路包括第一回路和第二回路，所述车辆热管理系统还包括暖风芯体、PTC、第二泵及四通阀；
所述第一回路的第一端和第二端分别与所述第一换热器的两个端口相连，所述暖风芯体、PTC、第二泵及四通阀串联在所述第一回路上；
所述发动机设置在所述第二回路上，且所述第二回路的第一端和第二端分别与所述四通阀的另外 两个端口相连。
根据本公开的又一方面，提供一种车辆，其包括上述的车辆热管理系统。
在本公开提供的集成模块中，通过在本体上开设与热管理器件相连的接口以及在本体的内部设置流道以替代现有的连接管路，有利于减少热管理系统中的连接管路的数量，能够简化热管理系统。在本体上集成阀组，方便进行维修拆卸地同时还能够有效地减少用来安装各个阀的支架的数量。并且，本体的内部的流道设计也利于降低集成模块的重量，从而有利于整车轻量化的设计，能够降低成本和油耗。同时，由于减少了零部件的使用，也利于减小整车的布置空间。另外，在本公开中，可以在集成模块的本体上对流道进行灵活设计，以使得各个阀的布置位置也可以灵活选择，以适应不同的整车布置，有利于整车平台化的设计。也就是说，本公开通过上述方案可以将热管理器件进行系统性整合，利于热管理系统的集成，可以使得车辆热管理系统的整体简化、成本降低，装配也变得容易。
此外，通过设置电池换热器，压缩机所在的空调系统可以与车辆的电池等进行换热，实现对电池的加热或冷却。同时，又由于压缩机所在的空调系统及电池能够与发动机所在流路进行换热，可以实现对发动机的余热的利用，提升车辆热管理系统的能量利用率，起到了节能作用。
除了实现对电池的热管理模式，将上述集成模块应用于车辆热管理系统时，集成模块与热管理系统中的其他换热器件相连，有利于实现其他预设的热管理模式。
此外，在本公开中，可以配合鼓风机或风扇，将室内冷凝器放出的热量直接吹到驾乘室，以提升热量的利用效率。
本公开的其他特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
附图是用来提供对本公开的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本公开，但并不构成对本公开的限制。在附图中：
图1是本公开一种实施方式提供的车辆热管理系统的结构示意图。
图2是本公开一种实施方式提供的集成模块的立体示意图。
图3是本公开一种实施方式提供的集成模块的分解示意图。
图4是本公开一种实施方式提供的集成模块的另一个视角的立体示意图。
图5是本公开一种实施方式提供的集成模块的本体中流道布置的示意图，其中，需要说明的是，图中不仅示出了流道，还示出了本体上限定出流道的部分，该部分的内部通道即为流道，另外，还示出了用于插接对应阀的插孔。
图6是本公开一种实施方式提供的集成模块的又一个视角的立体示意图。
图7是本公开一种实施方式提供的集成模块的本体中流道布置的另一个视角的示意图，其中，需要说明的是，图中不仅示出了流道，还示出了本体上限定出流道的部分，该部分的内部通道即为流道，另外，还示出了用于插接对应阀的插孔。
图8是本公开另一种实施方式提供的集成模块的本体的分解示意图。
图9至图20分别示出了本公开一种实施方式提供的车辆热管理系统在空调单独制冷模式、电池单独冷却模式、空调制冷和电池制冷双开模式、空气源热泵模式、冷却液源热泵模式、PTC采暖模式、发动机采暖模式、发动机余热加热电池模式、PTC加热电池模式、除湿模式、乘员舱采暖和电池制冷模式时的工作原理示意图。
具体实施方式
以下结合附图对本公开的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本公开，并不用于限制本公开。
以下结合附图对本公开的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本公开，并不用于限制本公开。
在本公开中，在未作相反说明的情况下，方位词“上、下”是基于附图的图面方向定义的，可选地，“上、下”可以与车辆的上、下所指代的方向相同，“内、外”是指相关零部件的内、外。此外，所使用的术语“第一、第二”等仅用于区分描述，而不能理解为指示或暗示相对重要性。
另外，在本公开的描述中，还需要说明的是，除非另有明确的规定和限定，出现的术语“设置”、“相连”、“安装”应作广义理解，例如，可以使固定相连，也可以是可拆卸相连，或一体地连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通，对于本领域的普通技术 人员而言，可以具体情况理解上述术语在本公开中的具体含义。
如图1至图20所示，本公开提供了一种用于车辆热管理系统的集成模块1000、具有该集成模块1000的车辆热管理系统2000及具有该车辆热管理系统2000的车辆。
其中，该车辆热管理系统2000可以包括集成模块1000、压缩机1、室内冷凝器2、室外换热器5、室内蒸发器11、电池换热器17、发动机27等。集成模块1000上设置有多个对应的接口分别与压缩机1、室内冷凝器2、室外换热器5、室内蒸发器11和电池换热器17等相连，以与上述各热管理器件连接成各种流路，实现车辆热管理系统的各种预设模式，例如，空调制冷模式、电池冷却、电池加热、热泵采暖、空调除湿、发动机采暖等模式。
如图3-图8所示，本公开提供的集成模块1000包括本体100、多个接口和阀组300，本体100内设置有至少一条流道200，多个接口(包括两个及两个以上)设置在本体100上以与对应的流道200连通，且用于与热管理系统中对应的热管理器件(如上文的压缩机1、室外换热器5、电池换热器17等)相连。多个接口包括室内冷凝器出口接口105、第一接口101、第二接口102、电池换热器第一开口接口109和电池换热器第二开口接口110、压缩机入口接口106，室内冷凝器出口接口105和第一接口101通过流道200相连，以使的来自室内冷凝器2的制冷剂能够经由室内冷凝器出口接口105流入到集成模块1000内，并可以通过第一接口101流出集成模块1000。第二接口102与电池换热器第一开口接口109通过流道200相连，电池换热器第二开口接口110与压缩机入口接口106通过流道200相连，以使的经由第二接口102流入到集成模块1000内的制冷剂能够通过第一电池换热器第一开口接口109流入到电池换热器17的第一开口内，并在流经电池换热器17后能够通过电池换热器第二开口接口110流入集成块，然后可以通过压缩机1出口流出集成模块1000，以流入压缩机1内。
其中，电池换热器17被配置为能够与电池21所在的电池冷却液回路L1进行换热，且，电池冷却液回路L1被配置为能够与发动机27所在的发动机冷却液回路L3进行热交换。
阀组300设置在本体100上，阀组300包括第一膨胀阀16，第一膨胀阀16设置在第二接口102与电池换热器第一开口接口109之间的流道200上，即，第一膨胀阀16的第一端口与第二接口102相连，第一膨胀阀16的第二端口与电池换热器第一开口接口109相连，以使第一膨胀阀16能够对来自第二接口102的制冷剂进行节流降压。第一膨胀阀16具有节流及通断功能。
可以理解的是，这里，电池换热器第一开口接口109为本体100上用于与电池换热器17的电池换热器第一开口171相连的接口，电池换热器第二开口接口110为本体100上用于与电池换热器17的电池换热器第二开口172相连的接口，压缩机入口接口106为本体100上用于与压缩机1的制冷剂入口相连的接口，室内冷凝器出口接口105为本体100上用于与室内冷凝器2的制冷剂出口相连的接口。
在本公开提供的集成模块1000中，通过在本体100上开设与热管理器件相连的接口以及在本体100的内部设置流道200以替代现有的连接管路，有利于减少热管理系统中的连接管路的数量，能够简化热管理系统。在本体100上集成阀组300，方便进行维修拆卸地同时还能够有效地减少用来安装各个阀的支架的数量。并且，本体100的内部的流道200设计也利于降低集成模块1000的重量，从而有利于整车轻量化的设计，能够降低成本和油耗。同时，由于减少了零部件的使用，也利于减小整车的布置空间。另外，在本公开中，可以在集成模块1000的本体100上对流道200进行灵活设计，以使得各个阀的布置位置也可以灵活选择，以适应不同的整车布置，有利于整车平台化的设计。也就是说，本公开通过上述方案可以将热管理器件进行系统性整合，利于热管理系统的集成，可以使得车辆热管理系统的整体简化、成本降低，装配也变得容易。
此外，通过设置电池换热器17，压缩机1所在的空调系统可以与车辆的电池21(如动力电池)等进行换热，实现对电池21的加热或冷却。同时，又由于压缩机1所在的空调系统及电池21能够与发动机27所在流路进行换热，可以实现对发动机27的余热的利用，提升车辆热管理系统的能量利用率，起到了节能作用。
除了实现对电池21的热管理模式，将上述集成模块1000应用于车辆热管理系统时，集成模块1000与热管理系统中的其他换热器件相连，有利于实现其他预设的热管理模式。例如，制冷剂从压缩机1的出口，进入室内冷凝器2，在室内冷凝器2中冷凝放热，实现乘员舱采暖模式，之后制冷剂在从室内冷凝器出口接口105进入集成模块1000，并从第一接口101流出集成模块1000，再进入通过储液干燥罐7和同轴管8(具体请见下文)后，从第二接口102进入集成模块1000，再然后制冷剂可以流进第一膨胀阀16，经由第一膨胀阀16节流降压后，能够使制冷剂在电池换热器17中吸收热量，可实现对发动机27余热的回收，回收的热量可以用于给空调系统中的制冷剂加热。
在本公开中，可以配合鼓风机或风扇，将室内冷凝器2放出的热量直接吹到驾乘室，以提升热量的利用效率。当然，也可以通过暖风芯体23，将室内冷凝器2放出的热量传递到驾乘室，本公开对此不作限定。
可选地，第一膨胀阀16可以为电子膨胀阀。
可选地，为了进一步简化车辆热管理系统的结构，如图3所示，在本公开中，可以采用集成线束400连接各个热管理器件，其中，该集成线束400可以布置在集成模块1000上。
可选地，如图1至图8所示，在本公开的一种实施方式中，集成模块1000还可以包括上述的电池换热器17，该电池换热器17设置在本体100上，电池换热器17还包括电池换热器第三开口173和电池换热器第四开口174，电池换热器第三开口173和电池换热器第四开口174用于与电池冷却液回路L1相连。通过将电池换热器17集成在本体100上，可以进一步提升集成模块1000的集成度，可以进一步减小车辆热管理系统需要占据的空间。同时，通过将电池换热器17集成到本体100上，可以缩短或者省去电池换热器17与空调系统之间连接的管路，降低了成本。例如，在本实施方式中，电池换热器17的电池换热器第一开口171与本体100上的电池换热器第一开口接口109可以直接相连或采用较短的管路相连，电池换热器第二开口172与本体100上的电池换热器第二开口接口110可以直接相连或采用较短的管路相连。
可选地，如图1至图8所示，在本公开的一种实施方式中，多个接口还可以包括室外换热器第一开口接口107和室外换热器第二开口接口108，室内冷凝器出口接口105与第一接口101之间通过流道200相连，室内冷凝器出口接口105与室外换热器第一开口接口107之间通过流道200相连。阀组300还可以包括第一开关阀12和第二开关阀4，第一开关阀12位于室内冷凝器出口接口105与第一接口101之间的流道200上，以实现室内冷凝器出口接口105与第一接口101之间的流道200的连通与截断，第二开关阀4位于室内冷凝器出口接口105与室外换热器第一开口接口107之间的流道200上，以实现室内冷凝器出口接口105与室外换热器第一开口接口107之间的流道200的连通与截断。
基于此，当将该集成模块1000应用在车辆热管理系统2000中时，通过第一开关阀12、第二开关阀4和第一膨胀阀16的配合，可以实现车辆热管理不同的热管理模式。例如，有利于实现单独的空调制冷模式和热泵模式。在夏季乘员舱需要降温进行空调制冷模式的时候，可以关闭第一开关阀12，打开第二开关阀4，使得制冷剂在通过室内冷凝器2后(此时不放热)后经由本体100的室外换热器第一接口101流出集成模块1000，并进入室外换热器5，流经室外换热器5的制冷剂可以通过本体100的室外换热器第二接口102进入本体100，之后可以经由第三接口103(见下文)流出本体100，以将制冷剂流入室内蒸发器11进行蒸发吸热。在热泵模式，可以打开第一开关阀12，关闭第二开关阀4，使得制冷剂在经由室内冷凝器2放热后可以通过第一开关阀12，经由室外换热器5的第二开口进入第一开口，并流经室外换热器5，然后回到压缩机1，如此可以将外界环境的热量回收，起到热泵作用。
在本实施方式中，可选地，当外界环境的环境温度过于低，室外换热器5起不到热泵效果时，可以打开第一开关阀12，使得另一部分冷剂经由第一开关阀12后，进入到电池换热器17以吸收电池21或者发动机27的热量，实现对乘员舱的采暖，以保证对乘员舱的采暖效果满足要求。
可选地，如图1至图7所示，在本公开的一种实施方式中，多个接口还可以包括第三接口103，第二接口102与第三接口103之间通过流道200相连，第三接口103用于与第二膨胀阀10的第一端口相连，其中，第二膨胀阀10的第二端口与室内蒸发器11的制冷剂进口相连，以在制冷剂在进入室内蒸发器11之前，对制冷剂进行节流降压，使得制冷剂能够在室内蒸发器11内进行蒸发吸热。阀组300还包括第三开关阀9，第三开关阀9设置在第二接口102与第三接口103之间的流道200上，以实现对第二接口102与第三接口103之间的流道200的连通与截断。
基于此，可以实现空调制冷模式。在空调制冷模式下，可以打开第一开关阀12和第三开关阀9，关闭第二开关阀4和第一膨胀阀16，使得制冷剂可以依次从压缩机1、室内冷凝器2(此时室内冷凝器2可以不进行换热工作，仅用作制冷剂流过的通道)、第三开关阀9和第二膨胀阀10，在第二膨胀阀10的作用下节流降压，并流入室内蒸发器11，在室内蒸发器11内蒸发，从而实现对空调制冷模式。
另外，在上述空调制冷模式下，如果将第一膨胀阀16也打开，那在实现空调制冷模式的同时还可以实现对电池21的冷却。
在本实施方式中，第二膨胀阀10可以采用热力膨胀阀，在能够实现对制冷剂节流降压的同时还具有低成本的效果。当然，可以理解的是，在本公开的其他实施方式中，可以采用电子膨胀阀替换本实施方式中的第三开关阀9和第二膨胀阀10。
其中，第二膨胀阀10既可以集成在本体100上，也可以采用管路与本体100上的对应接口相连，本公开对此不作限定。可选地，如图1至图7所示，阀组300还包括第二膨胀阀10，第二膨胀阀10的第一端口与第三接口103相连，第二膨胀阀10的第二端口用于与室内蒸发器11的制冷剂进口相连。即，在本实施方式中，将第二膨胀阀10集成到了本体100上，如此，有利于省去对应的连接管路，有利于降低成本和减小热管理系统的整体体积。
可选地，如图1至图7所示，在本公开的一种实施方式中，接口还可以包括第四接口104，第四接口104与第二接口102之间通过流道200相连，第四接口104用于与第三膨胀阀13的第一端口相连，其中，第三膨胀阀13的第二端口与室外换热器第二开口接口108相连。阀组300还可以包括第四开关阀15，第四开关阀15设置在第二开关阀4与压缩机入口接口106之间的流道200上。如此，通过第一开关阀12、第二开关阀4、第三开关阀9、第四开关阀15和第三膨胀阀13的配合，可以实现具有节能效果的热泵模式。具体地，在该模式下，可以打开第一开关阀12、第四开关阀15和第三膨胀阀13，关闭第二开关阀4和第三开关阀9。如此，参见图12，制冷剂将依次流过室内冷凝器2、第一开关阀12、第三膨胀阀13、室外换热器5、第四开关阀15后回到压缩机1。在该模式下，制冷剂经过室外换热器5，通过室外换热器5的热泵作用，从外界环境吸热，因此可以起到节能作用。
可选地，如图1至图7所示，在本公开的一种实施方式中，集成模块1000还可以包括压力传感器3，本体100上还设置有第五接口，压力传感器3的检测端伸入第五接口内以用于检测经由室内冷凝器出口接口105进入集成模块1000的制冷剂的气压力；和/或，集成模块1000还包括压力温度传感器18，本体100上还设置有第六接口，第二压力温度传感器18的检测端伸入第六接口内以用于检测经由电池换热器第二开口接口110进入集成模块1000的制冷剂的压力和温度。
在本实施方式中，当压力传感器3检测到室内冷凝器2的出口流出的制冷剂的气压过高或者过低时，可以及时进行调节。当压力温度传感器18检测到从电池换热器第二开口172流出的制冷剂的压力、温度过高或者过低时，可以对应调节第一膨胀阀16和/或第二膨胀阀10开度以调节流量。压力温度传感器18可以为PT传感器。
本公开对接口和阀组300在本体100上的具体布置位置不作限定，具体可以根据车辆热管理系统中的压缩机1、室内冷凝器2、室外换热器5、室内蒸发器11、电池换热器17等热管理器件的在车辆上的具体布置位置而定。
可选地，如图4、图6和图8所示，在本公开的一种实施方式中，本体100可以具有顶面1001、底面1002以及连接在顶面1001与底面1002之间的侧面1003，阀组300设置于顶面1001，多个接口设置于侧面1003及底面1002，即，多个接口可以是部分接口位于侧面1003，部分接口位于底面1002，底面1002用于安装电池换热器17。如此，将阀组300统一布置在本体100的上侧，将电池换热器17布置在本体100的另一侧，而将多个接口中除与电池21相连接口外的接口布置本体100的侧面，这种分类后集中分布的方式便于对本体100进行整体设计。
在本公开对本体100的具体形状不作限定，例如，可以如图3、图4和图6所示的大致为长方体的结构，该本体100的侧面1003可以包括相连成环形结构的第一侧面111、第二侧面112、第三侧面113和第四侧面114，上述的室内冷凝器出口接口105可以设置在第一侧面111上，室外换热器第一开口接口107设置在第二侧面112上，室外换热器第二开口接口108、第一接口101和第四接口104设置在所述第三侧面113上，第二接口102、第三接口103和压缩机入口接口106设置在所述第四侧面114上。将不同的接口分布于不同的侧面上，有利于适应车辆中分布在多个方向上的热管理器件的布置，从而有利于提升该集成模块1000的通用性。
可选地，如图4至图7所示，在本公开的一种实施方式中，本体100的顶面1001上设置有均朝向底面1002延伸的第一插孔1001和第二插孔1002，第一插孔1001用于插装第一开关阀12，第二插孔1002用于安装第二开关阀4，第一插孔1001和第二插孔1002沿第一方向间隔布置，室内冷凝器出口接口105通过同一条沿第一方向延伸的第一流道段201分别与第一插孔1001和第二插孔1002连通。即，参见图5和图7，室内冷凝器出口接口105与第一插孔1001之间、室内冷凝器出口接口105与第二插孔1002之间共用一段流道，其中，第一方向为第一侧面111与第三侧面113之间连线的方向。第一流道段201形成直线流道段，有利于缩短室内冷凝器出口接口105与第一插孔1001和第二插孔1002的距离，从而有利于制冷剂快速输送至第一开关阀12和第二开关阀4的位置，以便将制冷剂分配至对应的热管理器件中。另外，由于室内冷凝器出口接口105与第一插孔1001之间、室内冷凝器出口接口105与第二插孔1002之间共用一段流道，有利于减少设置的流道的数量以及降低流道加工的难度。
可选地，如图5和图7所示，室外换换热器第一开口接口107与压缩机入口接口106之间的流道200至少包括沿第二方向延伸的第二流道段202，压缩机入口接口106位于该第二流道段202的上端，其中，第二方向为顶面1001与底面1002之间连线的方向，也即图7的图面的上下方向。由于第二流道段202沿上下方向布置，压缩机入口接口106位于该第二流道段202的上端，如此，可以使得制冷剂中的液体在经由压缩机入口接口106进入压缩机1之前，在自身重力作用下往下落，从而有利于在此阶段去除可能存在液态制冷剂。这里，第二流道段202起到了气液分离器的作用。
可选地，参见图4至图7，在本公开中的一种实施方式中，相较于第二侧面112和第四侧面114连线的中心，第一流道段201更靠近第二侧面112，第二流道段202更靠近第四侧面114，即，第一流道段201和第二流道段202之间在第二侧面112和第四侧面114连线的方向上尽量具有较大的间隔。
由于第一流道段201中流动的是从室内冷凝器2流出的制冷剂，温度较高，而第二流道段202中流动的是即将回到压缩机1的制冷剂，温度较低，也需要较低的温度。通过将第一流道段201和第二流道段202间隔较大的距离，可以避免第一流道段201和第二流道段202中制冷剂之间温度相互影响，有利于制冷剂以较低的温度进入到压缩机1，有利于压缩机1的正常工作。
可选地，参见图5和图7，本体100的顶面还可以设置第三插孔1003、第四插孔1004和第五插孔1005。其中，第三插孔1003可以用于安装第三开关阀9，第四插孔1004用于安装第四开关阀15，第五插孔1005用于安装第一膨胀阀16。
为了减小制冷剂在不同流道200中流动的流阻，可选地，如图8所示，在本公开的一种实施方式中，多个流道200之间的连接处可以被配置为圆滑过渡，即，不同的流道200连接位置为曲线连接，这极大程度减小了流阻，使得系统性能得到了保证。可选地，加工时，可以采用铣削、焊接的工艺等工艺加工出上述圆滑过渡的连接部位。
可以理解的是，在本公开的其他实施方式中，也可以采用例如钻孔的工艺，采用此工艺加工出的流道200之间的连接处相互垂直，虽然流道200连接处的流阻可能大一些，但是加工比较方便，有利于降低加工成本。
可选地，如图1所示，在本公开中，车辆热管理系统2000还可以包括室外换热器5，压缩机1的制冷剂出口与室内冷凝器2的制冷剂入口相连，室内冷凝器2的制冷剂出口与室内冷凝器出口接口105相连，压缩机1的制冷剂入口与压缩机入口接口106相连。
室外换热器5的第一开口与室内冷凝器2的制冷剂出口之间通过集成模块1000的流道200相连，或者，室外换热器5的第一开口与压缩机1的制冷剂入口之间通过集成模块1000的流道200相连，室外换热器5的第二开口与第一接口101相连。
可选地，如图1所示，车辆热管理系统2000还可以包括同轴管8，该同轴管8可以包括相互套设的内管和外管，内管的内部空间限定出第一通道81，内管与外管之间的空间限定出第二通道82，第一通道81和第二通道82配置为流经第一通道81的制冷剂的温度大于流经第二通道82的制冷剂的温度。室外换热器5包括第一开口和第二开口，第一开口和第二开口中的一者用于制冷剂入口时，另一者用作制冷剂出口。第一通道81的制冷剂入口与室外换热器5的第二开口之间通过集成模块1000的流道200相连，或者，第一通道81的制冷剂入口与室内冷凝器2的制冷剂出口之间通过集成模块1000的流道200相连，第一通道81的制冷剂出口与第二接口102相连，第二通道82的制冷剂入口与压缩机入口接口106相连，第二通道82的制冷剂出口与压缩机1的制冷剂入口相连。
如此，当制冷剂经由室内冷凝器2或者室外换热器5后的温度较高的制冷剂可以流进第一通道81，而通过第二通道82流回压缩机1的制冷剂入口的呈液态的制冷剂部分可以被第一通道81内的高温制冷剂汽化，从而使得进入压缩机1的制冷剂入口的制冷剂为气态，起到了气液分离器的作用。而且，通过同轴管8的作用，减少了管路的使用数量，可以简化车辆热管理系统的结构。再者，使用同轴管8，使得高温制冷剂和低温的制冷剂能够在同轴管8处产生热交换，有利于提高热交换效率，有利于提升最后进入压缩机1的制冷剂入口的制冷剂的温度，如此，保证从压缩机1的制冷剂出口出来的制冷剂的温度满足要求。
可选地，如图1所示，车辆热管理系统2000还可以包括储液干燥罐7，储液干燥罐7可以设置在同轴管8的上游，储液干燥罐7用于吸取制冷剂流路中的水分以及过滤掉杂质。
可选地，如图1所示，车辆热管理系统2000还可以包括第一单向阀6和第二单向阀14，第一单向阀6设置在室外换热器5的第二出口与储液干燥管7之间的流路上，以允许制冷剂从室外换热器5侧流向储液干燥管7侧。第二单向阀14设置第三膨胀阀13与室外换热器5的第二出口之间，以允许制冷剂从第三膨胀阀13侧流向室外换热器5侧。
本公开对室外换热器5的种类不作限定。可选地，室外换热器5可以为蒸发式冷凝器，以提升换热效果。蒸发式冷凝器的工作原理为本领域技术人员所熟知，这里不再赘述。
如图1、图9至图20所示，车辆热管理系统2000还可以包括发动机27、电池冷却液回路L1、第一泵19、电池21及第一换热器22，电池冷却液回路L1的第一端和第二端分别与电池换热器第三开口173和电池换热器第四开口174相连，第一泵19、电池21和第一换热器22串联(如依次串联)在电池冷却液回路L1上，第一换热器22被配置为能够与发动机冷却液回路L3换热，即与发动机27换热。
如此，参见图1、图11和图12，当需要对电池21和空调系统进行换热时，例如，对电池21进行冷却时，可以启动第一泵19，使得电池冷却液回路L1中的冷却液流过电池21和电池换热器17，此时，可以利用第一膨胀阀16对制冷剂节流降压，以使制冷剂雾化，雾化后的制冷剂进入电池换热器17，吸收电池冷却液回路L1中的热量，从而实现对电池21的冷却。当需要对电池21进行加热时，可以启动第一泵19，使得电池冷却液回路L1中的冷却液流过电池21和第一换热器22，此时，可以使第一换热器22与发动机27的热量进行换热，利用发动机27的热量加热电池21。
如图1、图9至图20所示，车辆热管理系统2000还可以包括短接支路L11和三通阀20，三通阀20的第一端口201和第二端口202连接在第一泵19和电池21之间，三通阀20的第三端口203通过短接支路L11与电池21与第一换热器22之间流路相连，即，短接支路L11和电池21并联设置。
如此，参见图1、图11和图12，当需要对电池21和空调系统进行换热时，例如，对电池21进行冷却时，可以连通三通阀20的第一端口201和第二端口202，启动第一泵19，使得电池冷却液回路L1中的冷却液流过电池21和电池换热器17，此时，可以利用第一膨胀阀16对制冷剂节流降压，以使制冷剂雾化，雾化后的制冷剂进入电池换热器17，吸收电池冷却液回路L1中的热量，从而实现对电池21的冷却。当需要对电池21进行加热时，可以连通三通阀20的第一端口201和第二端口202，启动第一泵19，使得电池冷却液回路L1中的冷却液流过电池21和第一换热器22，此时，可以使第一换热器22与发动机27的热量进行换热，利用发动机27的热量加热电池21。
在本实施方式中，由于设置了短接支路L11，当电池21无需进行加热或冷却时，可以使冷却液在电池冷却液回路L1中流经短接支路L11。
在本公开中，发动机27可以采用任意适当的冷却液流路与电池冷却液回路L1相连以实现与第一换热器22的换热。可选地，如图1所示，在本公开的一种实施方式中，发动机冷却液回路L3可以包括第一回路L31和第二回路L32，车辆热管理系统2000还可以包括暖风芯体23、PTC24加热器、第二泵25及四通阀26。第一回路L31的第一端和第二端分别与第一换热器22的两个端口相连，例如，与第一换热器22的第一端口和第二端口相连。暖风芯体23、PTC24、第二泵25及四通阀26串联(如依次串联)在第一回路L31上。发动机27设置在第二回路L32上，且第二回路L32的第一端和第二端分别与四通阀26的另外两个端口相连。即，四通阀26通过两个端口(如四通阀26的第一端口261和第二端口262)连接在第一回路L31上，通过上述的另外两个端口(如四通阀26的第三端口263和第四端口264)连接在第二回路L32上。
基于此，当需要利用发动机27的余热给乘员舱采暖时，可以通过三通阀20连通第一回路L31和第二回路L32，并启动第二泵25，将热量传递给乘员舱。当需要利用发动机27的余热给电池加热时，可以先将发动机27的热量通过发动机27冷却液流路传递给第一回路L31，然后通过第一换热器22实现与电池冷却液回路L1的换热，加热电池冷却液回路L1中的冷却液，从而实现对电池21的加热。
另外，当乘员舱采暖需求较强时，可以开启PTC24给乘员舱加热。
另外，发动机27的余热还可以通过第一回路L31与第一换热器22进行换热，然后在通过电池冷却液回路L1和电池换热器17与空调系统进行换热，从而为空调系统提供热源。
下面将结合附图，具体介绍本公开一种实施方式的车辆热管理系统具有的几种典型工作模式的工作过程。
具体介绍车辆热管理系统的以下几种典型的工作模式：空调单独制冷模式、电池单独冷却模式、空调制冷和电池制冷双开模式、空气源热泵模式、冷却液源热泵模式、PTC采暖模式、发动机采暖模式、发动机余热加热电池模式、PTC加热电池模式、除湿模式、乘员舱采暖和电池制冷模式。
第一、空调单独制冷模式
夏季乘员舱需要降温时，可以进行该模式。参见图1和图9，结合本公开提供的集成模块1000，在该模式下制冷剂的具体流动过程为：制冷剂从压缩机1的制冷剂出口流入室内冷凝器2，从室内冷 凝器2的制冷剂出口流出的制冷剂从本体100上的室内冷凝器出口接口105进入集成模块1000，经过压力传感器3和第二开关阀4后，从本体100上的第七接口流出集成模块1000，然后流经室外换热器5，之后从第八接口进入集成模块1000，经过第一单向阀6后，从第一接口101流出集成模块1000，然后通过储液干燥罐7和同轴管8的第一通道81后，从第二接口102进入集成模块1000，经过第三开关阀9之后，从第三接口103流出集成模块1000，经过第二膨胀阀10的作用，对制冷剂节流降压，使得低温低压的制冷剂能够在室内蒸发器11中蒸发吸热，从室内蒸发器11的制冷剂出口流出的制冷剂通过同轴管8的第二通道82后回到压缩机1，从而实现空调的单独制冷。
其中，压缩机1与室内冷凝器2之间，压缩机1与同轴管8之间，以及集成模块1000的各个接口与对应的换热器件之间可以利用管路相连。
需要说明的是，在该模式下，压缩机1出口流出的制冷剂虽然流过室内冷凝器2，但可以不利用风扇或鼓风机向室内冷凝器2吹风，从而使流入室内冷凝器2的高温高压的制冷剂不在室内冷凝器2中放热冷凝，也就是说，在该模式下，室内冷凝器2作为通流流道200使用。
第二、电池21单独制冷模式
在空调没有制冷需求，但电池21需要降温时，可以进行该模式。参见图1和图10，结合本公开提供的集成模块1000，在该模式下制冷剂和冷却液的具体流动过程为：制冷剂从压缩机1的制冷剂出口流入室内冷凝器2，从室内冷凝器2的制冷剂出口流出的制冷剂从室内冷凝器出口接口105进入集成模块1000，经过压力传感器3和第二开关阀4后，从本体100上的第七接口流出集成模块1000，然后流经室外换热器5，之后从第八接口进入集成模块1000，经过第一单向阀6后，从第一接口101流出集成模块1000，然后通过储液干燥罐7和同轴管8的第一通道81后，从第二接口102进入集成模块1000，经过第一膨胀阀16的作用，对制冷剂节流降压，使得低温低压的制冷剂经由电池换热器第一开口171流入电池换热器17，并能够在电池换热器17中吸热，从电池换热器第二开口172流出的制冷剂从本体100上的压缩机入口接口106流出集成模块1000，之后通过同轴管8的第二通道82，然后回到压缩机1。在电池冷却液回路L1中，冷却液依次经过第一泵19、三通阀20的第一端口201和第二端口202后进入电池21，之后冷却液通过第一换热器22并进入电池换热器17，最后回到第一泵19。制冷剂和冷却液在电池换热器17中进行换热器，降低了电池冷却液回路L1中冷却液的温度，从而可以起到对电池21的降温作用。如此，可以实现电池21的单独制冷。
同样，在该模式下，室内冷凝器2可以不进行放热工作，室内冷凝器2作为通流流道200使用。
第三、空调制冷和电池制冷双开模式
在乘员舱需要降温，且电池21因为温度过高也需要降温时，可以进行该模式。参见图1和图11，在该模式下，制冷剂的具体流动过程为：制冷剂从压缩机1的制冷剂出口流入室内冷凝器2，从室内冷凝器2的制冷剂出口流出的制冷剂从室内冷凝器出口接口105进入集成模块1000，经过压力传感器3和第二开关阀4后，从本体100上的第七接口流出集成模块1000，然后流经室外换热器5，之后从第八接口进入集成模块1000，经过第一单向阀6后，从第一接口101流出集成模块1000，然后通过储液干燥罐7和同轴管8的第一通道81后，从第二接口102进入集成模块1000，之后制冷剂分为两路：第一路，制冷剂经过第三开关阀9之后，从第三接口103流出集成模块1000，经过第二膨胀阀10的作用，对制冷剂节流降压，使得低温低压的制冷剂能够在室内蒸发器11中蒸发吸热，从室内蒸发器11的制冷剂出口流出的制冷剂通过同轴管8的第二通道82后回到压缩机1，从而实现空调的制冷。第二路，制冷剂经过第一膨胀阀16的作用，对制冷剂节流降压，使得低温低压的制冷剂经由电池换热器第一开口171流入电池换热器17，并能够在电池换热器17中吸热，吸收电池冷却液回路L1中冷却液的温度，从而实现对电池21的降温。从电池换热器第二开口172流出的制冷剂从本体100上的压缩机入口接口106流出集成模块1000，之后通过同轴管8的第二通道82，然后回到压缩机1。如此，即可实现空调制冷和电池制冷双开模式。
在该模式中，电池冷却液回路L1中的冷却液的流动过程与电池21单独制冷中的冷却液的流动过程相同，这里不作赘述。
第四、空气源热泵模式
冬季空调需要制热，在驾驶模式为EV模式时，环境温度＞-10℃，可以进行该模式，即使用节能的热泵空调系统进行制热。参见图1和图12，在该模式下，制冷剂的具体流动过程为：制冷剂从压缩机1的制冷剂出口流入室内冷凝器2，制冷剂在室内冷凝器2内放热，为乘员舱采暖。从室内冷凝器2的制冷剂出口流出的制冷剂从室内冷凝器出口接口105进入集成模块1000，经过压力传感器3和第一开关阀12后，从本体100上的第一接口101流出集成模块1000，然后通过储液干燥罐7和同 轴管8的第一通道81后，从第二接口102进入集成模块1000，之后通过第三膨胀阀13和第二单向阀14，经过第三膨胀阀13的作用，对制冷剂节流降压，使得低温低压的制冷剂经由室外换热器5的第二开口流入室外换热器5，并能够在室外换热器5中吸热，吸收外界环境的温度。从室外换热器5的第一开口流出的制冷剂通过第四开关阀15，并通过本体100上的压缩机入口接口106流出集成模块1000，之后通过同轴管8的第二通道82，然后回到压缩机1。
第五、冷却液源热泵模式
当驾驶模式从HEV切换为电动EV，发动机27的水温还比较高，这时可以充分利用发动机27的余热为热泵提供热源，给乘员舱进行采暖。参见图1和图13，在该模式下制冷剂和冷却液的具体流动过程为：制冷剂从压缩机1的制冷剂出口流入室内冷凝器2，制冷剂在室内冷凝器2内放热，为乘员舱采暖。从室内冷凝器2的制冷剂出口流出的制冷剂从室内冷凝器出口接口105进入集成模块1000，经过压力传感器3和第一开关阀12后，从本体100上的第一接口101流出集成模块1000，然后通过储液干燥罐7和同轴管8的第一通道81后，从第二接口102进入集成模块1000，之后制冷剂经过第一膨胀阀16的作用，对制冷剂节流降压，使得低温低压的制冷剂经由电池换热器第一开口171流入电池换热器17，并能够在电池换热器17中吸热。从电池换热器第二开口172流出的制冷剂从本体100上的压缩机入口接口106流出集成模块1000，之后通过同轴管8的第二通道82，然后回到压缩机1。
在电池冷却液回路L1中，冷却液依次经过第一泵19、三通阀20的第一端口201和第三端口203、短接支路L11、第一换热器22，之后进入电池换热器17与制冷剂换热器，最后回到第一泵19。
在第一回路L31和第二回路L32中，冷却液依次经过第二泵25、PTC24、暖风芯体23之后，进入第一换热器22进行换热，之后冷却液经过四通阀26的第一端口261和第三端口263进入第二回路L32，之后，进入发动机27，并通过四通阀26的第四端口264和第二端口262回到第二泵25。如此，可以将发动机27的热量作为热源实现空调的热泵模式。
可以理解的是，在该模式下，PTC24可以不进行加热作用。此外，在空气源热泵工作时，如果有发动机27系统的余热可以利用，还可实现空气源热泵和水源热泵同时并联工作，从而更加充分地利用余热，降低能耗，此时，制冷剂具体的流动路径可以参见上述两种模式，这里不再赘述。
第六、PTC采暖模式
当乘员舱有非常强的采暖需求，比如车室内设定温度很高时，还可以开启PTC24进行采暖，进行PTC采暖模式。参见图1和图14，在该模式下，第一回路L31的冷却液的具体流动过程为：冷却液依次经过第二泵25、PTC24、暖风芯体23、第一换热器22和四通阀26的第一端口261和第二端口262后，回到第二泵25，以通过PTC24加热满足乘员舱的较强的采暖需求。
第七、发动机采暖模式
当车辆驾驶模式为HEV模式时，可以利用发动机27的水温进行采暖。参见图1和图15，在该模式下，第一回路L31和第二回路L32的冷却液的具体流动过程为：冷却液依次经过第二泵25、PTC24、暖风芯体23、第一换热器22和四通阀26的第一端口261和第三端口263，之后，进入发动机27，并通过四通阀26的第四端口264和第二端口262回到第二泵25。可以理解的是，在该模式下，PTC24可以不进行加热作用。
第八、发动机余热加热电池模式
当电池21需要加热，比如低温充电时，可利用发动机27的余热为电池加热，以降低能耗。参见图1和图16，在该模式下，冷却液的具体流动过程为：在电池冷却液回路L1中，冷却液依次经过第一泵19、三通阀20的第一端口201和第二端口202、电池21、第一换热器22、电池换热器17，最后回到第一泵19。
在第一回路L31和第二回路L32中，冷却液依次经过第二泵25、PTC24、暖风芯体23之后，进入第一换热器22进行换热，对电池21所在的冷却液流路中的冷却液加热，从而实现对电池21的加热，之后冷却液经过四通阀26的第一端口261和第三端口263进入第二回路L32，之后，进入发动机27，并通过四通阀26的第四端口264和第二端口262回到第二泵25。
可以理解的是，在该模式下，PTC24可以不进行加热作用。
第九、PTC加热电池模式
当发动机27水温不高时，还可以用PTC24对电池21进行加热。参见图1和图17，在该模式下，冷却液的具体流动过程为：在电池冷却液回路L1中，冷却液依次经过第一泵19、三通阀20的第一端口201和第二端口202、电池21、第一换热器22、电池换热器17，最后回到第一泵19。在第一回 路L31中，冷却液经过第二泵25、PTC24、暖风芯体23、第一换热器22、四通阀26的第一端口261和第二端口262之后，回到第二泵25。通过第一换热器22，PTC24的热量可以传递至电池冷却液回路L1中，对电池21进行加热。
第十、除湿模式
除湿模式可以分为自循环除湿模式和并联除湿模式。
在春秋季环境温度15℃左右，会出现需要除湿并且对乘员舱进行采暖加热的需求，这时可以运行自循环除湿模式。参见图1和图18，在该模式下，制冷剂的流动过程为：从压缩机1的制冷剂出口流入室内冷凝器2，制冷剂在室内冷凝器2内放热。从室内冷凝器2的制冷剂出口流出的制冷剂从室内冷凝器出口接口105进入集成模块1000，经过压力传感器3和第一开关阀12后，从本体100上的第一接口101流出集成模块1000，然后通过储液干燥罐7和同轴管8的第一通道81后，从第二接口102进入集成模块1000，之后通过第三开关阀9和第二膨胀阀10，经过第二膨胀阀10的作用，对制冷剂节流降压，使得低温低压的制冷剂流入室内蒸发器11，并在室内蒸发器11内蒸发吸热。从室内蒸发器11流出的制冷剂通过同轴管8的第二通道82，然后回到压缩机1。
在该模式下，压缩机1出口流出的制冷剂在室内冷凝器2内放热，进入室内蒸发器11的制冷剂蒸发吸热，吸收室内环境热量，使室内湿润空气达到露点温度凝结成水排出，达到除湿效果，被除湿后的环境再加上室内冷凝器2的放热，使环境温度达到一个较舒适的温度，并可以通过风机将风吹进成员舱实现成员舱一个较舒适的环境温度。
当车内温度不足时，还可以切换为并联除湿模式。参见图1和图19，在该模式下，制冷剂的流动过程为：从压缩机1的制冷剂出口流入室内冷凝器2，制冷剂在室内冷凝器2内放热。从室内冷凝器2的制冷剂出口流出的制冷剂从室内冷凝器出口接口105进入集成模块1000，经过压力传感器3和第一开关阀12后，从本体100上的第一接口101流出集成模块1000，然后通过储液干燥罐7和同轴管8的第一通道81后，从第二接口102进入集成模块1000，之后，制冷剂分为两路：第一路，制冷剂通过本体100上的第三接口103流出集成模块1000，之后，通过第三开关阀9和第二膨胀阀10，经过第二膨胀阀10的作用，对制冷剂节流降压，使得低温低压的制冷剂流入室内蒸发器11，并在室内蒸发器11内蒸发吸热。从室内蒸发器11流出的制冷剂通过同轴管8的第二通道82，然后回到压缩机1。第二路，制冷剂通过第三膨胀阀13和第二单向阀14，经过第三膨胀阀13的作用，对制冷剂节流降压，使得低温低压的制冷剂经由室外换热器5的第二开口流入室外换热器5，并能够在室外换热器5中吸热，吸收外界环境的温度。从室外换热器5的第一开口流出的制冷剂通过第四开关阀15，并通过本体100上的压缩机入口接口106流出集成模块1000，之后通过同轴管8的第二通道82，然后回到压缩机1。
第十一、乘员舱采暖和电池制冷模式
在春秋季20℃以下环境，汽车剧烈行驶的场景下，可能会出现电池21需要冷却且乘员舱需要采暖的需求，这时可以使用乘员舱采暖且电池冷却的循环。参见图1和图20，在该模式下，制冷剂和冷却液的流动路径为：从压缩机1的制冷剂出口流入室内冷凝器2，制冷剂在室内冷凝器2内放热。从室内冷凝器2的制冷剂出口流出的制冷剂从室内冷凝器出口接口105进入集成模块1000，经过压力传感器3和第一开关阀12后，从本体100上的第一接口101流出集成模块1000，然后通过储液干燥罐7和同轴管8的第一通道81后，从第二接口102进入集成模块1000，之后通过第一膨胀阀16，经过第一膨胀阀16的作用，对制冷剂节流降压，使得低温低压的制冷剂流入电池换热器17，并在电池21换换热器中吸收电池21所在冷却液流路中的冷却液的温度，从而起到对电池21的冷却作用。从室内蒸发器11流出的制冷剂通过同轴管8的第二通道82，然后回到压缩机1。从电池换热器17的流出的制冷剂从本体100上的压缩机入口接口106流出集成模块1000，之后通过同轴管8的第二通道82，然后回到压缩机1。在电池21所在的冷却液流路中，冷却液从依次经过第一泵19、三通阀20的第一端口201和第二端口202后进入电池21，之后冷却液通过第一换热器22并进入电池换热器17，最后回到第一泵19。
当车内温度不足时，还可根据需要开启自循环除湿和并联除湿模式，几种模式按需切换，从而让整车的能耗尽可能降低。
可以理解的是，在本公开中，除了上述的典型模式，基于本公开提供车辆热管理系统的具体结构，车辆热管理系统还可以具有任意适当的热管理模式，本公开对此不再限定。
以上结合附图详细描述了本公开的优选实施方式，但是，本公开并不限于上述实施方式中的具体细节，在本公开的技术构思范围内，可以对本公开的技术方案进行多种简单变型，这些简单变型均属 于本公开的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合，为了避免不必要的重复，本公开对各种可能的组合方式不再另行说明。
此外，本公开的各种不同的实施方式之间也可以进行任意组合，只要其不违背本公开的思想，其同样应当视为本公开所公开的内容。

Claims (19)

  1. 一种用于车辆热管理系统的集成模块(1000)，其特征在于，所述集成模块(1000)包括：
    本体(100)，所述本体(100)内设置有至少一条流道(200)；
    多个接口，设置在所述本体(100)上以与对应的流道(200)连通，且用于与热管理系统中对应的热管理器件相连，所述多个接口包括：
    室内冷凝器出口接口(105)、第一接口(101)、第二接口(102)、电池换热器第一开口接口(109)、电池换热器第二开口接口(110)和压缩机入口接口(106)；
    所述室内冷凝器出口接口(105)和所述第一接口(101)通过流道(200)相连，所述第二接口(102)与所述电池换热器第一开口接口(109)通过流道(200)相连，所述电池换热器第二开口接口(110)与所述压缩机入口接口(106)通过流道(200)相连；
    其中，电池换热器(17)被配置为能够与电池(21)所在的电池冷却液回路(L1)进行换热，且，所述电池冷却液回路(L1)被配置为能够与发动机(27)所在的发动机冷却液回路(L3)进行热交换；和
    阀组(300)，设置在所述本体(100)上，所述阀组(300)包括第一膨胀阀(16)，所述第一膨胀阀(16)设置在所述第二接口(102)与所述电池换热器第一开口接口(109)之间的流道(200)上，以使所述第一膨胀阀(16)能够对来自所述第二接口(102)的制冷剂进行节流降压。
  2. 根据权利要求1所述的集成模块(1000)，其特征在于，所述集成模块(1000)还包括所述电池换热器(17)，所述电池换热器(17)设置在所述本体(100)上；
    所述电池换热器(17)还包括电池换热器第三开口(173)和电池换热器第四开口(174)，所述电池换热器第三开口(173)和所述电池换热器第四开口(174)分别用于与所述电池冷却液回路(L1)相连。
  3. 根据权利要求2所述的集成模块(1000)，其特征在于，所述多个接口还包括：
    室外换热器第一开口接口(107)和室外换热器第二开口接口(108)；
    所述室内冷凝器出口接口(105)与所述第一接口(101)之间通过流道(200)相连；
    所述室内冷凝器出口接口(105)与所述室外换热器第一开口接口(107)之间通过流道(200)相连；
    所述阀组(300)还包括第一开关阀(12)和第二开关阀(4)；
    所述第一开关阀(12)位于所述室内冷凝器出口接口(105)与所述第一接口(101)之间的流道(200)上；
    所述第二开关阀(4)位于所述室内冷凝器出口接口(105)与所述室外换热器第一开口接口(107)之间的流道(200)上。
  4. 根据权利要求3所述的集成模块(1000)，其特征在于，所述接口还包括第三接口(103)，所述第三接口(103)与所述第二接口(102)之间通过流道(200)相连；
    所述第三接口(103)用于与第二膨胀阀(10)的第一端口相连，其中，所述第二膨胀阀(10)的第二端口与室内蒸发器(11)的制冷剂进口相连；
    所述阀组(300)还包括第三开关阀(9)，所述第三开关阀(9)设置在所述第二接口(102)与所述第三接口(103)之间的流道(200)上。
  5. 根据权利要求4所述的集成模块(1000)，其特征在于，所述阀组(300)还包括所述第二膨胀阀(10)，所述第二膨胀阀(10)的第一端口与所述第三接口(103)相连，所述第二膨胀阀(10)的第二端口用于与所述室内蒸发器(11)的制冷剂进口相连。
  6. 根据权利要求5所述的集成模块(1000)，其特征在于，所述多个接口还包括第四接口(104)，所述第四接口(104)与所述第二接口(102)之间通过流道(200)相连；
    所述第四接口(104)用于与第三膨胀阀(13)的第一端口相连，其中，所述第三膨胀阀(13)的第二端口与所述室外换热器第二开口接口(108)相连；
    所述阀组(300)还包括第四开关阀(15)，所述第四开关阀(15)设置在所述第二开关阀(4)与所述压缩机入口接口(106)之间的流道(200)上。
  7. 根据权利要求1-6中任一项所述的集成模块(1000)，其特征在于，所述本体(100)具有顶面(1001)、底面(1002)以及连接在所述顶面(1001)与所述底面(1002)之间的侧面(1003)，所述阀组(300)设置于所述顶面(1001)，所述多个接口设置于所述侧面(1003)及所述底面(1002)， 所述底面(1002)用于安装所述电池换热器(17)。
  8. 根据权利要求6所述的集成模块(1000)，其特征在于，所述本体(100)具有顶面(1001)、底面(1002)以及连接在所述顶面(1001)与所述底面(1002)之间的侧面(1003)，所述阀组(300)设置于所述顶面(1001)，所述多个接口设置于所述侧面(1003)及所述底面(1002)，所述底面(1002)用于安装所述电池换热器(17)；
    所述侧面(1003)包括相连成环形结构的第一侧面(111)、第二侧面(112)、第三侧面(113)及第四侧面(114)，所述室内冷凝器出口接口(105)设置在所述第一侧面(111)上，所述室外换热器第一开口接口(107)设置在第二侧面(112)上，所述室外换热器第二开口接口(108)、所述第一接口(101)和第四接口(104)设置在所述第三侧面(113)上，所述第二接口(102)、所述第三接口(103)和所述压缩机入口接口(106)设置在所述第四侧面(114)上。
  9. 根据权利要求8所述的集成模块(1000)，其特征在于，所述顶面(1001)上设置有均朝向所述底面(1002)延伸的第一插孔(1001)和第二插孔(1002)，所述第一插孔(1001)用于插装第一开关阀(12)，所述第二插孔(1002)用于安装第二开关阀(4)；
    所述第一插孔(1001)和所述第二插孔(1002)沿第一方向间隔布置，所述室内冷凝器出口接口(105)通过同一条沿所述第一方向延伸的第一流道段(201)分别与所述第一插孔(1001)和所述第二插孔(1002)连通；
    其中，所述第一方向为所述第一侧面(111)与所述第三侧面(113)之间连线的方向。
  10. 根据权利要求9所述的集成模块(1000)，其特征在于，所述室外换热器第一开口接口(107)与所述压缩机入口接口(106)之间的流道(200)至少包括沿第二方向延伸的第二流道段(202)，所述压缩机入口接口(106)位于所述第二流道段(202)的上端；
    其中，所述第二方向为所述顶面(1001)与所述底面(1002)之间连线的方向。
  11. 根据权利要求10所述的集成模块(1000)，其特征在于，相较于所述第二侧面(112)和所述第四侧面(114)连线的中心，所述第一流道段(201)更靠近所述第二侧面(112)，所述第二流道段(202)更靠近所述第四侧面(114)。
  12. 根据权利要求1-11中任一项所述的集成模块(1000)，其特征在于，多个流道(200)之间的连接处被配置为圆滑过渡。
  13. 一种车辆热管理系统(2000)，其特征在于，包括压缩机(1)、室内冷凝器(2)和根据权利要求1-12中任一项所述的集成模块(1000)；
    所述压缩机(1)的制冷剂出口与所述室内冷凝器(2)的制冷剂入口相连；
    所述室内冷凝器(2)的制冷剂出口与所述室内冷凝器出口接口(105)相连；
    所述压缩机(1)的制冷剂入口与所述压缩机入口接口(106)相连。
  14. 根据权利要求13所述的车辆热管理系统(2000)，其特征在于，所述车辆热管理系统还包括室外换热器(5)；
    所述室外换热器(5)的第一开口与所述室内冷凝器(2)的制冷剂出口之间通过所述集成模块(1000)的流道(200)相连，或者，所述室外换热器(5)的第一开口与所述压缩机(1)的制冷剂入口之间通过所述集成模块(1000)的流道(200)相连；
    所述室外换热器(5)的第二开口与所述第一接口(101)相连。
  15. 根据权利要求14所述的车辆热管理系统(2000)，其特征在于，所述车辆热管理系统还包括轴管(8)；
    所述同轴管(8)包括相互套设的内管和外管，所述内管的内部空间限定出第一通道(81)，所述内管与所述外管之间的空间限定出第二通道(82)，所述第一通道(81)和所述第二通道(82)配置为流经所述第一通道(81)的制冷剂的温度大于流经所述第二通道(82)的制冷剂的温度；
    所述第一通道(81)的制冷剂入口与所述室外换热器(5)的第二开口之间通过所述集成模块(1000)的流道(200)相连，或者，所述第一通道(81)的制冷剂入口与所述室内冷凝器(2)的制冷剂出口之间通过所述集成模块(1000)的流道(200)相连；
    所述第一通道(81)的制冷剂出口与所述第二接口(102)相连；
    所述第二通道(82)的制冷剂入口与所述压缩机入口接口(106)相连，所述第二通道(82)的制冷剂出口与所述压缩机(1)的制冷剂入口相连。
  16. 根据权利要求13-15中任一项所述的车辆热管理系统(2000)，其特征在于，所述车辆热管理系统还包括发动机(27)、电池冷却液回路(L1)、第一泵(19)、电池(21)及第一换热器(22)；
    所述电池冷却液回路(L1)的第一端和第二端分别与电池换热器第三开口(173)和电池换热器第四开口(174)相连；
    所述第一泵(19)、所述电池(21)和所述第一换热器(22)串联在所述电池冷却液回路(L1)上；
    所述第一换热器(22)被配置为能够与所述发动机冷却液回路(L3)换热。
  17. 根据权利要求16所述的车辆热管理系统(2000)，其特征在于，所述车辆热管理系统还包括短接支路(L11)和三通阀(20)；
    所述三通阀(20)的第一端口(201)和第二端口(202)连接在所述第一泵(19)和所述电池(21)之间，所述三通阀(20)的第三端口(203)通过所述短接支路(L11)与所述电池(21)与所述第一换热器(22)之间流路相连。
  18. 根据权利要求16或17所述的车辆热管理系统(2000)，其特征在于，所述发动机冷却液回路(L3)包括第一回路(L31)和第二回路(L32)，所述车辆热管理系统还包括暖风芯体(23)、PTC(24)、第二泵(25)及四通阀(26)；
    所述第一回路(L31)的第一端和第二端分别与所述第一换热器(22)的两个端口相连，所述暖风芯体(23)、PTC(24)、第二泵(25)及四通阀(26)串联在所述第一回路(L31)上；
    所述发动机(27)设置在所述第二回路(L32)上，且所述第二回路(L32)的第一端和第二端分别与所述四通阀(26)的另外两个端口相连。
  19. 一种车辆，其特征在于，包括根据权利要求13-18中任一项所述的车辆热管理系统(2000)。
PCT/CN2023/087695 2022-04-28 2023-04-11 用于车辆热管理系统的集成模块、车辆热管理系统及车辆 WO2023207583A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202210471408.1A CN116080333B (zh) 2022-04-28 2022-04-28 用于车辆热管理系统的集成模块、车辆热管理系统及车辆
CN202210471408.1 2022-04-28

Publications (1)

Publication Number Publication Date
WO2023207583A1 true WO2023207583A1 (zh) 2023-11-02

Family

ID=86210822

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2023/087695 WO2023207583A1 (zh) 2022-04-28 2023-04-11 用于车辆热管理系统的集成模块、车辆热管理系统及车辆

Country Status (2)

Country Link
CN (1) CN116080333B (zh)
WO (1) WO2023207583A1 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117393899A (zh) * 2023-11-03 2024-01-12 重庆大学 一种具有自均温热管理装置的电池包

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010260450A (ja) * 2009-05-07 2010-11-18 Nippon Soken Inc 車両用空調装置
CN107351633A (zh) * 2016-05-10 2017-11-17 比亚迪股份有限公司 汽车热管理系统和电动汽车
CN112455288A (zh) * 2020-12-24 2021-03-09 浙江吉利控股集团有限公司 一种增程式混合动力汽车的热管理系统
CN113829831A (zh) * 2021-09-27 2021-12-24 浙江吉利控股集团有限公司 热管理系统、车辆及热管理方法
CN215751808U (zh) * 2021-05-31 2022-02-08 比亚迪股份有限公司 阀组集成模块
CN114341574A (zh) * 2019-09-13 2022-04-12 株式会社电装 连接组件

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107351631B (zh) * 2016-05-10 2019-11-22 比亚迪股份有限公司 汽车热管理系统和电动汽车
CN111231773B (zh) * 2018-11-29 2022-06-14 比亚迪股份有限公司 车辆热管理系统及其控制方法、车辆
CN111251802B (zh) * 2018-11-30 2022-07-15 比亚迪股份有限公司 车辆的热管理系统及车辆
KR20200145284A (ko) * 2019-06-21 2020-12-30 현대자동차주식회사 차량용 열 관리 시스템
CN113859051B (zh) * 2020-06-30 2023-10-13 比亚迪股份有限公司 车辆及其热管理系统的控制方法
CN113246688B (zh) * 2021-06-16 2022-05-10 广州小鹏汽车科技有限公司 热管理系统、控制方法和车辆

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010260450A (ja) * 2009-05-07 2010-11-18 Nippon Soken Inc 車両用空調装置
CN107351633A (zh) * 2016-05-10 2017-11-17 比亚迪股份有限公司 汽车热管理系统和电动汽车
CN114341574A (zh) * 2019-09-13 2022-04-12 株式会社电装 连接组件
CN112455288A (zh) * 2020-12-24 2021-03-09 浙江吉利控股集团有限公司 一种增程式混合动力汽车的热管理系统
CN215751808U (zh) * 2021-05-31 2022-02-08 比亚迪股份有限公司 阀组集成模块
CN113829831A (zh) * 2021-09-27 2021-12-24 浙江吉利控股集团有限公司 热管理系统、车辆及热管理方法

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117393899A (zh) * 2023-11-03 2024-01-12 重庆大学 一种具有自均温热管理装置的电池包

Also Published As

Publication number Publication date
CN116080333B (zh) 2024-03-19
CN116080333A (zh) 2023-05-09

Similar Documents

Publication Publication Date Title
US9751378B2 (en) Air conditioning system and heat exchanger
WO2020253570A1 (zh) 一种热管理系统
WO2018161907A1 (zh) 一种热管理系统
JP2016166011A (ja) 自動車の熱交換器装置及び空調システム
TWI646288B (zh) 一種空調系統及其換熱器
US11747057B2 (en) Heat pump system
JP7209760B2 (ja) 車室の空気を空調して自動車の駆動部品を通じて熱伝達するためのシステム及びそのシステムの動作方法
WO2019001351A1 (zh) 一种热管理系统
WO2023207583A1 (zh) 用于车辆热管理系统的集成模块、车辆热管理系统及车辆
CN206606030U (zh) 车辆空调设备及具有其的车辆
EP3798536A1 (en) Heat pump system
WO2022253123A1 (zh) 阀组集成模块、热管理系统及车辆
CN216184328U (zh) 流体控制组件、热管理系统及车辆
CN113173047B (zh) 热管理系统
WO2022253122A1 (zh) 阀组集成模块、热管理系统及车辆
WO2022253095A1 (zh) 用于热管理系统的阀组集成模块、车辆热管理系统及车辆
CN217574780U (zh) 热管理系统
US20240017588A1 (en) Valve set integrated module, vehicle thermal management system, and vehicle
CN220555302U (zh) 直冷直热式热管理系统及汽车
CN110530063A (zh) 一种热管理系统
CN219277179U (zh) 一种集成电池热管理的车辆空调
CN219172135U (zh) 车辆热管理系统及车辆
US20240017587A1 (en) Valve set integrated module, vehicle thermal management system, and vehicle
WO2024022451A1 (zh) 热泵空调系统及车辆
CN115703322A (zh) 热管理系统

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 23795016

Country of ref document: EP

Kind code of ref document: A1