CN114750569A

CN114750569A - Refrigerant flow path integrated seat, thermal management system and vehicle

Info

Publication number: CN114750569A
Application number: CN202210556213.7A
Authority: CN
Inventors: 不公告发明人
Original assignee: Midea Group Co Ltd; Guangdong Midea White Goods Technology Innovation Center Co Ltd; Midea Group Shanghai Co Ltd
Current assignee: Midea Group Co Ltd; Guangdong Midea White Goods Technology Innovation Center Co Ltd; Midea Group Shanghai Co Ltd
Priority date: 2022-05-20
Filing date: 2022-05-20
Publication date: 2022-07-15

Abstract

The embodiment of the application provides a refrigerant flow path integrated seat, a thermal management system and a vehicle. The coolant flow path integrated seat includes: the method comprises the following steps: the compressor connecting part, the electromagnetic valve connecting part, the electronic expansion valve connecting part and the heat exchanger connecting part are arranged on the heat exchanger; the compressor connecting part is provided with a first exhaust interface, a second exhaust interface and an air inlet interface, and the first exhaust interface, the second exhaust interface and the air inlet interface are respectively communicated with a first exhaust port, a second exhaust port and an air suction port of the compressor correspondingly. The coolant flow path integrated base provided by the embodiment of the application can improve the heat exchange efficiency of the heat management system, simplify the structure of the heat management system and reduce the production cost.

Description

Refrigerant flow path integrated seat, thermal management system and vehicle

Technical Field

The application relates to but is not limited to the technical field of automobile thermal management, in particular to a refrigerant flow path integrated seat, a thermal management system and a vehicle.

Background

At present, with the development of new energy automobiles, a thermal management system of a vehicle becomes more and more important. In order to meet the thermal management requirements of components such as motors, batteries, passenger compartments, etc., a thermal management system usually includes a coolant flow path and a coolant flow path to ensure high heat exchange efficiency. The refrigerant flow path usually includes a single-suction single-row compressor, an electromagnetic valve, an electronic expansion valve, a plurality of heat exchangers, and the like, which results in a complex structure and high cost of the thermal management system.

Disclosure of Invention

The technical problem that this application will be solved provides a coolant flow path integrated seat, thermal management system and vehicle, can improve thermal management system's heat exchange efficiency, simplifies thermal management system's structure, reduction in production cost.

The embodiment of the application provides a coolant flow path integrated seat, includes: the method comprises the following steps: the compressor connecting part, the electromagnetic valve connecting part, the electronic expansion valve connecting part and the heat exchanger connecting part are arranged on the heat exchanger; the compressor connecting part is provided with a first exhaust interface, a second exhaust interface and an air inlet interface, wherein the first exhaust interface, the second exhaust interface and the air inlet interface are respectively communicated with a first exhaust port, a second exhaust port and an air suction port of the compressor.

The refrigerant flow path integration seat that this application embodiment provided includes compressor connecting portion, solenoid valve connecting portion, electronic expansion valve connecting portion and a plurality of heat exchanger connecting portion. The compressor connecting portion may be connected to a compressor of the refrigerant flow path system. The solenoid valve connecting portion may be connected to a solenoid valve of the refrigerant passage. The electronic expansion valve connecting part can be connected with an electronic expansion valve of a refrigerant flow path. The heat exchanger connecting portion may be connected to a heat exchanger of the refrigerant flow path.

Therefore, the refrigerant flow path integrated base can realize the integrated installation of the compressor, the electromagnetic valve, the electronic expansion valve and the heat exchanger of the heat management system, is favorable for simplifying the structure of the heat management system and reduces the production cost.

And because the compressor connecting part is provided with a first exhaust interface, a second exhaust interface and an air inlet interface, the first exhaust interface is used for being communicated with a first exhaust port of the compressor, the second exhaust interface is used for being communicated with a second exhaust port of the compressor, and the air inlet interface is used for being communicated with an air suction port of the compressor. Therefore, the heat management system applied to the refrigerant flow path integrated seat provided by the embodiment of the application adopts a compressor with one air suction port and two air discharge ports, namely: single suction double row compressor. Compared with a single-suction single-row compressor, the single-suction double-row compressor has higher heat exchange efficiency, so that the heat exchange efficiency of the heat management system is improved.

An embodiment of the present application further provides a thermal management system, including: the refrigerant flow path system comprises a compressor, an electromagnetic valve, an electronic expansion valve, a heat exchanger and a refrigerant flow path integrated seat in any one of the embodiments; the compressor is provided with a first exhaust port, a second exhaust port and an air suction port and is connected with the compressor connecting part; the heat exchanger is connected with the heat exchanger connecting part; the electromagnetic valve is connected with the electromagnetic valve connecting part; the electronic expansion valve is connected with the electronic expansion valve connecting part.

The embodiment of the application also provides a vehicle which comprises the thermal management system in the embodiment.

Drawings

Fig. 1 is a schematic front view of a refrigerant flow path integrated base according to an embodiment of the present disclosure;

fig. 2 is a rear view of the coolant flow path integrated base shown in fig. 1;

fig. 3 is a partial schematic front view of a refrigerant flow path system according to an embodiment of the present disclosure;

FIG. 4 is a rear view of the structure of FIG. 3;

fig. 5 is a schematic perspective view of a view angle of the refrigerant flow path system shown in fig. 3;

fig. 6 is a schematic perspective view of another view angle of the refrigerant flow path system shown in fig. 3;

FIG. 7 is a schematic partial front view of a thermal management system according to an embodiment of the present application;

FIG. 8 is a rear view of the structure of FIG. 7;

fig. 9 is a schematic perspective view of a view angle of the refrigerant flow path system shown in fig. 7;

fig. 10 is a schematic perspective view of another view angle of the refrigerant flow path system shown in fig. 7;

FIG. 11 is a schematic flow diagram of a thermal management system provided by an embodiment of the present application;

FIG. 12 is a schematic flow diagram of one mode of the thermal management system of FIG. 11;

FIG. 13 is a schematic flow diagram of the thermal management system of FIG. 11 in another mode;

fig. 14 is a perspective view of a five-way valve according to an embodiment of the present application;

FIG. 15 is a schematic perspective view of the five-way valve of FIG. 14 from another perspective;

FIG. 16 is a schematic perspective view of the five-way valve of FIG. 14 from yet another perspective;

FIG. 17 is a schematic structural view of a housing of the five-way valve of FIG. 14;

FIG. 18 is a schematic front view of the housing of FIG. 14;

FIG. 19 is a perspective view of the spool of the five-way valve of FIG. 14 from one perspective;

FIG. 20 is a schematic perspective view of the spool of the five-way valve of FIG. 19 from another perspective;

FIG. 21 is a schematic perspective view of a valve cover of the five-way valve of FIG. 14;

FIG. 22 is a perspective view of a third seal of the five-way valve of FIG. 14;

FIG. 23 is a schematic perspective view of a first seal of the five-way valve of FIG. 14;

FIG. 24 is a perspective view of a second seal of the five-way valve of FIG. 14;

FIG. 25 is a schematic front view of the five way valve of FIG. 14;

FIG. 26 is a cross-sectional view in the direction A-A of the five-way valve of FIG. 25;

FIG. 27 is a schematic cross-sectional view in the direction B-B of the five-way valve shown in FIG. 25;

FIG. 28 is an enlarged view of the portion C of FIG. 27;

FIG. 29 is a schematic top view of the five way valve of FIG. 25;

FIG. 30 is a schematic cross-sectional view of the five-way valve D-D of FIG. 29;

FIG. 31 is a schematic cross-sectional view of the five-way valve E-E of FIG. 29;

FIG. 32 is a schematic right side elevational view of the five-way valve illustrated in FIG. 25;

FIG. 33 is a schematic cross-sectional view in the direction F-F of the five-way valve in FIG. 32;

FIG. 34 is a schematic cross-sectional view of the five-way valve G-G shown in FIG. 32;

FIG. 35 is a schematic perspective view of the five-way valve of FIG. 14 from another perspective;

FIG. 36 is a schematic view of a coolant flow path of a thermal management system provided by an embodiment of the present application;

FIG. 37 is a fragmentary structural schematic view of the five-way valve of FIG. 35 in a first mode of operation;

FIG. 38 is a schematic flow diagram of the coolant flow path of FIG. 36 in a first mode of operation;

FIG. 39 is a fragmentary structural schematic view of the five-way valve of FIG. 35 in a second mode of operation;

FIG. 40 is a schematic flow diagram of the coolant flow path shown in FIG. 36 in a second mode of operation;

FIG. 41 is a fragmentary structural schematic view of the five-way valve of FIG. 35 in a third mode of operation;

FIG. 42 is a schematic flow diagram of the coolant flow path of FIG. 36 in a third mode of operation;

FIG. 43 is a schematic perspective view of a portion of a coolant circuit integrated base according to an embodiment of the present application;

FIG. 44 is a front view of the coolant circuit integrated base of FIG. 43;

FIG. 45 is a schematic cross-sectional view of the coolant routing header H-H shown in FIG. 44;

FIG. 46 is a cross-sectional view of the coolant circuit integrated block of FIG. 44 in the direction I-I;

FIG. 47 is a perspective view of a coolant circuit integrated base according to an embodiment of the present application;

fig. 48 is a partial perspective view of a coolant circuit integrated module according to an embodiment of the present application;

FIG. 49 is a schematic front view of the structure shown in FIG. 48;

FIG. 50 is a cross-sectional structural view in the direction J-J of the structure shown in FIG. 49;

FIG. 51 is a cross-sectional structural view taken along line K-K of the structure shown in FIG. 49;

FIG. 52 is a schematic perspective view of the coolant routing module of FIG. 48 from another perspective;

FIG. 53 is a schematic perspective view of the kettle shown in FIG. 48;

FIG. 54 is a schematic view of a half-section of the kettle shown in FIG. 53;

fig. 55 is a schematic view of the internal structure of the kettle shown in fig. 53.

In the drawings, the components represented by the respective reference numerals are listed below:

1, a shell, 11 a shell, 111 a cylindrical part, a 1111 valve cavity, 1112 a first annular boss, 1113 a second limiting rib, 112 a protrusion, 1121 a first channel, 1122 a second channel, 1123 a third channel, 1124 a fourth channel, 1125 a fifth channel, 12 a valve cover, 121 an axle hole and 122 a second annular boss;

2, a valve core, a 21 first vertical partition plate, a 22 second vertical partition plate, a 23 third vertical partition plate, a 24 fourth vertical partition plate, a 25 transverse partition plate, a 26 first end plate, a 261 rotating shaft, a 27 second end plate, a 271 bulge, a 272 first limiting rib, a 281 first communicating groove, a 282 second communicating groove, a 283 third communicating groove and a 284 fourth communicating groove;

31 a first seal, 32 a second seal, 33 a third seal;

41 motor heat management flow path connecting part, 411 first inlet, 412 first outlet, 413 first water pump connecting part, 4131 first water pump inlet, 4132 first water pump outlet, 4133 round base, 4134 first gap, 4135 second gap, 4136 lug, 4137U-shaped rib, 4141 motor inlet pipe joint, 4142 motor outlet pipe joint, 415 kettle connecting part, 4151 kettle inlet, 4152 kettle outlet, 416 rising flow path, 4161 kettle flow path, 4162 water pump flow path, 417 falling flow path, 418 flow dividing plate;

a 42 battery thermal management flow path connection, a 421 second inlet, a 422 second outlet, a 423 second water pump connection, a 4231 second water pump inlet, a 4232 second water pump outlet, a 4241 coolant heater inlet coupling, a 4242 coolant heater outlet coupling, a 4251 external evaporator inlet coupling, a 4252 external evaporator outlet coupling, a 4261 battery inlet coupling, a 4262 battery outlet coupling, a 427 extended flow path;

43 radiator connection, 431 third inlet, 432 third outlet, 433 radiator inlet pipe joint, 434 radiator outlet pipe joint;

44 five-way valve connection, 441 first transition groove, 442 second transition groove, 443 third transition groove, 444 fourth transition groove, 445 fifth transition groove;

a 51 first water pump, a 52 second water pump, a 53 cooling liquid heater, a 55 battery heat exchange flow path, a 56 motor heat exchange flow path, a 57 radiator, a 58 water kettle, a 581 exhaust port, a 582 guide plate, a 5821 first sub-plate, a 5822 second sub-plate, a 5823 third sub-plate, a 583 water level sensor, a 5841 first side wall, a 5842 second side wall, a 591 three-way valve and a four-way valve 592;

611 a first exhaust pipe connection, 612 a second exhaust pipe connection, 613 an intake pipe connection, 621 a first solenoid valve connection, 622 a second solenoid valve connection, 623 a third solenoid valve connection, 624 a fourth solenoid valve connection, 625 a fifth solenoid valve connection, 626 a sixth solenoid valve connection, 631 a first electronic expansion valve connection, 632 a second electronic expansion valve connection, 633 a third electronic expansion valve connection, 6401 a first pipe connection, 6402 a second pipe connection, 6403 a third pipe connection, 6404 a fourth pipe connection, 6405 a fifth pipe connection, 6406 a sixth pipe connection, 6407 a seventh pipe connection, 6408 an eighth pipe connection, 651 a separate inlet, 652 a separate outlet, 6601 a first flow passage, 6602 a second flow passage, 6603 a third flow passage, 6604 a fourth flow passage, 6605 a fifth flow passage, 6606 a sixth flow passage, 6607 a seventh flow passage, 6608 an eighth flow passage, 6609 a ninth flow passage, 6610 a tenth flow passage, 6611 an eleventh flow passage, 6612 a twelfth flow passage, 6613 thirteenth flow passage, 6614 four-way flow passage, 6615 first three-way flow passage, 6616 second three-way flow passage, 671 first installation space, 672 second installation space;

711 first exhaust port, 712 second exhaust port, 713 intake port;

721 a first inside heat exchanger, 722 a second inside heat exchanger, 723 a first outside heat exchanger, 724 a second outside heat exchanger;

73 gas-liquid separator;

741 a first solenoid, 742 a second solenoid, 743 a third solenoid, 744 a fourth solenoid, 745 a fifth solenoid, 746 a sixth solenoid;

751 first electronic expansion valve, 752 second electronic expansion valve, 753 third electronic expansion valve;

100 five-way valves, 200 cooling liquid path integrated seats, 2002 avoiding notches and 300 cooling medium flow path integrated seats.

Detailed Description

The principles and features of this application are described below with reference to the following drawings, which are presented as examples to illustrate the application and not to limit the scope of the application.

A thermal management system of a new energy vehicle (such as a pure electric vehicle) generally comprises a cooling medium flow path system and a cooling medium flow path system.

The refrigerant flow path system comprises a single-suction single-row compressor, a passenger cabin evaporator, a passenger cabin condenser, an expansion valve, an extra-cabin evaporator (beller), an extra-cabin condenser and the like, and the parts are numerous and complicated, so that the structure of the heat management system is complex and the cost is high.

The cooling liquid flow path system generally includes a water pump, a water kettle, a motor heat exchange flow path, a battery heat exchange flow path, a radiator outside the vehicle, an evaporator outside the vehicle, and the like. Therefore, the outdoor evaporator participates in the flow of the refrigerant and the flow of the cooling liquid, the existing refrigerant and the cooling liquid inside the outdoor evaporator pass through the outdoor evaporator, and heat exchange between the refrigerant flow path and the cooling liquid flow path is realized through the heat exchange between the refrigerant and the cooling liquid, so that electric devices (such as a battery and a motor) outside the passenger compartment are cooled by using the refrigerant flow path, and the waste heat recovery of the electric devices outside the passenger compartment is realized.

Similar to a refrigerating and heating air conditioner, the functions of an evaporator and a condenser of the air conditioner can be interchanged through refrigerant reversing. Similarly, the functions of the outdoor evaporator and the outdoor condenser can be interchanged, namely: the overboard evaporator may also function as a condenser and the overboard condenser may function as an evaporator. When the extravehicular evaporator is connected in series in the battery thermal management flow path, the extravehicular evaporator can be used for cooling the battery and also can be used for heating the battery.

The outdoor condenser may be a Liquid Cooled Condenser (LCC), that is, a refrigerant is condensed by exchanging heat with Liquid. Therefore, this type of outdoor condenser (liquid-cooled condenser) also needs to participate in the flow path of the cooling liquid, like an outdoor evaporator (chiller). Since the heating of electrical devices (such as a battery and a motor) outside a passenger compartment by using a refrigerant also needs to be realized by heat exchange between the refrigerant in an outdoor condenser and a coolant, and then the coolant flows to a component to be heated, the system can be called a semi-indirect system.

Alternatively, the outdoor condenser may be an air-cooled condenser (in the same manner as the passenger compartment condenser, condensation is achieved by heat exchange between the refrigerant and the ambient air). This type of outdoor condenser does not need to participate in the coolant flow path, as does an outdoor evaporator (chiller), and can directly blow heat toward the component to be heated (e.g., a battery) and directly heat the component to be heated, and thus such a system may be referred to as a direct system. The heat pump efficiency of the direct system is high compared to the semi-indirect system.

As shown in fig. 1 and fig. 2, an embodiment of the present invention provides a coolant flow path assembly base 300 for a thermal management system. The coolant flow path manifold 300 includes: compressor connecting portion, solenoid valve connecting portion, electronic expansion valve connecting portion and heat exchanger connecting portion.

The compressor connecting part is provided with a first exhaust interface, a second exhaust interface and an air inlet interface, and the first exhaust interface, the second exhaust interface and the air inlet interface are respectively communicated with a first exhaust port 711, a second exhaust port 712 and an air suction port 713 of the compressor correspondingly.

The refrigerant flow path integrated base 300 provided by the embodiment of the application comprises a compressor connecting part, an electromagnetic valve connecting part, an electronic expansion valve connecting part and a plurality of heat exchanger connecting parts. The compressor connecting portion may be connected to a compressor of the refrigerant flow path system. The solenoid valve connecting portion may be connected to a solenoid valve of the refrigerant passage. The electronic expansion valve connecting part can be connected with an electronic expansion valve of a refrigerant flow path. The heat exchanger connecting portion may be connected to a heat exchanger of the refrigerant flow path.

Therefore, the refrigerant flow path integrated base 300 of the scheme can realize the integrated installation of the compressor, the electromagnetic valve, the electronic expansion valve and the heat exchanger of the heat management system, is favorable for simplifying the structure of the heat management system and reduces the production cost.

And, since the compressor connecting portion is provided with a first exhaust port for communicating with the first exhaust port 711 of the compressor, a second exhaust port for communicating with the second exhaust port 712 of the compressor, and an intake port for communicating with the suction port 713 of the compressor. Therefore, the refrigerant flow path assembly base 300 provided in the embodiment of the present application, as an applied thermal management system, adopts a compressor having one suction port 713 and two exhaust ports, that is: single suction double row compressor. Compared with a single-suction single-row compressor, the single-suction double-row compressor has higher heat exchange efficiency, so that the heat exchange efficiency of the heat management system is improved.

In an exemplary embodiment, as shown in fig. 1 and 2, the compressor connection includes an inlet pipe joint 613, a first outlet pipe joint 611, and a second outlet pipe joint 612, the inlet pipe joint 613 providing an inlet interface, the first outlet pipe joint 611 providing a first outlet interface, and the second outlet pipe joint 612 providing a second outlet interface. The discharge pressure of the first discharge port 711 is smaller than that of the second discharge port 712, and the inlet pipe joint 613, the first discharge pipe joint 611, and the second discharge pipe joint 612 are arranged in this order substantially linearly along the first direction. In fig. 1, the first direction is a direction from the upper left to the lower right.

In this embodiment, the compressor connecting portion includes an intake pipe joint 613, a first exhaust pipe joint 611, and a second exhaust pipe joint 612. Inlet pipe joint 613 has one end closed and the other end open, and the open end of inlet pipe joint 613 forms the inlet connection. One end of the first exhaust pipe connector 611 is closed, the other end of the first exhaust pipe connector 611 is arranged in an open mode, and the open end of the first exhaust pipe connector 611 forms a first exhaust interface. Second exhaust fitting 612 is closed at one end and open at the other end, with the open end of second exhaust fitting 612 forming a second exhaust interface.

Since the discharge pressure of the first discharge port 711 is smaller than that of the second discharge port 712, the first discharge port 711 is a low pressure discharge port of the single suction double row compressor, and the second discharge port 712 is a high pressure discharge port of the single suction double row compressor. The air inlet pipe joint 613, the first exhaust pipe joint 611 and the second exhaust pipe joint 612 are arranged on a straight line, and the first exhaust pipe joint 611 is located between the air inlet pipe joint 613 and the second exhaust pipe joint 612, which is consistent with the arrangement sequence of the air suction port 713 and the two exhaust ports of the single suction double row compressor, thereby facilitating the butt joint between the compressor connecting part and the single suction double row compressor.

It is understood that, since the pipe joints are generally cylindrical, the arrangement direction of the inlet pipe joint 613, the first exhaust pipe joint 611, and the second exhaust pipe joint 612 may be the arrangement direction of the central axes of the three. When the inlet pipe joint 613, the first exhaust pipe joint 611 and the second exhaust pipe joint 612 are arranged in a linear shape in the first direction, the central axis of the inlet pipe joint 613, the central axis of the first exhaust pipe joint 611 and the central axis of the second exhaust pipe joint 612 are substantially on the same plane.

Wherein, roughly be the straight line shape along first direction and arrange in proper order, refer to: may be straight in the strict sense or may be nearly straight instead of straight in the strict sense.

In an exemplary embodiment, the number of the heat exchanger connecting portions is plural, the plural heat exchanger connecting portions are divided into two groups, a first group of the heat exchanger connecting portions (i.e., a first vehicle interior heat exchanger connecting portion and a second vehicle interior heat exchanger connecting portion described below) is provided to connect the vehicle interior heat exchanger, and a second group of the heat exchanger connecting portions (i.e., a first vehicle exterior heat exchanger connecting portion and a second vehicle exterior heat exchanger connecting portion described below) is provided to connect the vehicle exterior heat exchanger.

The first group of heat exchanger connecting parts are located on one side of the second direction of the compressor connecting parts, the second group of heat exchanger connecting parts are located on the other side of the second direction of the compressor connecting parts, and the second direction is perpendicular to the first direction. In fig. 1, the second direction is a direction from the lower left to the upper right.

The number of the heat exchanger connecting parts is two, and the number of the heat exchangers of the refrigerant flow path system is also two. The first group is an in-vehicle heat exchanger which can also be called an in-cabin heat exchanger, and the in-vehicle heat exchanger is mainly used for exchanging heat with a passenger cabin and is used for refrigerating and/or heating the passenger cabin. The second group is an external drawing device, and the external heat exchanger can also be called an extravehicular heat exchanger and is mainly used for exchanging heat with parts (such as batteries, motors and the like) outside the passenger compartment, the external environment and the like.

The first group of heat exchanger connecting parts and the second group of heat exchanger connecting parts are respectively arranged on two sides of the second direction of the compressor connecting parts, so that the first exhaust pipe joint 611 and the second exhaust pipe joint 612 of the compressor connecting parts can be connected with the first group of heat exchanger connecting parts and can also be connected with the second group of heat exchanger connecting parts, and the connection of the compressor connecting parts and the two sides of the heat exchanger connecting parts is not influenced mutually, thus being beneficial to shortening the length of a flow channel between the compressor connecting parts and the first group of heat exchanger connecting parts and the length of the flow channel between the compressor connecting parts and the second group of heat exchanger connecting parts, being beneficial to the miniaturization of the refrigerant flow channel integrated base 300 and being beneficial to the compactness of a refrigerant flow channel system of a heat management system.

In addition, the arrangement enables the refrigerant discharged by the compressor to enter the heat exchanger inside the vehicle or the heat exchanger outside the vehicle, so that more refrigerant loops can be combined, and more heat management modes can be realized.

In addition, the arrangement is such that the positions of the first group of heat exchanger connecting parts are relatively concentrated, and the positions of the second group of heat exchanger connecting parts are relatively concentrated, which is beneficial to simplifying the flow channel layout of the refrigerant flow path integrated base 300.

In an exemplary embodiment, the number of the solenoid valve connecting portions is plural, and the plural solenoid valve connecting portions are divided into two groups.

As shown in fig. 1 and 2, the first group of solenoid valve connecting portions are located between the compressor connecting portion and the first group of heat exchanger connecting portions, and are connected to the compressor connecting portion and the first group of heat exchanger connecting portions. The second group of electromagnetic valve connecting parts are located between the compressor connecting parts and the second group of heat exchanger connecting parts and are connected with the compressor connecting parts and the second group of heat exchanger connecting parts.

In this scheme, the quantity of solenoid valve connecting portion is a plurality of and divide into two sets ofly, and then the quantity of refrigerant flow path system's solenoid valve also is a plurality of, and divide into two sets ofly. Wherein, first group solenoid valve connecting portion are located between compressor connecting portion and the first group heat exchanger connecting portion to first group solenoid valve connecting portion link to each other with compressor connecting portion and first group heat exchanger connecting portion. The second group of electromagnetic valve connecting parts are located between the compressor connecting parts and the second group of heat exchanger connecting parts, and the second group of electromagnetic valve connecting parts are connected with the compressor connecting parts and the second group of heat exchanger connecting parts.

Due to the arrangement, the length of a flow channel between the first group of electromagnetic valve connecting parts and the compressor connecting parts, the length of a flow channel between the first group of electromagnetic valve connecting parts and the first group of heat exchanger connecting parts, the length of a flow channel between the second group of electromagnetic valve connecting parts and the compressor connecting parts, and the length of a flow channel between the second group of electromagnetic valve connecting parts and the second group of heat exchanger connecting parts are favorably shortened, so that the refrigerant flow path integrated base 300 is favorably miniaturized, and the refrigerant flow path system of the heat management system is favorably compacted.

After the assembly is completed, the first group of electromagnetic valves are positioned on a refrigerant flow path between the heat exchanger and the compressor in the vehicle and are used for controlling the on-off between the heat exchanger and the compressor in the vehicle. The second group of electromagnetic valves are positioned on a refrigerant flow path between the exterior heat exchanger and the compressor and are used for controlling the on-off between the exterior heat exchanger and the compressor. By controlling the on-off of the first group of electromagnetic valves and the second group of electromagnetic valves, the reversing of the refrigerant flow path system can be realized, and further, the switching of different heat management modes can be realized.

In addition, the positions of the first group of electromagnetic valve connecting parts are relatively centralized, and the positions of the second group of electromagnetic valve connecting parts are relatively centralized, so that the flow channel layout of the refrigerant flow path integrated base 300 is simplified.

In an exemplary embodiment, the number of the electronic expansion valve connections is plural, and the plural electronic expansion valve connections are divided into two groups.

As shown in fig. 1 and 2, the first group of electronic expansion valve connecting portions are located on one side of the compressor connecting portion in the second direction, located on one side of the first group of heat exchanger connecting portions, and connected to the first group of heat exchanger connecting portions. The second group of electronic expansion valve connecting parts are positioned on the other side of the second direction of the compressor connecting part and on one side of the second group of heat exchanger connecting parts and are connected with the second group of heat exchanger connecting parts.

In this embodiment, the number of the electronic expansion valve connection portions is multiple and divided into two groups, and the number of the electronic expansion valves of the refrigerant flow path system is also multiple and divided into two groups. The first group of electronic expansion valve connecting parts and the first group of heat exchanger connecting parts are positioned on the same side of the compressor connecting part, and the first group of electronic expansion valve connecting parts are connected with the first group of heat exchanger connecting parts. The second group of electronic expansion valve connecting parts and the second group of heat exchanger connecting parts are positioned on the same side of the compressor connecting part, and the second group of electronic expansion valve connecting parts are connected with the second group of heat exchanger connecting parts.

The layout is beneficial to shortening the length of the flow channel between the first group of electronic expansion valve connecting parts and the first group of heat exchanger connecting parts and the length of the flow channel between the second group of electronic expansion valves and the second group of heat exchanger connecting parts, thereby being beneficial to the miniaturization of the refrigerant flow path integrated base 300 and the compactness of a refrigerant flow path system of a heat management system.

After the assembly is finished, the first group of electronic expansion valves are connected with the heat exchanger in the vehicle, and can throttle the refrigerant flowing into the heat exchanger in the vehicle or flowing out of the heat exchanger in the vehicle. The second group of electronic expansion valves are connected with the exterior heat exchanger and can throttle the refrigerant flowing into the exterior heat exchanger or flowing out of the exterior heat exchanger.

In addition, the positions of the connection parts of the first group of electronic expansion valves are relatively centralized, and the positions of the connection parts of the second group of electronic expansion valves are relatively centralized, which is beneficial to simplifying the flow channel layout of the refrigerant flow path integrated base 300.

In an exemplary embodiment, the coolant flow path assembly 300 further includes: a gas-liquid separator connecting part provided with a separation inlet 651 and a separation outlet 652, as shown in fig. 2. The separation inlet 651 and the separation outlet 652 are provided in communication with the inlet and the outlet of the gas-liquid separator 73, respectively. The separation inlet 651 is also connected to the first set of solenoid valve connecting portions and the second set of solenoid valve connecting portions.

In this embodiment, the refrigerant flow path integrated base 300 further includes a gas-liquid separator connecting portion, and the refrigerant flow path system further includes a gas-liquid separator 73. The gas-liquid separator 73 can improve the safety of the compressor and prevent the compressor from liquid hammering.

The separation inlet 651 is connected with the connection part of the first group of electromagnetic valves, so that the refrigerant flowing out of the heat exchanger in the vehicle can enter the gas-liquid separator 73, and flows back to the compressor after being processed by the gas-liquid separator 73. The separation inlet 651 is connected with the connecting part of the second group of electromagnetic valves, so that the refrigerant flowing out of the heat exchanger outside the vehicle can enter the gas-liquid separator 73, and flows back to the compressor after being processed by the gas-liquid separator 73.

In an exemplary embodiment, as shown in fig. 1 and 2, each heat exchanger connection includes two pipe joints. The first group of heat exchanger connecting parts comprise a first vehicle interior heat exchanger connecting part and a second vehicle interior heat exchanger connecting part. The second group of heat exchanger connecting parts comprise a first outside-vehicle heat exchanger connecting part and a second outside-vehicle heat exchanger connecting part. The first outdoor heat exchanger 723 to which the first outdoor heat exchanger connecting portion is butted is a liquid-cooled heat exchanger.

Every heat exchanger connecting portion includes two couplings, and the one end of every coupling is sealed, and the other end opens and sets up, opens and forms the refrigerant interface for the refrigerant port butt joint intercommunication with the heat exchanger. The first set of heat exchanger connections includes a first interior heat exchanger connection and a second interior heat exchanger connection, and the refrigerant flow path system correspondingly includes a first interior heat exchanger 721 and a second interior heat exchanger 722, where the first interior heat exchanger 721 may be a passenger compartment evaporator, and the second interior heat exchanger 722 may be a passenger compartment condenser. The second set of heat exchanger connections includes a first offboard heat exchanger 723 and a second offboard heat exchanger 724, and the refrigerant flowpath system correspondingly includes the first offboard heat exchanger 723 and the second offboard heat exchanger 724, the first offboard heat exchanger 723 being an outboard evaporator (chiller), and the second offboard heat exchanger 724 being an outboard condenser. The first off-board heat exchanger 723 is a liquid cooling heat exchanger, and may be a plate heat exchanger. During assembly, two refrigerant ports of each heat exchanger are in butt joint communication with two pipe joints of the corresponding heat exchanger connecting part (can be directly in butt joint, and can also be indirectly in butt joint through a connecting pipeline).

In an exemplary embodiment, as shown in fig. 1 and 2, each solenoid valve connection includes a nipple. The first group of solenoid valve connection parts includes a first solenoid valve connection part 621, a second solenoid valve connection part 622, and a sixth solenoid valve connection part 626. The second group of solenoid valve connections comprises a third solenoid valve connection 623, a fourth solenoid valve connection 624 and a fifth solenoid valve connection 625.

In this way, the first group of solenoid valves of the refrigerant flow path system includes a first solenoid valve 741, a second solenoid valve 742, and a sixth solenoid valve 746, respectively. The second set of solenoid valves includes a third solenoid valve 743, a fourth solenoid valve 744, and a fifth solenoid valve 745, respectively. Every solenoid valve connecting portion includes a coupling, can directly during the assembly with the solenoid valve peg graft in the coupling department of the solenoid valve connecting portion that corresponds can, the assembly is comparatively convenient.

In an exemplary embodiment, as shown in fig. 1 and 2, each electronic expansion valve connection comprises a pipe fitting. The first set of electronic expansion valve connections includes a second electronic expansion valve connection 632 and a third electronic expansion valve connection 633. The second set of electronic expansion valve connections includes a first electronic expansion valve connection 631.

In this way, the first group of electronic expansion valves of the refrigerant flow path system correspondingly includes the second electronic expansion valve 752 and the third electronic expansion valve 753. The second group of electronic expansion valves correspondingly includes a first electronic expansion valve 751. Each electronic expansion valve connecting part comprises a pipe joint, and the electronic expansion valves can be directly inserted into the corresponding pipe joints of the electronic expansion valve connecting parts during assembly, so that the assembly is convenient.

In an exemplary embodiment, as shown in fig. 1 and 2, the first in-vehicle heat exchanger connection includes a first pipe joint 6401, a second pipe joint 6402, the second in-vehicle heat exchanger connection includes a third pipe joint 6403, a fourth pipe joint 6404, the first out-vehicle heat exchanger connection includes a fifth pipe joint 6405, a sixth pipe joint 6406, and the second out-vehicle heat exchanger connection includes a seventh pipe joint 6407, an eighth pipe joint 6408.

The first exhaust pipe connector 611 is communicated with the first solenoid valve connecting portion 621 through a first flow passage 6601.

The second exhaust fitting 612 communicates with the second solenoid valve connecting portion 622 through a second flow passage 6602.

The first exhaust pipe connector 611 communicates with the third solenoid valve connecting portion 623 through a third flow passage 6603.

The second exhaust fitting 612 communicates with the fourth solenoid valve connection 624 via a fourth flow passage 6604.

The fifth solenoid valve connecting portion 625 communicates with the eighth pipe joint 6408 through a fifth flow passage 6605.

The sixth solenoid valve connecting portion 626 communicates with the separation inlet 651 through a sixth flow passage 6606.

The separate outlet 652 communicates with the intake pipe joint 613 through a seventh flow passage 6607.

The first solenoid valve connecting portion 621, the sixth solenoid valve connecting portion 626, the first pipe connector 6401, and the sixth pipe connector 6406 communicate through a four-way flow passage 6614.

The second solenoid valve connecting portion 622 communicates with the third pipe joint 6403 through an eighth flow passage 6608.

The second pipe joint 6402 communicates with the second electronic expansion valve connecting portion 632 through a ninth flow passage 6609.

The fourth pipe joint 6404 communicates with the third electronic expansion valve connecting portion 633 through a tenth flow passage 6610.

The second electronic expansion valve connection portion 632, the third electronic expansion valve connection portion 633, and the seventh pipe joint 6407 are communicated through a first three-way flow passage 6615.

The seventh pipe joint 6407 communicates with the first electronic expansion valve connecting portion 631 via an eleventh flow passage 6611.

The first electronic expansion valve connecting portion 631 communicates with the fifth pipe connector 6405 through a twelfth flow passage 6612.

The third solenoid valve connecting portion 623, the fourth solenoid valve connecting portion 624, and the eighth pipe joint 6408 are communicated through a second three-way flow passage 6616.

The fifth solenoid valve connecting portion 625 communicates with the separation inlet 651 through a thirteenth flow passage 6613.

After the assembly is completed, the first exhaust port 711 of the compressor is connected to the first refrigerant port of the first interior heat exchanger 721, and a first electromagnetic valve 741 for controlling on/off of a refrigerant flow path between the first exhaust port 711 and the first refrigerant port is disposed. The second discharge port 712 of the compressor is connected to the first refrigerant port of the second interior heat exchanger 722, and a second solenoid valve 742 for controlling the on/off of the flow path is provided in the refrigerant flow path therebetween. The first exhaust port 711 of the compressor is connected to the first refrigerant port of the second outdoor heat exchanger 724, and a third solenoid valve 743 for controlling the on-off of the refrigerant flow path is provided in the refrigerant flow path between the first and second exhaust ports. The second outlet 712 of the compressor is connected to the first refrigerant port of the second outdoor heat exchanger 724, and a fourth solenoid valve 744 for controlling the on-off of the refrigerant flow path is disposed in the refrigerant flow path between the second outlet 712 and the first refrigerant port. The first refrigerant port of the second outside heat exchanger 724 is connected to the inlet of the gas-liquid separator 73, and a fifth solenoid valve 745 for controlling the on-off of the flow path is provided in the refrigerant flow path therebetween. The first refrigerant port of the first in-vehicle heat exchanger 721 and the first refrigerant port of the first out-vehicle heat exchanger 723 are connected to the inlet of the gas-liquid separator 73, and a sixth solenoid valve 746 for controlling on/off of a refrigerant flow path between the first refrigerant port of the first in-vehicle heat exchanger 721 and the first refrigerant port of the first out-vehicle heat exchanger 723 and the inlet of the gas-liquid separator 73 is disposed on the refrigerant flow path. A second refrigerant port of the first external heat exchanger 723 is connected to a second refrigerant port of the second external heat exchanger 724, and a first electronic expansion valve 751 is disposed in a refrigerant flow path therebetween. The second refrigerant port of the first in-vehicle heat exchanger 721 is connected to the second refrigerant port of the first out-vehicle heat exchanger 723, and a second electronic expansion valve 752 is disposed in a refrigerant flow path therebetween. A second refrigerant port of the second in-vehicle heat exchanger 722 is connected to a second refrigerant port of the first out-vehicle heat exchanger 723, and a third electronic expansion valve 753 is provided in a flow path therebetween.

As shown in fig. 12, when the first solenoid valve 741 is open, the second solenoid valve 742 is open, the third solenoid valve 743 is closed, the fourth solenoid valve 744 is closed, the fifth solenoid valve 745 is open, the sixth solenoid valve 746 is closed, and the first electronic expansion valve 751 is closed, the refrigerant discharged from the first exhaust port 711 of the compressor flows back to the compressor through the first in-vehicle heat exchanger 721, the second electronic expansion valve 752, the second out-vehicle heat exchanger 724, and the gas-liquid separator 73; the refrigerant discharged from the second discharge port 712 of the compressor flows back to the compressor through the second in-vehicle heat exchanger 722, the third electronic expansion valve 753, the second out-vehicle heat exchanger 724, and the gas-liquid separator 73. In this mode, both the first interior heat exchanger 721 and the second interior heat exchanger 722 are condensers, and heat the passenger compartment; the second outboard heat exchanger 724 is an evaporator that absorbs heat from the outside environment.

As shown in fig. 13, when the first solenoid valve 741 is closed, the second solenoid valve 742 is closed, the third solenoid valve 743 is opened, the fourth solenoid valve 744 is opened, the fifth solenoid valve 745 is closed, and the sixth solenoid valve 746 is opened, the refrigerant discharged from the first exhaust port 711 and the second exhaust port 712 of the compressor enters the second outdoor heat exchanger 724, flows out of the second outdoor heat exchanger 724, is divided into two paths, one path enters the first indoor heat exchanger 721 through the second electronic expansion valve 752, the other path enters the first outdoor heat exchanger 723 through the first electronic expansion valve 751, and the refrigerant flowing out of the first indoor heat exchanger 721 and the first outdoor heat exchanger 723 enters the gas-liquid separator 73 and finally flows back to the compressor. In this mode, the second outside-vehicle heat exchanger 724 is a condenser, releasing heat to the outside environment; the first in-vehicle heat exchanger 721 is an evaporator, and can cool the passenger compartment; the first off-board heat exchanger 723 is also an evaporator, and can cool the battery.

In an exemplary embodiment, as shown in fig. 1, the refrigerant flow path assembly base 300 is further provided with a first installation space 671 for installing the gas-liquid separator 73, and the gas-liquid separator connection portion is located in the first installation space 671. The coolant flow path manifold base 300 further includes a second installation space 672 for installing the first outdoor heat exchanger 723, and the first outdoor heat exchanger connecting portion is located in the second installation space 672.

The refrigerant passage manifold 300 is divided into a first region, a second region, and a third region along a third direction, the third direction is inclined with respect to the first direction, and the third direction is identical to the width direction of the first outdoor heat exchanger 723.

Wherein the first mounting space 671 is located at the first region; the compressor connecting part, the first group of heat exchanger connecting parts, the first group of electromagnetic valve connecting parts, the first group of electronic expansion valve connecting parts, the second group of electromagnetic valve connecting parts and the eighth pipe joint 6408 are positioned in a second area; the first electronic expansion valve connecting portion 631, the seventh pipe joint 6407, and the second mounting space 672 are located in the third area.

The first installation space 671 is provided so that the gas-liquid separator 73 can be directly installed on the refrigerant flow path manifold base 300 without connection through another pipe. In this way, during the assembly process, the gas-liquid separator 73 and the refrigerant flow path manifold block 300 may be modularly installed to form an integrated module, and then connected to other components.

The second installation space 672 is configured such that the first outdoor heat exchanger 723 can be directly installed on the refrigerant flow path manifold 300 without being connected through another pipe. In this way, during the assembly process, the first outdoor heat exchanger 723 and the refrigerant integration seat may also be modularly installed to form an integrated module, and then connected to other components.

The refrigerant flow path manifold 300 includes three regions in the third direction. The first region is mainly used for mounting the gas-liquid separator 73, and therefore the structures relating to the gas-liquid separator 73 (the gas-liquid separator connecting portion and the first mounting space 671) are located in the first region. The third area is mainly used for mounting the first outdoor heat exchanger 723, and thus the structure (first outdoor heat exchanger connection, second mounting space 672) related to the first outdoor heat exchanger 723 is located in the second area. All the electromagnetic valve connecting parts, the first group of electronic expansion valve connecting parts, the compressor connecting parts and the eighth pipe joint 6408 are positioned in the second area, so that the layout is concentrated, and the miniaturization and the compactness of the refrigerant flow path integrated base 300 are facilitated. Since the height of the first outdoor heat exchanger 723 is generally smaller than that of the gas-liquid separator 73, the first electronic expansion valve connecting portion 631 and the seventh pipe joint 6407 are also disposed in the third region, so that the longitudinal heights of the three regions can be substantially equal, and thus the layout of the refrigerant flow path system after assembly is balanced and compact.

In an exemplary embodiment, as shown in fig. 1 and 2, the four-way flow passage 6614 is connected to a branch of a sixth pipe connector 6406, and sequentially bypasses a sixth solenoid valve connecting portion 626, a separate inlet 651, a separate outlet 652, a fifth solenoid valve connecting portion 625, an eighth pipe connector 6408, and a fourth solenoid valve connecting portion 624 along a circumferential direction of the refrigerant flow path assembly base 300, and is connected to the sixth pipe connector 6406.

Since the sixth pipe joint 6406 is far from the sixth solenoid valve 746, the branch connecting the fourth flow passage 6604 with the sixth pipe joint 6406 is connected to the sixth pipe joint 6406 in a surrounding manner, which not only realizes the smooth connection between the four-way flow passage 6614 and the sixth pipe joint 6406, but also prevents the fourth flow passage 6604 from interfering with other flow passages or other structures of the refrigerant flow path assembly base 300.

In an exemplary embodiment, as shown in fig. 1 and 2, the first three-way flow passage 6615 is connected to a branch of the seventh pipe connector 6407, and is connected to the seventh pipe connector 6407 while bypassing the fifth pipe connector 6405 and the first electronic expansion valve connecting portion 631 in sequence in the circumferential direction of the refrigerant flow path assembly base 300.

Since the second electronic expansion valve 752 and the third electronic expansion valve 753 are far away from the seventh pipe joint 6407, the branch connecting the first three-way flow passage 6615 with the seventh pipe joint 6407 is connected to the seventh pipe joint 6407 in a peripheral surrounding manner, so that the first three-way flow passage 6615 is smoothly communicated with the seventh pipe joint 6407, and the first three-way flow passage 6615 can be prevented from interfering with other flow passages or other structures of the refrigerant flow path integrated base 300.

In an exemplary embodiment, as shown in fig. 1 and 2, the flow cross-sectional area of the first three-way flow passage 6615, the flow cross-sectional area of the fifth flow passage 6605, the flow cross-sectional area of the sixth flow passage 6606, the flow cross-sectional area of the seventh flow passage 6607, the flow cross-sectional area of the thirteenth flow passage 6613, and the flow cross-sectional area of the branch of the four-way flow passage 6614 connecting the sixth solenoid valve connecting portion 626 are larger than the flow cross-sectional areas of the other flow passages.

Thus, the flow of the branch of the first three-way flow passage 6615, the fifth flow passage 6605, the sixth flow passage 6606, the seventh flow passage 6607, the thirteenth flow passage 6613 and the fourth flow passage 6604 connected with the sixth electromagnetic valve connecting part 626 is relatively large, which is beneficial to improving the heat exchange efficiency.

In an exemplary embodiment, as shown in fig. 1 and 2, the interface direction of the solenoid valve connection, the interface direction of the compressor connection, the interface direction of the electronic expansion valve connection, and the interface direction of the second group of heat exchanger connections are the same. The interface direction of the first group of heat exchanger connecting parts is opposite to the interface direction of the second group of heat exchanger connecting parts.

Thus, the solenoid valve, the compressor, the electronic expansion valve, and the second heat exchanger are installed on the same side of the refrigerant flow path manifold 300, and the first heat exchanger is installed on the other side of the refrigerant flow path manifold 300. Therefore, the layout of the two side parts of the refrigerant flow path integrated base 300 can be more reasonable, and the problem that the centralized layout at the same side causes mutual influence and increases the layout difficulty can be avoided.

In one example, as shown in fig. 1 and 2, the interface direction of the gas-liquid separator connection is also the same as the interface direction of the second set of heat exchanger connections.

In an exemplary embodiment, the coolant flow path manifold 300 further includes a rib (not shown).

The setting of strengthening rib can improve the intensity of refrigerant integration seat, reduces refrigerant integration seat and takes place the risk of warping or even fracture.

Wherein, the strengthening rib is physics connection structure, and the both ends of strengthening rib and the structural connection who corresponds can play additional strengthening and supporting role to the structure of connecting, guarantee the stability of both sides structure. The location of the ribs may be between the partial flow channels (i.e. the partial flow channels are connected by the ribs), between the partial pipe joints (i.e. the partial pipe joints are connected by the ribs) or between the pipe joint and the flow channels (i.e. the pipe joint and the flow channels are connected by the ribs).

Such as: a reinforcing rib is arranged between the sixth flow passage 6606 and the seventh flow passage 6607. A reinforcing rib is arranged between the branch of the four-way flow passage 6614 connected with the sixth pipe joint 6406 and the sixth flow passage 6606. A reinforcing rib is arranged between the fifth pipe joint 6405 and the sixth pipe joint 6406, a reinforcing rib is arranged between the fifth pipe joint 6405 and a branch of the first three-way flow passage 6615 connected with the seventh pipe joint 6407, and a reinforcing rib is arranged between the sixth pipe joint 6406 and the fourth electromagnetic valve connecting part 624.

Additionally, ribs may be provided between the runner/pipe joint and other structures of the first outboard heat exchanger 723. Such as: reinforcing ribs are arranged between one pipe joint of the first outside heat exchanger 723 for connecting the cooling liquid flow path and the branch of the first three-way flow passage 6615 connected with the seventh pipe joint 6407. The first outdoor heat exchanger 723 is reinforced between the other pipe joint for connecting the coolant flow path and the third electronic expansion valve connection 633. The first outdoor heat exchanger 723 may be provided with a rib between two pipe joints for connecting the coolant flow paths.

As shown in fig. 7 to 11, an embodiment of the present application further provides a thermal management system, including: refrigerant flow path system. The refrigerant flow path system includes: a compressor, a solenoid valve, an electronic expansion valve, a heat exchanger, and a refrigerant flow path assembly 300 according to any one of the above embodiments, as shown in fig. 3 to 10.

Wherein the compressor is provided with a first exhaust port 711, a second exhaust port 712 and a suction port 713, and the compressor is connected with the compressor connecting part; the heat exchanger is connected with the heat exchanger connecting part; the electromagnetic valve is connected with the electromagnetic valve connecting part; the electronic expansion valve is connected with the electronic expansion valve connecting part.

The thermal management system provided in the embodiment of the present application includes the refrigerant flow path integrated base 300 in any one of the above embodiments, so that all the beneficial effects of any one of the above embodiments are achieved, and details are not repeated herein.

In an exemplary embodiment, as shown in fig. 11, the thermal management system further comprises: a coolant flow path system. The coolant flow path system includes a coolant flow path nest 200, as shown in fig. 7 and 10. The coolant manifold 200 and the refrigerant manifold 300 are arranged side by side in the thickness direction of the refrigerant manifold 300.

The plurality of heat exchangers includes a first in-vehicle heat exchanger 721, a second in-vehicle heat exchanger 722, a first out-vehicle heat exchanger 723, and a second out-vehicle heat exchanger 724, and the coolant circuit integration block 200 is provided with a ninth coupling (i.e., an outboard evaporator inlet coupling 4251 described below) and a tenth coupling (i.e., an outboard evaporator outlet coupling 4252 described below). The interfaces of the ninth and tenth pipe joints face the refrigerant flow path manifold block 300 for interfacing with the two coolant ports of the first off-board heat exchanger 723.

In this way, the coolant flow path assembly base 300 and the coolant flow path assembly base 200 form a double-layer structure, which can be used for modular installation of the coolant flow path system and modular installation of the coolant flow path system, respectively, thereby realizing modular installation of the thermal management system, and facilitating miniaturization and compactness of the thermal management system.

The first off-board heat exchanger 723 is a liquid-cooled heat exchanger, and includes two coolant ports and two coolant liquid ports. The ninth pipe joint and the tenth pipe joint of the coolant manifold block face the coolant manifold block 300, so that the first outdoor heat exchanger 723 mounted on the coolant manifold block 300 can be easily connected, and thus the coolant manifold block 300 and the coolant manifold block 200 can be relatively fixed.

As shown in fig. 11, the first in-vehicle heat exchanger 721 is an in-vehicle evaporator, the second in-vehicle heat exchanger 722 is an in-vehicle condenser, the first out-vehicle heat exchanger 723 is an out-vehicle evaporator (giller), and the second out-vehicle heat exchanger 724 is an out-vehicle condenser. The first in-vehicle heat exchanger 721, the second in-vehicle heat exchanger 722, and the second out-vehicle heat exchanger 724 are all fin heat exchangers, and only participate in the refrigerant flow path system. The first off-board heat exchanger 723 is a plate heat exchanger, and participates in both the refrigerant flow path system and the coolant flow path system.

In an exemplary embodiment, the coolant circuit header 200 is provided with an avoidance gap 2002, as shown in FIG. 8. The pipe joints (i.e., the first pipe joint 6401, the second pipe joint 6402, the third pipe joint 6403, and the fourth pipe joint 6404) of the first group of heat exchanger connecting portions of the refrigerant flow path assembly base 300 are inserted into the avoidance gap 2002.

In this way, the space on the side of the cooling liquid passage assembly base 200 away from the refrigerant passage assembly base 300 can be reasonably utilized to arrange the first in-vehicle heat exchanger 721 and the second in-vehicle heat exchanger 722, so that the layout of the thermal management system is more reasonable and compact.

In an exemplary embodiment, the coolant circuit package 200 includes: a five-way valve connection 44, a motor thermal management flow path connection 41, a battery thermal management flow path connection 42, and a radiator connection 43.

As shown in fig. 44 and 45, the five-way valve connecting portion 44 is provided with five transition grooves spaced apart from each other, which are provided in one-to-one correspondence communication with the five passages of the five-way valve 100. The five-way valve 100 is a three-position five-way valve having three modes of operation. The motor thermal management flow path connection part 41 is provided with a first inlet 411 and a first outlet 412. The battery thermal management flow path connection part 42 is provided with a second inlet 421 and a second outlet 422. The radiator connecting portion 43 is provided with a third inlet 431 and a third outlet 432.

The first inlet 411, the first outlet 412, the second inlet 421, the second outlet 422, and the third outlet 432 are respectively in one-to-one correspondence with the five transition grooves, and the third inlet 431 is in communication with the first outlet 412.

The coolant circuit integrated base 200 provided in the embodiment of the present application includes a five-way valve connection portion 44, a motor thermal management flow path connection portion 41, a battery thermal management flow path connection portion 42, and a radiator connection portion 43. The five-way valve connection 44 may be connected to a three-position five-way valve having three modes of operation. The motor thermal management flow path connection part 41 may be connected to a component of the motor thermal management flow path, the battery thermal management flow path connection part 42 may be connected to a component of the battery thermal management flow path, and the heat sink connection part 43 may be connected to the heat sink 57.

Since the five transition grooves of the five-way valve connecting portion 44 may be in one-to-one correspondence with the five passages of the five-way valve 100, the first inlet 411 and the first outlet 412 may be in correspondence with two transition grooves, the second inlet 421 and the second outlet 422 may be in correspondence with the other two transition grooves, the third outlet 432 may be in correspondence with the remaining one transition groove, and the third inlet 431 may be in correspondence with the first outlet 412.

Therefore, the coolant circuit integrated base 200 of the present embodiment can implement integrated installation of the five-way valve 100, the motor thermal management flow path, the battery thermal management flow path, and the heat sink 57, thereby facilitating simplification of the structure of the thermal management system and reducing the production cost.

Compared with the mode that a plurality of control valves are installed to switch the working modes of the cooling liquid flow path of the thermal management system, the scheme can enable the cooling liquid flow path of the thermal management system to be switched among three working modes by installing the five-way valve 100, so that the structure and the electric control mode of the thermal management system are simplified, and the production cost is reduced.

Also, the five-way valve 100 is simpler in structure than a control valve using an integrated form, such as an eight-way valve. The cross-sectional area of the flow path of the five-way valve 100 can be made larger for a substantially equivalent volume, thereby reducing the operational flow resistance. In addition, in the five-way valve 100 of the present solution, three valve positions correspond to three working modes, and the problem of gear skipping does not exist.

In addition, the eight-way valve is not suitable for a direct system, and the five-way valve 100 and the cooling liquid path assembly base 200 of the present application may be applied to a direct system, which is beneficial to reducing the number of control valves of the direct system and further simplifying the structure of the thermal management system.

In one example, when the five-way valve 100 is in the first operation mode, the first inlet 411 and the second outlet 422 are communicated through the five-way valve 100, and the third outlet 432 and the second inlet 421 are communicated through the five-way valve 100, and since the first outlet 412 and the third inlet 431 are communicated, the motor thermal management flow path, the heat radiator 57 and the battery thermal management flow path are communicated end to form a closed loop, as shown in fig. 38, and in this mode, the heat radiator 57 can be used to radiate heat to the battery and the motor at the same time.

When the five-way valve 100 is in the second operating mode, the first outlet 412 and the second inlet 421 are communicated through the five-way valve 100, the second outlet 422 and the first inlet 411 are communicated through the five-way valve 100, and the motor thermal management flow path and the battery thermal management flow path are communicated end to form a closed loop, as shown in fig. 40, in this mode, the battery can be heated by using the residual heat of the motor.

When the five-way valve 100 is in the third operation mode, the first inlet 411 and the third outlet 432 are communicated through the five-way valve 100, and the second inlet 421 and the second outlet 422 are communicated through the five-way valve 100, since the first outlet 412 is communicated with the third inlet 431, the motor thermal management flow path and the radiator 57 are connected in series to form a closed loop, and the battery thermal management flow path alone forms a closed loop, as shown in fig. 42. In this mode it is possible to cool the motor with the radiator 57 and the battery with the extra cabin evaporator 54(chiller), i.e.: the motor and the battery are cooled separately.

In an exemplary embodiment, as shown in fig. 43 and 44, the motor thermal management flow path connection part 41 includes a first water pump connection part 413, a motor inlet pipe joint 4141, and a motor outlet pipe joint 4142, the first water pump connection part 413 is provided with a first water pump inlet 4131 and a first water pump outlet 4132, the first water pump outlet 4132 is communicated with the motor inlet pipe joint 4141, the first water pump inlet 4131 is communicated with the first inlet 411, and a port of the motor outlet pipe joint 4142 forms the first outlet 412.

In one example, as shown in fig. 44, the first pump connection 413 includes a circular base 4133 and a ledge 4136, and a sidewall of the circular base 4133 is provided with a first notch 4134 and a second notch 4135. The lug 4136 is connected at the second notch 4135 and is provided with a groove communicating with the second notch 4135. The motor inlet tube connector 4141 is in abutting communication with the groove of the lug 4136 in the axial direction of the circular base 4133. The circular base 4133 is provided with a U-shaped rib 4137, the U-shaped opening of the U-shaped rib 4137 is in butt communication with the first notch 4134, the thickness of the U-shaped rib 4137 is smaller than the height of the side wall of the circular base 4133, as shown in fig. 45, so as to ensure that the coolant entering through the first notch 4134 can cross the U-shaped rib 4137 and reach the second notch 4135. The first water pump connection 413 may be mounted with the first water pump 51 of a centrifugal type.

In an exemplary embodiment, as shown in fig. 43 to 46, the motor thermal management flow path connecting portion 41 further includes a kettle connecting portion 415, the kettle connecting portion 415 is provided with a kettle inlet 4151 and a kettle outlet 4152, the kettle inlet 4151 forms the first inlet 411, and the kettle outlet 4152 is communicated with the first pump inlet 4131.

In an exemplary embodiment, as shown in fig. 43, the motor thermal management flow path connection 41 further includes an ascending flow path 416 and a descending flow path 417. The upper end of the ascending flow path 416 is connected to the upper end of the descending flow path 417. The kettle connection 415 is provided at the intersection of the ascending flow passage 416 and the descending flow passage 417. The kettle inlet 4151 communicates with the corresponding transition groove through the rising flow passage 416. The kettle outlet 4152 communicates with the first pump inlet 4131 through the descent flow path 417.

In an exemplary embodiment, as shown in fig. 43 and 44, a flow splitter plate 418 is provided within the uptake duct 416 to extend in the direction of flow of the uptake duct 416. The dividing plate 418 divides the ascent flow path 416 into a kettle flow path 4161 and a water pump flow path 4162, as shown in fig. 44, the kettle flow path 4161 is communicated with the kettle inlet 4151, the water pump flow path 4162 is communicated with the first water pump inlet 4131 through the descent flow path 417, and the minimum flow-through sectional area of the water pump flow path 4162 is larger than that of the kettle flow path 4161.

In an exemplary embodiment, as shown in fig. 43 to 46, the radiator connection 43 includes a radiator inlet joint 433 and a radiator outlet joint 434. The port of radiator inlet fitting 433 forms a third inlet 431 and the port of radiator outlet fitting 434 forms a third outlet 432. The radiator inlet pipe joint 433 and the motor outlet pipe joint 4142 are arranged in parallel and communicated with the same transition groove.

In an exemplary embodiment, as shown in fig. 43 and 44, a motor inlet tube connector 4141 and a motor outlet tube connector 4142 are separated on both sides of the five-way valve connection 44. The heat sink outlet fitting 434 is located between the motor outlet tube fitting 4142 and the kettle connection 415.

In an exemplary embodiment, as shown in fig. 43 to 46, the battery thermal management flow path connection 42 includes a second water pump connection 423, a battery inlet pipe joint 4261, a battery outlet pipe joint 4262, an extra-cabin evaporator inlet pipe joint 4251, and an extra-cabin evaporator outlet pipe joint 4252. The second water pump connection part 423 is provided with a second water pump inlet 4231 and a second water pump outlet 4232, the second water pump inlet 4231 forms a second inlet 421, and the port of the battery outlet pipe joint 4262 forms a second outlet 422.

In an exemplary embodiment, as shown in fig. 43 to 46, the battery thermal management flow path connection portion 42 further includes a coolant heater inlet joint 4241, a coolant heater outlet joint 4242. The second water pump outlet 4232 communicates with a coolant heater inlet manifold 4241, a coolant heater outlet manifold 4242 communicates with an outboard evaporator inlet manifold 4251, and an outboard evaporator outlet manifold 4252 communicates with a battery inlet manifold 4261.

As shown in fig. 43 and 44, the battery thermal management connection part further includes an extension flow passage 427, and the second water pump inlet 4231 communicates with the corresponding transition groove through the extension flow passage 427. The motor outlet pipe joint 4142 is located between the second water pump connection part 423 and the five-way valve connection part 44, and is located on one side in the width direction of the extension flow passage 427.

In an exemplary embodiment, as shown in fig. 43 and 44, the opening directions of the coolant heater inlet pipe joint 4241, the coolant heater outlet pipe joint 4242, the battery inlet pipe joint 4261 and the battery outlet pipe joint 4262 are the same as the notch direction of the transition groove. The opening directions of the outdoor evaporator inlet pipe joint 4251 and the outdoor evaporator outlet pipe joint 4252 are opposite to the notch direction of the transition groove.

In one example, as shown in fig. 43 and 44, the openings of the motor inlet tube joint 4141, the motor outlet tube joint 4142, the radiator inlet tube joint 433, and the radiator outlet tube joint 434 are oriented in the same direction as the notches of the transition grooves.

In an exemplary embodiment, as shown in fig. 47, the coolant circuit package 200 includes: a first floor 202, a second floor 204, and a third floor 206.

The first base plate 202 includes the five-way valve connection portion 44, a part of the motor thermal management flow path connection portion 41, a part of the battery thermal management flow path connection portion 42, and a part of the heat sink connection portion 43. Both sides in the thickness direction of the first base plate 202 are provided with a plurality of flow passage openings. The second base plate 204 is connected to the first base plate 202, and covers the flow path opening on one side in the thickness direction of the first base plate 202. The third base plate 206 is connected to the first base plate 202 and covers the flow path opening on the other side in the thickness direction of the first base plate 202.

In an exemplary embodiment, the coolant flow path system further includes: a five-way valve 100, a first water pump 51, a second water pump 52, and a coolant circuit block 200 as described above.

As shown in fig. 48, 49, 50, 51, and 52, the five-way valve 100 is connected to the five-way valve connection portion 44, the first water pump 51 is connected to the motor thermal management flow path connection portion 41, and the second water pump 52 is connected to the battery thermal management flow path connection portion 42.

In an exemplary embodiment, as shown in fig. 48 and 52, the thermal management system further includes a kettle 58 (shown in fig. 53) and a coolant heater 53. The water bottle 58 is connected in series with the first water pump 51, and the coolant heater 53 is connected in series with the second water pump.

Wherein the kettle 58 is connected with the kettle connecting part 415 of the motor thermal management flow path connecting part 41. The inlet end of the coolant heater 53 is connected to the coolant heater inlet tube joint 4241 of the battery thermal management flow path connection portion 42, and the outlet end of the coolant heater 53 is connected to the coolant heater outlet tube joint 4242 of the battery thermal management flow path connection portion 42.

A vent 581 is provided in the top of kettle 58 and a baffle 582 is provided in kettle 58 to increase the flow path between kettle inlet 4151 and vent 581, as shown in fig. 55.

In one example, a water level sensor 583 is also provided at the top of the kettle 58, as shown in FIG. 52, for sensing the water level within the kettle 58.

In one exemplary embodiment, at least a portion of the baffle 582 is provided as a perforated plate, as shown in fig. 50.

At least a portion of the guide plate 582 is provided as a porous plate so that the gas in the coolant can be discharged upward through the porous plate, which is also advantageous for improving the exhaust effect.

In one example, as shown in fig. 50, 54 and 55, the deflector 582 includes a first sub-panel 5821, a second sub-panel 5822 and a third sub-panel 5823, one end of the first sub-panel 5821 being located within the inlet of the kettle 58 and dividing the kettle fitting into an inlet and an outlet. One end of the second sub-board 5822 is connected with the other end of the first sub-board 5821, and a first overflowing channel is formed between the other end of the second sub-board 5822 and the first side wall 5841 of the kettle 58. The third sub-board 5823 is located on the upper side of the second sub-board 5822, one end of the third sub-board 5823 is connected to the first side wall 5841 of the kettle 58, a second overflow channel is formed between the other end of the third sub-board 5823 and the second side wall 5842 of the kettle 58, and the distance between the air outlet 581 and the first side wall 5841 is smaller than the distance between the air outlet 581 and the second side wall 5842. The third sub-panel 5823 is provided as a perforated plate. Of course, the second sub-plate 5822 may be provided as a porous plate.

In an exemplary embodiment, as shown in fig. 14, 15, 16 and 35, the five-way valve 100 includes: a housing 1 and a valve core 2.

As shown in fig. 17, the housing 1 is provided with a valve chamber 1111 and five passages communicating with the valve chamber 1111. The valve spool 2 (shown in fig. 19 and 20) is at least partially disposed in the valve chamber 1111 and configured to rotate relative to the housing 1 between a first position (shown in fig. 37), a second position (shown in fig. 39), and a third position (shown in fig. 25 to 34 and 41) for controlling communication among the five passages, so as to switch the five-way valve 100 among the first operation mode, the second operation mode, and the third operation mode.

The five-way valve 100 provided by the embodiment of the application comprises a housing 1 and a valve core 2. A valve cavity 1111 is arranged in the shell 1 and provides space for the assembly and the movement of the valve core 2. The housing 1 is further provided with five passages communicating with the valve chamber 1111 for connection with relevant components of the thermal management system to switch the flow direction of the cooling fluid flow path in the thermal management system. The valve core 2 is installed in the valve cavity 1111 and has three working positions, namely a first position, a second position and a third position, when the valve core 2 rotates to different working positions, the communication relationship among the five channels changes, and then the working mode of the five-way valve 100 is switched, and further the working mode of the thermal management system is switched.

In other words, the five-way valve 100 provided by the embodiment of the present application has three valve positions, and accordingly has three operation modes. When the valve spool 2 is in the first position, the five-way valve 100 is in the first valve position, as shown in fig. 37, and operates in the first operating mode. When the valve spool 2 is at the second position, the five-way valve 100 is at the second valve position, as shown in fig. 39, and operates in the second operating mode. When the spool 2 is in the third position, the five-way valve 100 is in the third valve position, as shown in fig. 41, and operates in the third operating mode.

Compared with the mode that a plurality of control valves are arranged to switch the working modes of the cooling liquid flow path of the thermal management system, the scheme can switch the cooling liquid flow path of the thermal management system among three working modes by controlling one five-way valve 100, so that the structure and the electric control mode of the thermal management system are simplified, and the production cost is reduced.

In addition, the eight-way valve is not suitable for a direct system, and the five-way valve 100 of the present application may be applied to a direct system, which is beneficial to reduce the number of control valves of the direct system and further simplify the structure of the thermal management system.

The valve core 2 may be only partially located in the valve chamber 1111, and another portion protrudes from the valve chamber 1111 to connect with the driving device. The valve core 2 may be completely located in the valve chamber 1111, and a part of the driving device may be inserted into the valve chamber 1111 to drive the valve core 2 to rotate.

In an exemplary embodiment, as shown in fig. 15, 16 and 29, five passages are distributed in two rows in the axial direction of the spool 2 and in three rows in the circumferential direction of the spool 2. The valve body 2 is provided with two axial communication grooves (i.e., a first communication groove 281 and a second communication groove 282 described below as shown in fig. 30 and 33) which are provided in the axial direction of the valve body 2 for communicating two passages located in the same row, and two circumferential communication grooves (i.e., a third communication groove 283 and a fourth communication groove 284 described below as shown in fig. 20 and 27). The circumferential communicating groove is formed along the circumferential direction of the valve element 2 and used for communicating two adjacent channels in the same row.

In an exemplary embodiment, as shown in fig. 15 and 16, the three rows of passages are respectively a first row of passages, a second row of passages and a third row of passages adjacently disposed in the circumferential direction of the valve core 2, and the first row of passages includes one passage.

The two circumferential communication grooves are adjacently arranged along the axial direction of the valve core 2 to form a first row of communication grooves, and the two axial communication grooves are adjacently arranged along the circumferential direction of the valve core 2 to form a second row of communication grooves and a third row of communication grooves.

The first row of communicating grooves and the second row of communicating grooves are arranged adjacently along the circumferential direction of the valve core 2, and the arrangement direction of the first row of communicating grooves, the second row of communicating grooves and the third row of communicating grooves is the same as the arrangement direction of the first row of channels, the second row of channels and the third row of channels.

In an exemplary embodiment, as shown in fig. 15 and 16, five channels are respectively identified as a first channel 1121, a second channel 1122, a third channel 1123, a fourth channel 1124 and a fifth channel 1125. The first passage 1121, the second passage 1122, and the third passage 1123 are arranged side by side in this order in the circumferential direction of the spool 2. The fourth passage 1124 and the fifth passage 1125 are arranged side by side in the circumferential direction of the spool 2, the fourth passage 1124 and the second passage 1122 are arranged side by side in the axial direction of the spool 2, and the fifth passage 1125 and the third passage 1123 are arranged side by side in the axial direction of the spool 2. The two axial communication grooves are respectively described as a first communication groove 281 and a second communication groove 282, and the two circumferential communication grooves are respectively described as a third communication groove 283 and a fourth communication groove 284.

As shown in fig. 37, when the spool 2 is in the first position, the first communicating groove 281 communicates with the second passage 1122 and the fourth passage 1124, the second communicating groove 282 communicates with the third passage 1123 and the fifth passage 1125, and the third communicating groove 283 communicates with the first passage 1121. Since the third communication groove 283 communicates only with the first passage 1121, it corresponds to closing the first passage 1121; the fourth communicating groove 284 is not communicated with the five passages. This mode is the first mode of operation of the five-way valve 100.

As shown in fig. 39, when the valve body 2 is in the second position, the third communication groove 283 communicates with the first passage 1121 and the second passage 1122, and the first communication groove 281 communicates with the third passage 1123 and the fifth passage 1125. While the second communicating groove 282 is not communicated with the five passages; the fourth communication groove 284 communicates only with the fourth passage 1124, which corresponds to closing the fourth passage 1124. This mode is the second mode of operation of the five-way valve 100.

As shown in fig. 40, when the valve body 2 is at the third position, the third communicating groove 283 communicates with the second passage 1122 and the third passage 1123, and the fourth communicating groove 284 communicates with the fourth passage 1124 and the fifth passage 1125. The first communicating groove 281 is not communicated with the five passages, and the second communicating groove 282 is also not communicated with the five passages. This mode is the third mode of operation of the five-way valve 100.

Thus, the five-way valve 100 has three different operation modes, and when the valve core 2 is rotated by one gear, one operation mode is switched, the coolant flow path of the thermal management system can also have three different operation modes, and the flow direction of the liquid in the three operation modes can be switched by controlling the five-way valve 100.

In an exemplary embodiment, as shown in fig. 19, 20, 31 and 34, the spool 2 includes: a transverse partition plate 25, a first vertical partition plate 21, a first vertical partition plate 22, a third vertical partition plate 23 and a third vertical partition plate 24.

Wherein, the diaphragm 25 is arranged along the circumferential direction of the valve core 2. The first vertical partition plate 21, the first vertical partition plate 22, the third vertical partition plate 23 and the third vertical partition plate 24 are all arranged along the axial direction of the valve core 2, and the first vertical partition plate 21, the first vertical partition plate 22, the third vertical partition plate 23 and the third vertical partition plate 24 are sequentially arranged at intervals along the circumferential direction of the valve core 2.

An axial communication groove is formed between the first vertical partition plate 22 and the first vertical partition plate 21. Another axial communication groove is formed between the third vertical partition plate 23 and the first vertical partition plate 22. The transverse partition plate 25 is positioned between the first vertical partition plate 21 and the third vertical partition plate 23, and is vertically connected with the first vertical partition plate 21, the first vertical partition plate 22, the third vertical partition plate 23 and the third vertical partition plate 24. The transverse partition plate 25 divides the space between the first vertical partition plate 21 and the third vertical partition plate 24 into two circumferential communication grooves.

In an exemplary embodiment, as shown in fig. 19 and 20, the cartridge 2 further includes a first end plate 26 and a second end plate 27. The first end plate 26 and the second end plate 27 are disposed opposite to the diaphragm plate 25 and separated from both sides of the diaphragm plate 25. The first end plate 26 and the second end plate 27 are fixedly connected to the end of the first vertical partition plate 21, the end of the first vertical partition plate 22, the end of the third vertical partition plate 23, and the end of the third vertical partition plate 24.

In an exemplary embodiment, as shown in fig. 26 and 27, the first end plate 26 is provided with a rotating shaft 261, and the rotating shaft 261 is rotatably disposed through the housing 1 and configured to be connected with a driving device. The second end plate 27 is provided with a projection 271 as shown in fig. 20. The housing 1 is provided with a first annular boss 1112, as shown in fig. 18. The projection 271 is rotatably fitted into the first annular projection 1112, as shown in fig. 27 and 28.

In an exemplary embodiment, the second end panel 27 is provided with a first retention rib 272, as shown in FIG. 20. The housing 1 is provided with two second limiting ribs 1113 arranged at intervals, as shown in fig. 18. The first limiting rib 272 is located between the two second limiting ribs 1113, and is used for limiting the rotation amplitude of the valve core 2 relative to the housing 1.

In an exemplary embodiment, the five-way valve 100 further includes: a first seal 31, shown in fig. 23, 30 and 33, is located between the spool 2 and the housing 1 and fits the inner ports of the five channels.

In an exemplary embodiment, the five-way valve 100 further includes: a second seal 32, shown in figures 2, 16 and 24, is located outside the housing 1 and mates with the outboard ports of the five channels.

In an exemplary embodiment, as shown in fig. 14, 15, 25 and 32, the housing 1 includes: a housing 11 and a valve cover 12. As shown in fig. 17 and 18, the housing 11 is provided with a valve chamber 1111 and five passages, and one axial end of the valve chamber 1111 is open. A valve cover 12 (shown in fig. 21) covers the open end of the housing 11 and is rotatably connected to the valve cartridge 2.

In one example, as shown in fig. 21, the valve cover 12 is provided with a shaft hole 121. The rotating shaft 261 of the first end plate 26 of the valve core 2 is rotatably inserted through the shaft hole 121. The outer plate surface of the valve cover 12 may be provided with a second annular boss 122, as shown in fig. 21. The inner space of the second annular boss 122 is communicated with the shaft hole 121, and the third sealing element 33 is sleeved on the rotating shaft 261 and abuts against the inner end face of the second annular boss 122, so that the sealing reliability between the rotating shaft 261 and the valve cover 12 is effectively ensured.

In an exemplary embodiment, as shown in fig. 17 and 18, the housing 11 includes: a cylindrical portion 111 and a projection 112.

The cylindrical portion 111 has a valve chamber 1111 formed therein, and one axial end of the cylindrical portion 111 is open and connected to the valve cover 12. The protruding portion 112 is connected to a side wall of the cylindrical portion 111 and protrudes outward in a radial direction of the cylindrical portion 111, five passages are provided in the protruding portion 112, and openings communicating with the five passages one by one are provided in the side wall of the cylindrical portion 111.

In an exemplary embodiment, as shown in fig. 36, the channels communicating the outlet end (i.e., the first outlet 412) and the inlet end (i.e., the first inlet 411) of the motor thermal management flow path are respectively designated as a first channel 1121 and a fifth channel 1125, the channels communicating the inlet end (i.e., the second inlet 421) and the outlet end (i.e., the second outlet 422) of the battery thermal management flow path are respectively designated as a second channel 1122 and a third channel 1123, and the channel communicating the outlet end (i.e., the third outlet 432) of the heat sink 57 is designated as a fourth channel 1124. The inlet end of the radiator 57 is a third inlet 431.

The first passage 1121, the second passage 1122, and the third passage 1123 are arranged in a row in the circumferential direction of the spool 2, the fourth passage 1124 and the fifth passage 1125 are arranged in a row in the circumferential direction of the spool 2, the second passage 1122 and the fourth passage 1124 are arranged in a row in the axial direction of the spool 2, and the third passage 1123 and the fifth passage 1125 are arranged in a row in the axial direction of the spool 2.

In another exemplary embodiment, a coolant flow path system includes: a motor thermal management flow path, a battery thermal management flow path, a radiator flow path, a three-way valve 591, and a four-way valve 592.

As shown in fig. 11 to 13, the motor thermal management flow path includes: a motor heat exchange flow path 56 and a first water pump 51. The battery thermal management flow path includes: a battery heat exchange flow path 55, a second water pump 52, a coolant heater 53, and an outdoor evaporator. Both ends of the battery thermal management flow path are respectively communicated with a first port and a second port of the four-way valve 592. One end of the motor heat management flow path communicates with the third port of the four-way valve 592, and the other end of the motor heat management flow path communicates with one end of the radiator flow path and one port of the three-way valve 591. The other end of the radiator flow path communicates with the other port of the three-way valve 591. The last port of three-way valve 591 communicates with the last port of four-way valve 592.

The thermal management mode of this embodiment is substantially the same as that of the aforementioned embodiment using the five-way valve, and is described in detail here. Compared with the embodiment, the embodiment adopting the five-way valve is equivalent to the integration of the three-way valve 591 and the four-way valve 592 in the embodiment, so that the product structure is simplified, the product cost is reduced, the product size is reduced, and the control logic is also simplified.

The embodiment of the application further provides a vehicle, which comprises the thermal management system in the embodiment, so that all beneficial effects of any one embodiment are achieved, and details are not repeated herein.

To sum up, refrigerant flow path integrated seat, thermal management system and vehicle that this application embodiment provided have following advantage: 1) the heat exchange amount is large: the heat management system is a single-suction double-row system, and compared with a single-suction single-row semi-indirect system, the heat exchange quantity is higher; 2) the system has high universality: the simple system can be used for realizing multiple working modes of the conventional complex system; 3) the system resistance is low: each valve port of the five-way valve 100 can be large in size, and the valve ports are simple to communicate, so that the fluid resistance is relatively low; 4) integrating the water jug: the kettle is positioned at the high position of the whole loop, and the porous guide plate 582 is added, so that the exhaust is facilitated; 5) water pump arrangement: the exhaust of the battery and the kettle is more facilitated; 6) the structure is more compact: compared with splicing, fusion welding and forming of more plastic plates, the scheme only needs three bottom plates for welding; 7) the kettle is connected: the risk of leakage of cooling liquid can be reduced by fusion welding, the cost of the O-shaped ring is reduced, and the assembly time is saved; 8) the PTC cooling liquid heater is reserved, and the vehicle-mounted cooling liquid heater can be adapted to more vehicle types; 9) the space is more compact: the overall size of the water path integrated module (coolant path integrated base + first water pump 51+ second water pump 52+ kettle + PTC coolant heater + first vehicle exterior heat exchanger 723+ gas-liquid separator 73) of this scheme is about: the length is 306cm, the height is 255cm, and the thickness is 240cm, which is obviously reduced compared with a semi-indirect system (about 400cm in length, 330cm in width and 220cm in thickness) adopting an eight-way valve.

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

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

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

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

In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Moreover, various embodiments or examples and features of various embodiments or examples described in this specification can be combined and combined by one skilled in the art without being mutually inconsistent.

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

Claims

1. A coolant flow path manifold block, comprising: the compressor connecting part, the electromagnetic valve connecting part, the electronic expansion valve connecting part and the heat exchanger connecting part are arranged on the heat exchanger;

the compressor connecting part is provided with a first exhaust interface, a second exhaust interface and an air inlet interface, wherein the first exhaust interface, the second exhaust interface and the air inlet interface are respectively communicated with a first exhaust port, a second exhaust port and an air suction port of the compressor.

2. The refrigerant flow path manifold block as set forth in claim 1,

the compressor connecting part comprises an air inlet pipe joint, a first exhaust pipe joint and a second exhaust pipe joint, the air inlet pipe joint is provided with the air inlet interface, the first exhaust pipe joint is provided with the first exhaust interface, and the second exhaust pipe joint is provided with the second exhaust interface;

the exhaust pressure of the first exhaust port is smaller than that of the second exhaust port, and the air inlet pipe joint, the first exhaust pipe joint and the second exhaust pipe joint are sequentially arranged in a linear shape along a first direction.

3. The refrigerant flow manifold as claimed in claim 2,

the heat exchanger comprises a plurality of heat exchanger connecting parts, a plurality of heat exchanger connecting parts are divided into two groups, a first group of heat exchanger connecting parts are arranged to be connected with an in-vehicle heat exchanger, and a second group of heat exchanger connecting parts are arranged to be connected with an out-vehicle heat exchanger;

the first group of heat exchanger connecting parts are located on one side of the second direction of the compressor connecting parts, the second group of heat exchanger connecting parts are located on the other side of the second direction of the compressor connecting parts, and the second direction is perpendicular to the first direction.

4. The refrigerant flow path manifold as set forth in claim 3,

the electromagnetic valve connecting parts are divided into two groups;

the first group of electromagnetic valve connecting parts are positioned between the compressor connecting parts and the first group of heat exchanger connecting parts and are connected with the compressor connecting parts and the first group of heat exchanger connecting parts;

the second group of electromagnetic valve connecting parts are positioned between the compressor connecting parts and the second group of heat exchanger connecting parts and are connected with the compressor connecting parts and the second group of heat exchanger connecting parts.

5. The refrigerant flow path manifold as set forth in claim 4,

the electronic expansion valve comprises a plurality of electronic expansion valve connecting parts, wherein the electronic expansion valve connecting parts are divided into two groups;

the first group of electronic expansion valve connecting parts are positioned on one side of the compressor connecting part in the second direction, positioned on one side of the first group of heat exchanger connecting parts and connected with the first group of heat exchanger connecting parts;

and the second group of electronic expansion valve connecting parts are positioned on the other side of the second direction of the compressor connecting part, positioned on one side of the second group of heat exchanger connecting parts and connected with the second group of heat exchanger connecting parts.

6. The refrigerant flow path manifold block as set forth in claim 5, further comprising: the gas-liquid separator connecting part is provided with a separation inlet and a separation outlet, and the separation inlet and the separation outlet are respectively communicated with the inlet and the outlet of the gas-liquid separator;

the separation inlet is also connected with the first group of electromagnetic valve connecting parts and the second group of electromagnetic valve connecting parts.

7. The refrigerant flow path manifold block as set forth in claim 6,

each heat exchanger connecting part comprises two pipe joints, the first group of heat exchanger connecting parts comprise a first vehicle interior heat exchanger connecting part and a second vehicle interior heat exchanger connecting part, and the second group of heat exchanger connecting parts comprise a first vehicle exterior heat exchanger connecting part and a second vehicle exterior heat exchanger connecting part; the first external heat exchanger butted with the first external heat exchanger connecting part is a liquid cooling heat exchanger;

each electromagnetic valve connecting part comprises a pipe joint; the first group of solenoid valve connecting parts comprise a first solenoid valve connecting part, a second solenoid valve connecting part and a sixth solenoid valve connecting part, and the second group of solenoid valve connecting parts comprise a third solenoid valve connecting part, a fourth solenoid valve connecting part and a fifth solenoid valve connecting part;

each electronic expansion valve connecting part comprises a pipe joint; the first group of electronic expansion valve connecting parts comprise a second electronic expansion valve connecting part and a third electronic expansion valve connecting part, and the second group of electronic expansion valve connecting parts comprise a first electronic expansion valve connecting part.

8. The coolant flow path manifold block of claim 7, wherein the first in-vehicle heat exchanger connection portion comprises a first pipe joint and a second pipe joint, the second in-vehicle heat exchanger connection portion comprises a third pipe joint and a fourth pipe joint, the first out-vehicle heat exchanger connection portion comprises a fifth pipe joint and a sixth pipe joint, and the second out-vehicle heat exchanger connection portion comprises a seventh pipe joint and an eighth pipe joint; wherein:

the first exhaust pipe joint is communicated with the first electromagnetic valve connecting part through a first flow channel;

the second exhaust pipe joint is communicated with the second electromagnetic valve connecting part through a second flow channel;

the first exhaust pipe joint is communicated with the third electromagnetic valve connecting part through a third flow channel;

the second exhaust pipe joint is communicated with the fourth electromagnetic valve connecting part through a fourth flow channel;

the fifth electromagnetic valve connecting part is communicated with the eighth pipe joint through a fifth flow channel;

the sixth electromagnetic valve connecting part is communicated with the separation inlet through a sixth flow passage;

the separation outlet is communicated with the air inlet pipe joint through a seventh flow passage;

the first solenoid valve connecting part, the sixth solenoid valve connecting part, the first pipe joint and the sixth pipe joint are communicated through a four-way flow passage;

the second electromagnetic valve connecting part is communicated with the third pipe joint through an eighth flow passage;

the second pipe joint is communicated with the connecting part of the second electronic expansion valve through a ninth flow passage;

the fourth pipe joint is communicated with the connecting part of the third electronic expansion valve through a tenth flow passage;

the second electronic expansion valve connecting part, the third electronic expansion valve connecting part and the seventh pipe joint are communicated through a first three-way flow passage;

the seventh pipe joint is communicated with the connecting part of the first electronic expansion valve through an eleventh flow channel;

the first electronic expansion valve connecting part is communicated with the fifth pipe joint through a twelfth flow channel;

the third electromagnetic valve connecting part, the fourth electromagnetic valve connecting part and the eighth pipe joint are communicated through a second three-way flow channel;

and the fifth electromagnetic valve connecting part is communicated with the separation inlet through a thirteenth flow passage.

9. The refrigerant flow path manifold block as set forth in claim 8,

the refrigerant flow path integrated base is also provided with a first installation space for installing a gas-liquid separator, and the gas-liquid separator connecting part is positioned in the first installation space;

the refrigerant flow path integrated base is also provided with a second installation space for installing a first outdoor heat exchanger, and the connecting part of the first outdoor heat exchanger is positioned in the second installation space;

the refrigerant flow path integrated base is divided into a first area, a second area and a third area along a third direction, the third direction is obliquely arranged relative to the first direction, and the third direction is consistent with the width direction of the first vehicle-outside heat exchanger;

wherein the first installation space is located in the first region; the compressor connecting part, the first group of heat exchanger connecting parts, the first group of electromagnetic valve connecting parts, the first group of electronic expansion valve connecting parts, the second group of electromagnetic valve connecting parts and the eighth pipe joint are positioned in the second area; the first electronic expansion valve connecting part, the seventh pipe joint and the second installation space are located in the third area.

10. The refrigerant flow path manifold block as set forth in claim 8,

the four-way flow channel is connected with a branch of the sixth pipe joint, sequentially bypasses the sixth electromagnetic valve connecting part, the separation inlet, the separation outlet, the fifth electromagnetic valve connecting part, the eighth pipe joint and the fourth electromagnetic valve connecting part along the circumferential direction of the refrigerant flow path integrated base, and is connected with the sixth pipe joint; and/or

The first three-way flow passage is connected with a branch of the seventh pipe joint, sequentially bypasses the fifth pipe joint and the first electronic expansion valve connecting part along the circumferential direction of the refrigerant flow path integrated seat, and is connected with the seventh pipe joint.

11. The refrigerant flow path manifold block as claimed in any one of claims 3 to 10,

the interface direction of the electromagnetic valve connecting part, the interface direction of the compressor connecting part, the interface direction of the electronic expansion valve connecting part and the interface direction of the second group of heat exchanger connecting parts are the same;

the joint direction of the first group of heat exchanger connecting parts is opposite to that of the second group of heat exchanger connecting parts.

12. A thermal management system, comprising:

a refrigerant flow path system comprising a compressor, a solenoid valve, an electronic expansion valve, a heat exchanger and the refrigerant flow path integrated base as claimed in any one of claims 1 to 11;

the compressor is provided with a first exhaust port, a second exhaust port and an air suction port and is connected with the compressor connecting part; the heat exchanger is connected with the heat exchanger connecting part; the electromagnetic valve is connected with the electromagnetic valve connecting part; the electronic expansion valve is connected with the electronic expansion valve connecting part.

13. The thermal management system of claim 12, further comprising:

the cooling liquid flow path system comprises a cooling liquid flow path integrated base, and the cooling liquid flow path integrated base and the refrigerant flow path integrated base are arranged side by side along the thickness direction of the refrigerant flow path integrated base;

the plurality of heat exchangers comprise a first in-vehicle heat exchanger, a second in-vehicle heat exchanger, a first out-vehicle heat exchanger and a second out-vehicle heat exchanger, and the cooling liquid path integration seat is provided with a ninth pipe joint and a tenth pipe joint; and the interfaces of the ninth pipe joint and the tenth pipe joint face the refrigerant flow path integrated base and are used for being in butt joint with two cooling liquid ports of the first outdoor heat exchanger.

14. The thermal management system of claim 13,

the cooling liquid path integrated base is provided with an avoiding notch, and the pipe joints of the first group of heat exchanger connecting parts of the cooling liquid path integrated base penetrate through the avoiding notch.

15. A vehicle comprising a thermal management system according to claim 13 or 14.