CN217672058U

CN217672058U - Thermal management system and vehicle

Info

Publication number: CN217672058U
Application number: CN202221746810.8U
Authority: CN
Inventors: 熊权; 李晓; 姚君韦; 郭志杰; 刘�东; 单林章; 贾战峰; 苏朋远; 刘文东
Original assignee: Zhejiang Geely Holding Group Co Ltd; Ningbo Geely Royal Engine Components Co Ltd; Aurobay Technology Co Ltd
Current assignee: Zhejiang Geely Holding Group Co Ltd; Zhejiang Geely Power Train Co Ltd
Priority date: 2022-07-06
Filing date: 2022-07-06
Publication date: 2022-10-28
Anticipated expiration: 2032-07-06

Abstract

A thermal management system and a vehicle are provided. The thermal management system comprises: a thermal management controller; and the cooling liquid heat exchange system comprises a control valve assembly, and a battery heat exchange flow path, a motor heat exchange flow path, a heat management controller heat exchange flow path and an automobile exterior radiator flow path which are connected with the control valve assembly through pipelines, wherein the heat management controller heat exchange flow path is set to utilize cooling liquid to radiate the heat of the heat management controller. Compared with a conventional cooling liquid heat exchange system, the cooling liquid heat exchange system provided by the embodiment of the application is additionally provided with the heat exchange flow path of the heat management controller, heat generated by the heat management controller can be taken away by using cooling liquid, and liquid cooling heat dissipation of the heat management controller is realized. Compared with air-cooled heat dissipation, the liquid-cooled heat dissipation has higher heat dissipation efficiency, so that the heat dissipation efficiency is favorably improved, the heat dissipation requirement of a highly integrated heat management controller can be met, a heat dissipation fan can be optionally omitted, and the space occupied by a heat management system is favorably reduced.

Description

Thermal management system and vehicle

Technical Field

The present disclosure relates to, but not limited to, automotive technology, and more particularly to a thermal management system and a vehicle.

Background

The existing heat management controller adopts an air cooling heat dissipation mode, and the cooling effect is limited. Particularly, the integration level of the existing thermal management controller is higher and higher, the heat dissipation requirement is higher and higher, and the heat dissipation problem is urgently needed to be solved.

SUMMERY OF THE UTILITY MODEL

The embodiment of the application provides a heat management system, which can realize the liquid cooling heat dissipation of a heat management controller, thereby improving the heat dissipation efficiency of the heat management controller and meeting the heat dissipation requirement of the heat management controller.

An embodiment of the present application provides a thermal management system, including: a thermal management controller; and the cooling liquid heat exchange system comprises a control valve assembly, and a battery heat exchange flow path, a motor heat exchange flow path, a heat management controller heat exchange flow path and an automobile exterior radiator flow path which are connected with the control valve assembly through pipelines, wherein the heat management controller heat exchange flow path is set to radiate the heat of the heat management controller by using cooling liquid.

Compared with a conventional cooling liquid heat exchange system, the cooling liquid heat exchange system provided by the embodiment of the application is additionally provided with the heat exchange flow path of the heat management controller, heat generated by the heat management controller can be taken away by using cooling liquid, and liquid cooling heat dissipation of the heat management controller is realized. Compared with air-cooled heat dissipation, the liquid-cooled heat dissipation has higher heat dissipation efficiency, so that the heat dissipation efficiency is favorably improved, the heat dissipation requirement of a highly integrated heat management controller can be met, a heat dissipation fan can be optionally omitted, and the space occupied by a heat management system is favorably reduced.

In an exemplary embodiment, the control valve assembly is configured to: the motor heat exchange flow path, the heat management controller heat exchange flow path and the battery heat exchange flow path can be sequentially connected in series to form a waste heat recovery loop.

In an exemplary embodiment, the heat exchange flow path of the thermal management controller comprises a coolant flow channel arranged in a box body, the box body is used for accommodating the thermal management controller, and the box body is provided with a wiring harness contact part electrically connected with the thermal management controller.

In an exemplary embodiment, the thermal management controller heat exchange flow path further comprises: one end of the first pipeline is in on-off connection with one end of the motor heat exchange flow path through the control valve assembly, and the other end of the first pipeline is communicated with one end of the cooling liquid flow channel; one end of the second pipeline is communicated with the other end of the cooling liquid flow channel, the other end of the second pipeline is in on-off connection with one end of the battery heat exchange flow channel through the control valve assembly, and the other end of the battery heat exchange flow channel is in on-off connection with the other end of the motor heat exchange flow channel through the control valve assembly.

In an exemplary embodiment, the control valve assembly is configured to: the heat exchange flow path of the thermal management controller can be connected with the flow path of the radiator outside the automobile in series to form a heat dissipation loop of the thermal management controller.

In an exemplary embodiment, the thermal management system further includes a refrigerant heat exchange system, and the refrigerant heat exchange system includes: the system comprises a compressor body, an internal condenser, an internal evaporator, a first external heat exchanger, a second external heat exchanger and a throttling device; a first end of the internal condenser and a first end of the second external heat exchanger are in on-off connection with an exhaust port of the compressor body, and a second end of the internal condenser and a second end of the second external heat exchanger are connected with a first end of the throttling device; the first end of the in-vehicle evaporator and the first end of the first out-of-vehicle heat exchanger are connected with the air suction port of the compressor body in a switching mode, and the second end of the in-vehicle evaporator and the second end of the first out-of-vehicle heat exchanger are connected with the second end of the throttling device.

In an exemplary embodiment, the first and second external heat exchangers are liquid-to-liquid heat exchangers, and the liquid-to-liquid heat exchangers include a refrigerant flow path and a coolant flow path; the first end of the refrigerant flow path of the first off-board heat exchanger is connected with the air suction port of the compressor body in an on-off manner, and the second end of the refrigerant flow path of the first off-board heat exchanger is connected with the second end of the throttling device; the first end of the refrigerant flow path of the second off-vehicle heat exchanger is connected with the air outlet of the compressor body in an on-off manner, and the second end of the refrigerant flow path of the second off-vehicle heat exchanger is connected with the first end of the throttling device; the coolant heat exchange system further includes a coolant flow path of the first off-board heat exchanger and a coolant flow path of the second off-board heat exchanger.

In an exemplary embodiment, the control valve assembly includes: the main control valve comprises a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, a sixth valve port, a seventh valve port, an eighth valve port, a ninth valve port, a tenth valve port and an eleventh valve port; the first valve port and the second valve port are respectively communicated with two ends of the battery heat exchange flow path; the third valve port and the fourth valve port are respectively communicated with two ends of the motor heat exchange flow path; the fifth valve port and the sixth valve port are respectively communicated with two ends of a cooling liquid flow path of the second outside-vehicle heat exchanger; the seventh valve port and the eighth valve port are respectively communicated with two ends of a cooling liquid flow path of the first vehicle-exterior heat exchanger; the ninth valve port communicates with one end of the vehicle exterior radiator flow path, and the other end of the vehicle exterior radiator flow path communicates with the fifth valve port and one end of the coolant flow path of the second vehicle exterior radiator; the tenth valve port and the eleventh valve port are respectively communicated with two ends of a heat exchange flow path of the heat management controller.

In an exemplary embodiment, the thermal management system further comprises: the temperature detection device is used for detecting the temperature of the motor and the liquid flowing through, the temperature of the battery and the liquid flowing through and the temperature of the thermal management controller and the liquid flowing through; the thermal management controller is electrically connected with the temperature detection device and the control valve assembly and is arranged to regulate and control the control valve assembly according to the detection result of the temperature detection device.

Embodiments of the present application further provide a vehicle, including the thermal management system in any one of the above embodiments.

Additional features and advantages of the application will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the application. Other advantages of the present application may be realized and attained by the instrumentalities and combinations particularly pointed out in the specification and the drawings.

Drawings

The accompanying drawings are included to provide an understanding of the present disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the examples serve to explain the principles of the disclosure and not to limit the disclosure.

FIG. 1 is a schematic block diagram of a passenger car thermal management controller provided in an embodiment of the present application;

fig. 2 is a schematic structural diagram of a passenger car thermal management controller according to an embodiment of the present application;

FIG. 3 is a control schematic of a thermal management system provided by an embodiment;

FIG. 4 is a control schematic of a thermal management system provided in accordance with an embodiment of the present application;

FIG. 5 is a schematic structural diagram of a thermal management system provided in accordance with an embodiment of the present application;

fig. 6 is an enlarged schematic view of a portion a in fig. 5.

Wherein the reference numbers are as follows:

11 battery heat exchange flow path, 12 motor heat exchange flow path, 121 first water pump, 131 cooling liquid flow path, 132 first pipeline, 133 second pipeline, 15 vehicle exterior radiator flow path, 151 vehicle exterior radiator, 16 second water pump, 17 water tank;

23 main control valve, 231 first valve port, 232 second valve port, 233 third valve port, 234 fourth valve port, 235 fifth valve port, 236 sixth valve port, 237 seventh valve port, 238 eighth valve port, 239 ninth valve port, 240 tenth valve port, 241 eleventh valve port;

31 a compressor body, 32 an interior condenser, 33 an interior evaporator, 34 a first exterior heat exchanger, 35 a second exterior heat exchanger, 36 a first expansion valve, 37 a second expansion valve, 38 a first valve, 39 a second valve, 40HVAC;

4 passenger car thermal management controller, 41 integral type thermal management controller, 411 battery heat exchange control module, 412 motor heat exchange control module, 413 air exchange heat exchange control module, 414 compressor control module, 42 box body, 421 feed liquor pipes, 422 drain pipes, 423 pencil connector, 43 temperature sensor.

Detailed Description

To make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that the embodiments and features of the embodiments in the present application may be arbitrarily combined with each other without conflict.

In the embodiments of the present application, one structure is connected to another structure in an on-off or on-off manner, which means that the two structures are connected and can be connected or disconnected. The two structures can be connected in an on-off manner, but not limited to: the pipelines are connected through a plurality of pipelines, control valves for controlling the on-off of the pipelines are arranged on the pipelines, or the pipelines can be directly connected through the control valves, and the types of the control valves can include but are not limited to stop valves, electronic expansion valves, three-way valves, four-way valves, five-way valves, eight-way valves, eleven-way valves or other types of valves (such as a combination of a plurality of valves).

As shown in fig. 5, an embodiment of the present application provides a thermal management system, including: a thermal management controller and a coolant heat exchange system.

The cooling liquid heat exchange system comprises a control valve assembly, a battery heat exchange flow path 11, a motor heat exchange flow path 12, a heat management controller heat exchange flow path and an automobile outer radiator flow path 15, wherein the battery heat exchange flow path, the motor heat exchange flow path, the heat management controller heat exchange flow path and the automobile outer radiator flow path are connected with the control valve assembly through pipelines. The heat exchange flow path of the heat management controller is set to dissipate heat of the heat management controller by using cooling liquid.

The thermal management system that this application embodiment provided, including coolant liquid heat transfer system. The cooling liquid heat exchange system flows cooling liquid such as antifreeze and cooling water, and heat transfer is realized by utilizing the flow of the cooling liquid in each component, so that the heat exchange function is realized.

In one example, as shown in fig. 5, the motor heat exchanging flow path 12 includes a first water pump 121, a motor heat exchanging part, and an electrically controlled heat exchanging part, which are arranged in series.

Therefore, the heat absorbed by the cooling liquid in the motor heat exchanging flow path 12 includes not only the heat generated by the motor operation but also the heat generated by the electric control component. The first water pump 121 may be used as a power source to drive the coolant to circulate.

In one example, as shown in fig. 5, the battery heat exchange flow path 11 includes a battery heat exchange portion that exchanges heat with the battery pack to heat or cool the battery. The battery heat exchange flow path 11 may further include a second water pump 16, and the second water pump 16 may also serve as a power source for driving the coolant to circulate. The battery heat exchange path 11 may further include a cooling fluid path of a plate heat exchanger, so that the battery may be indirectly heated or cooled by a cooling medium.

As shown in fig. 5, the vehicle exterior radiator passage 15 includes a vehicle exterior radiator 151, and the vehicle exterior radiator 151 can exchange heat with the vehicle exterior air. When the vehicle exterior radiator flow path 15 is communicated with the motor heat exchange flow path 12, the heat absorbed by the cooling liquid in the motor heat exchange flow path 12 can be dissipated to the external environment at the vehicle exterior radiator 151, and then the cooling effect is performed on the motor.

In an exemplary embodiment, the control valve assembly is configured to: the motor heat exchange flow path 12, the heat management controller heat exchange flow path and the battery heat exchange flow path 11 can be sequentially connected in series to form a waste heat recovery loop.

When the motor heat exchange flow path 12, the heat management controller heat exchange flow path and the motor heat exchange flow path 12 are sequentially connected in series to form a waste heat recovery flow path, the temperature of cooling liquid is increased after heat is absorbed in the motor heat exchange flow path 12, the cooling liquid enters the heat management controller heat exchange flow path, the temperature is further increased, then the cooling liquid enters the battery heat exchange flow path 11, the heat is recovered by the battery, the battery is heated and insulated, the cooling liquid enters the motor heat exchange flow path 12 again after the temperature is reduced, the cooling liquid enters the heat management controller heat exchange flow path after the temperature is increased, the temperature is further increased, then the cooling liquid enters the battery heat exchange flow path 11, the heat is recovered by the battery, the cooling liquid enters the motor heat exchange flow path 12 again after the temperature is reduced, and the operation is repeated. This is beneficial to fully utilizing the waste heat of the motor and the integrated thermal management controller 41.

Therefore, when the whole system needs heat recovery, the control valve assembly can be switched to the waste heat recovery loop for operating the cooling liquid heat exchange system, so that the heat of the motor heat exchange flow path 12 and the heat of the heat exchange flow path of the heat management controller can be recovered, the battery is heated and insulated, the waste heat utilization rate of the system is improved, and the energy consumption is further saved.

In an exemplary embodiment, as shown in fig. 2, the thermal management controller heat exchange flow path includes a coolant flow channel 131 provided in a box 42, the box 42 is used for accommodating the thermal management controller, and the box 42 is provided with wiring harness contacts electrically connected to the integrated thermal management controller 41. As shown in fig. 2, the box body 42 is provided with a liquid inlet pipe 421 and a liquid outlet pipe 422 which are communicated with the cooling liquid flow passage 131.

Thus, the box body 42 can protect the thermal management controller, and is convenient for the thermal management controller to be assembled on the whole vehicle, and is also convenient for the thermal management controller to be connected with the compressor body 31 and other components through the harness connection plug 423.

For example, the compressor body 31 and the integrated thermal management controller 41 are connected by a high-voltage power line, and the high-voltage power line is only required to be plugged into the harness connector 423, so that the assembly is convenient.

For the scheme that the conventional passenger car is separately provided with the thermal management controller and the compressor controller, the compressor controller is installed on the low-temperature side of the compressor body 31, and a heat dissipation device is not required to be additionally arranged. And the thermal management controller usually sets a heat dissipation fan for air-cooling heat dissipation.

In the passenger car thermal management controller 4 provided in the embodiment of the present application, the box body 42 of the integrated thermal management controller 41 is provided with the coolant flow channel 131, and coolant (such as cooling water) can enter the box body 42 through the liquid inlet pipe 421 to take away heat generated by the integrated thermal management controller 41 in the box body 42, and the coolant is discharged through the liquid outlet pipe 422, so that liquid cooling heat dissipation is realized. Compared with air-cooled heat dissipation, the liquid-cooled heat dissipation has higher heat dissipation efficiency, so that the heat dissipation efficiency is improved to meet the heat dissipation requirement of the integrated heat management controller 41, a heat dissipation fan can be optionally omitted, and the space occupied by the heat management system is further reduced to meet the limitation of the installation space of a passenger car.

In one exemplary embodiment, the case 42 is a metal piece.

The box body 42 is of a metal structure, so that the heat conductivity is better, and the heat dissipation efficiency is further improved.

In one example, inlet 421 and outlet 422 are located on opposite surfaces of box 42.

The liquid inlet pipe 421 and the liquid outlet pipe 422 are arranged on two surfaces of the box body 42 which are arranged oppositely, so that the length of the cooling liquid flow channel 131 is increased, and the heat dissipation efficiency is further improved.

In an exemplary embodiment, as shown in fig. 2, the passenger car thermal management controller 4 further comprises: and a temperature sensor 43 provided in the case 42.

The temperature sensor 43 can be used for detecting the temperature of the integrated thermal management controller 41 and the temperature of the liquid flowing through the integrated thermal management controller 41, so that the integrated thermal management controller 41 can be conveniently and timely cooled, and the integrated thermal management controller 41 can work within a proper temperature range.

In an exemplary embodiment, as shown in fig. 5, the thermal management controller heat exchange flow path further comprises: a first conduit 132 and a second conduit 133.

One end of the first pipeline 132 is connected to one end of the motor heat exchanging flow path 12 in a switchable manner through a control valve assembly, and the other end of the first pipeline 132 is communicated with one end of the cooling liquid flow path 131.

One end of the second pipe 133 is communicated with the other end of the cooling liquid flow passage 131, the other end of the second pipe 133 is connected to one end of the battery heat exchange flow passage 11 in an on-off manner through a control valve assembly, and the other end of the battery heat exchange flow passage 11 is connected to the other end of the motor heat exchange flow passage 12 in an on-off manner through a control valve assembly.

Therefore, the position of the thermal management controller is reasonably arranged as required, and the structure and the layout of the thermal management system are optimized.

In an exemplary embodiment, the control valve assembly is configured to: the thermal management controller heat exchange flow path can be connected in series with the vehicle exterior radiator flow path 15 to form a thermal management controller heat radiation loop.

When the heat exchange flow path of the heat management controller is connected in series with the flow path 15 of the heat radiator outside the vehicle, the heat in the heat exchange flow path of the heat management heat exchanger can be dissipated to the external environment at the heat radiator 151 outside the vehicle, and the heat dissipation effect is achieved for the heat management control of the passenger vehicle.

Therefore, when the whole system does not need heat recovery, the control valve assembly can be switched to enable the cooling liquid heat exchange system to operate the heat dissipation loop of the thermal management controller, and therefore heat in the flow path of the thermal management controller can be dissipated to the external environment.

The thermal management controller heat dissipation flow path may only include a thermal management controller heat exchange flow path and an external radiator flow path 15 connected in series, or may further include a motor heat exchange flow path 12 connected in series (that is, the motor heat exchange flow path 12, the thermal management controller heat exchange flow path, and the external radiator flow path 15 are sequentially connected in series), or may further include other flow paths.

In an exemplary embodiment, as shown in fig. 5, the thermal management system further includes a refrigerant heat exchange system, and the refrigerant heat exchange system includes: a compressor body 31, an interior condenser 32, an interior evaporator 33, a first exterior heat exchanger 34, a second exterior heat exchanger 35, and a throttle device.

A first end of the internal condenser 32 and a first end of the second external heat exchanger 35 are connected to the discharge port of the compressor body 31, and a second end of the internal condenser 32 and a second end of the second external heat exchanger 35 are connected to a first end of the throttle device.

A first end of the in-vehicle evaporator 33 and a first end of the first out-vehicle heat exchanger 34 are connected to the suction port of the compressor body 31 in an on-off manner, and a second end of the in-vehicle evaporator 33 and a second end of the first out-vehicle heat exchanger 34 are connected to a second end of the throttle device.

In other words, the first outdoor heat exchanger 34 corresponds to an outdoor evaporator, and the second outdoor heat exchanger 35 corresponds to an outdoor condenser.

In the scheme, the refrigerant, also called as a refrigerant, flows in the refrigerant heat exchange system, and heat transfer is realized by utilizing the flow of the refrigerant in each part, so that the heat exchange function is realized. The internal condenser 32 can heat the passenger compartment, and the internal evaporator 33 can cool the passenger compartment.

When the passenger compartment needs heating, the refrigerant heat exchange system can operate in a heating mode, and the compressor body 31, the internal condenser 32, the throttling device and the first external heat exchanger 34 are sequentially communicated to form a heating cycle. Therefore, the refrigerant discharged from the discharge port of the compressor body 31 flows through the interior condenser 32, the throttle device, and the first exterior heat exchanger 34 in this order, and then flows back to the compressor body 31. The heat in the internal condenser 32 is blown to the passenger compartment by the blower to heat the passenger compartment.

When the passenger compartment needs to be refrigerated, the refrigerant heat exchange system can operate in a refrigeration mode, and then the compressor body 31, the second outside-vehicle heat exchanger 35, the throttling device and the inside-vehicle evaporator 33 are sequentially communicated to form a refrigeration cycle. Therefore, the refrigerant discharged from the discharge port of the compressor body 31 flows through the second exterior heat exchanger 35, the throttle device, and the interior evaporator 33 in this order, and then flows back to the compressor body 31. The cold energy in the evaporator 33 in the vehicle is blown to the passenger compartment by the fan to refrigerate the passenger compartment.

In one example, as shown in fig. 5, the throttling device may include a first expansion valve 36 and a second expansion valve 37, the first expansion valve 36 being in series with the in-vehicle evaporator 33, the second expansion valve 37 being in series with the first out-of-vehicle heat exchanger 34. A first valve 38 is provided between the internal condenser 32 and the exhaust port of the compressor body 31, and a second valve 39 is provided between the second external heat exchanger 35 and the exhaust port of the compressor body 31.

When the refrigerant heat exchange system operates a heating cycle, the first valve 38 is opened, the second valve 39 is closed, the first expansion valve 36 is closed, and the second expansion valve 37 performs a throttling function. When the refrigerant heat exchange system operates the refrigeration cycle, the first valve 38 is closed, the second valve 39 is opened, the first expansion valve 36 performs a throttling function, and the second expansion valve 37 is closed.

In an exemplary embodiment, as shown in fig. 5, the first and second off-

board heat exchangers

34 and 35 are liquid-to-liquid heat exchangers, and the liquid-to-liquid heat exchangers include a refrigerant flow path and a coolant flow path.

A first end of the refrigerant flow path of the first outdoor heat exchanger 34 is connected to the suction port of the compressor body 31 in an on-off manner, and a second end of the refrigerant flow path of the first outdoor heat exchanger 34 is connected to a second end of the throttle device.

A first end of the refrigerant flow path of the second outside-vehicle heat exchanger 35 is connected to the discharge port of the compressor body 31 in an on-off manner, and a second end of the refrigerant flow path of the second outside-vehicle heat exchanger 35 is connected to a first end of the throttle device.

The coolant heat exchange system further comprises a coolant flow path of the first external heat exchanger 34 and a coolant flow path of the second external heat exchanger 35.

In this scheme, the first vehicle exterior heat exchanger 34 and the second vehicle exterior heat exchanger 35 are both liquid-liquid heat exchangers, such as plate heat exchangers, which include both a refrigerant flow path and a coolant flow path, where the refrigerant flow path belongs to a refrigerant heat exchange system and the coolant flow path belongs to a coolant heat exchange system. In this way, the thermal management system is more complex, more thermal management modes can be realized, heat exchange between the refrigerant and the coolant can be realized by the first off-vehicle heat exchanger 34 and the second off-vehicle heat exchanger 35, and further, the refrigerant can be used for indirectly cooling or heating components such as the battery and the motor.

In one example, as shown in fig. 5, a second water pump 16 is further connected in series to the coolant flow path of the first external heat exchanger 34, and a water tank 17 is further connected in series to the coolant flow path of the second external heat exchanger 35.

In an exemplary embodiment, the coolant flow path of the first off-board heat exchanger 34 is switchably connected to the battery heat exchange flow path 11 via a control valve assembly. The vehicle exterior radiator flow path 15 is connected to the motor heat exchange flow path 12 in an openable/closable manner via a control valve assembly.

When the coolant flow path of the first external heat exchanger 34 is communicated with the battery heat exchange flow path 11 and the first external heat exchanger 34 operates as an external evaporator, the coolant flow path in the first external heat exchanger 34 can absorb heat in the coolant flow path, thereby cooling the battery.

When the vehicle exterior radiator flow path 15 is communicated with the motor heat exchange flow path 12, the heat absorbed by the cooling liquid in the motor heat exchange flow path 12 can be dissipated to the external environment at the vehicle exterior radiator 151, and then the cooling effect is performed on the motor.

In an exemplary embodiment, as shown in fig. 5 and 6, the control valve assembly includes: the main control valve 23 includes a main control valve 231, a second valve port 232, a third valve port 233, a fourth valve port 234, a fifth valve port 235, a sixth valve port 236, a seventh valve port 237, an eighth valve port 238, a ninth valve port 239, a tenth valve port 240, and an eleventh valve port 241.

The main control valve 231 and the second valve port 232 communicate with both ends of the battery heat exchange flow path 11, respectively.

The third valve port 233 and the fourth valve port 234 communicate with both ends of the motor heat exchange flow path 12, respectively.

The fifth port 235 and the sixth port 236 communicate with both ends of the coolant flow path of the second exterior heat exchanger 35, respectively.

The seventh port 237 and the eighth port 238 communicate with both ends of the coolant flow path of the first outdoor heat exchanger 34, respectively.

The ninth port 239 communicates with one end of the vehicle exterior radiator flow path 15, and the other end of the vehicle exterior radiator flow path 15 communicates with the fifth port 235 and one end of the coolant flow path of the second exterior heat exchanger 35.

The tenth valve port 240 and the eleventh valve port 241 are respectively communicated with two ends of a heat exchange flow path of the thermal management controller.

In one example, the second port 232 is in open-close communication with the eleventh port 241, the fourth port 234 is in open-close communication with the tenth port 240, the fifth port 235 is in open-close communication with the ninth port 239, the main control valve 231 is in open-close communication with the third port 233, the tenth port 240 is in open-close communication with the ninth port 239, and the fifth port 235 is in open-close communication with the eleventh port 241.

Thus, when the waste heat recovery circuit is operated in the coolant heat exchange system, the second port 232 is communicated with the eleventh port 241, the fourth port 234 is communicated with the tenth port 240, and the main control valve 231 is communicated with the third port 233. The flow direction of the cooling liquid is as follows: the first water pump 121, the electric control, the motor, the fourth port 234, the tenth port 240, the first pipeline 132, the coolant channel 131, the second pipeline 133, the eleventh port 241, the second port 232, the battery, the main control valve 231, the third port 233, and the first water pump 121. The cooling liquid absorbs heat in the motor, the electric control unit, the heat management controller and other components, the motor, the electric control unit, the heat management controller and other components are cooled, and the heated cooling liquid enters the battery heat exchange flow path 11 to heat the battery. Meanwhile, the cooled coolant flows into the box 42 of the electric control, motor and thermal management controller again, and absorbs heat in the electric control, motor and thermal management controller. Therefore, the waste heat of the motor, the electric control, the thermal management controller and other components is utilized to heat the battery, and the waste heat is fully utilized.

In one example, the eleventh valve port 241 is in open-close communication with the ninth valve port 239, and the tenth valve port 240 is in open-close communication with the fifth valve port 235.

Thus, when the thermal management controller cooling loop is operated by the coolant heat exchanging system, the eleventh valve port 241 is communicated with the ninth valve port 239, and the tenth valve port 240 is communicated with the fifth valve port 235. The flow direction of the cooling liquid is as follows: the radiator 151 outside the vehicle, the fifth port 235, the tenth port 240, the first pipe 132, the coolant flow channel 131, the second pipe 133, the eleventh port 241, the ninth port 239, and the radiator 151 outside the vehicle. In this way, heat generated by the thermal management controller may be dissipated to the ambient environment at the offboard radiator 151.

In another example, the ninth port 239 may be in open-close communication with the third port 233, the fourth port 234 may be in open-close communication with the tenth port 240, and the eleventh port 241 may be in open-close communication with the sixth port 236.

Thus, when the thermal management controller heat dissipation loop is operated by the coolant heat exchange system, the ninth port 239 is in communication with the third port 233, the fourth port 234 is in communication with the tenth port 240, and the eleventh port 241 is in communication with the sixth port 236. The flow direction of the cooling liquid is as follows: the radiator 151 outside the vehicle, the ninth port 239, the third port 233, the first water pump 121, the electronic control, the motor, the fourth port 234, the tenth port 240, the first pipeline 132, the coolant channel 131, the second pipeline 133, the eleventh port 241, the sixth port 236, the second heat exchanger outside the vehicle 35, the water tank 17, and the heat exchanger outside the vehicle. Thus, the heat generated by the thermal management controller, the motor and the electronic control unit can be dissipated to the external environment at the external radiator 151.

In an exemplary embodiment, the thermal management system further comprises: and the temperature detection device is used for detecting the temperature of the motor and the liquid flowing through, the temperature of the battery and the liquid flowing through, and the temperature of the thermal management controller and the liquid flowing through.

The thermal management controller is electrically connected with the temperature detection device and the control valve assembly and is arranged to regulate and control the control valve assembly according to the detection result of the temperature detection device.

Therefore, the heat exchange requirements of all parts can be judged conveniently according to the temperatures of the battery, the motor and the passenger car heat management controller 4, the control valve assembly is regulated and controlled, and a proper working mode is selected.

Such as: when the temperature of the passenger car heat management controller 4 and the motor is high and the temperature of the battery is low, the heat management controller can regulate and control the control valve assembly, so that the cooling liquid heat exchange system operates the waste heat recovery loop. When the temperature of the battery is proper and the temperature of the passenger car heat management controller 4 is high, the heat management controller can regulate and control the control valve assembly, so that the cooling liquid heat exchange system can operate a heat dissipation flow path of the heat management controller.

In an exemplary embodiment, the thermal management controller is adapted for use in a passenger car thermal management controller 4. As shown in fig. 1, the passenger car thermal management controller 4 includes: an integrated thermal management controller 41. The integrated thermal management controller 41 comprises a circuit board, and a main chip, a power component and a protection circuit which are arranged on the circuit board, wherein the main chip comprises a battery heat exchange control module 411, a motor heat exchange control module 412, an air conditioner heat exchange control module 413 and a compressor control module 414.

The passenger car thermal management controller 4 provided in this embodiment includes an integrated thermal management controller 41, and the integrated thermal management controller 41 includes a circuit board, and a main chip, a power device, and a protection circuit that are disposed on the circuit board. The main chip plays a role in storing and outputting data. The power component functions to drive components such as the compressor body 31. The protection circuit plays a role in limiting current and voltage of current and voltage in the circuit.

Because the main chip comprises the battery heat exchange control module 411, the motor heat exchange control module 412, the Air conditioner heat exchange control module 413 (i.e. the HVAC control module) and the compressor control module 414, the passenger car heat management controller 4 can control the battery heat exchange flow path 11, the motor heat exchange flow path 12, the Air conditioner heat exchange flow path (english abbreviation of HVAC, ventilation and Air Conditioning is used for Heating Ventilation and Air Conditioning) and the compressor body 31, and realizes the centralized control of the passenger car heat management controller 4.

The main structure of the compressor body 31 is a compressor pump body, the structural difference of the compressor pump body is not great, but the structural difference of the compressor controller is large, the generalization degree is poor, the compressor has various specifications due to the adjustment of electrical parameters, and the independent development cost is high. Compared with a scheme (shown in fig. 3) that two controllers of a thermal management controller and a compressor controller are separately arranged on a conventional passenger car, the scheme is equivalent to integrating the thermal management controller and the compressor controller into an integrated controller (shown in fig. 4), so that a long signal connection wire harness between the two conventional controllers can be omitted; the centralized control of the whole thermal management system is realized, and the control mode and the failure risk are reduced; and only the compressor body 31 needs to be replaced when the compressor body 31 is damaged, and the compressor controller does not need to be replaced, so that the maintenance cost when the compressor body 31 is damaged can be saved.

In addition, for the scheme that the conventional passenger car is separately provided with the thermal management controller and the compressor controller, the thermal management controller and the compressor controller both need to have power components, a main chip and a protection circuit, the main chip of the thermal management controller comprises a battery heat exchange control module 411, a motor heat exchange control module 412 and an air conditioner heat exchange control module 413, and the main chip of the compressor controller comprises a compressor control module 414. According to the scheme, the two controllers are combined into one controller, so that one set of power components, a main chip and a protection circuit can be omitted, only one controller needs to be designed, the development cost can be effectively reduced, and the space occupied by the passenger car heat management controller 4 is reduced.

For the integrated thermal management controller 41, improvement can be performed on the basis of the original thermal management controller, so that the main chip includes the battery heat exchange control module 411, the motor heat exchange control module 412, the air conditioner heat exchange control module 413, and the compressor control module 414, and thus the integrated thermal management controller 41 can realize centralized control over the battery heat exchange flow path 11, the motor heat exchange flow path 12, the air conditioner heat exchange flow path, and the compressor body 31. As for the power component, it is mainly necessary to see whether the allowance of the power component of the original thermal management controller is sufficient, and in general, on the basis of the power component of the original compressor controller, the power component is reduced by about half and then added to the original thermal management controller, so as to obtain the power component of the integrated thermal management controller 41. In the selection of other components (such as components of the protection circuit), the parameter range is partially increased to satisfy the influence of the increase of the voltage and the current caused by the increase of the control component (compared with the original thermal management controller, the control component increases the compressor body 31).

As can be seen from comparison between fig. 3 and fig. 4, this is equivalent to integrating part of the structure (such as power devices IGBT, capacitance, inductance, etc.) of the original compressor controller into the original thermal management controller, so as to obtain a new integrated thermal management controller 41, which can share the main chip, the protection circuit and a part of the power devices, so that the integrated thermal management controller 41 only increases the volume in a small scale compared with the original thermal management controller, and the space occupied by the compressor is reduced (the space occupied by the original compressor controller is saved), so that the overall occupied space of the entire thermal management system is reduced, and the requirement of the installation space of a passenger car can be met.

The battery heat exchange control module 411 is electrically connected to an electric control component in the battery heat exchange flow path 11, and is configured to control the battery heat exchange flow path 11. The motor heat exchange module is electrically connected with an electric control component in the motor heat exchange flow path 12 and is arranged to control the motor heat exchange flow path 12. The air-conditioning heat exchange control module 413 is electrically connected with an electric control component in the air-conditioning heat exchange flow path and is configured to control the air-conditioning heat exchange flow path. The compressor control module 414 is electrically connected to the compressor body 31 to control the compressor body 31.

The refrigerant heat exchange system comprises a compressor body 31 and an air conditioner heat exchange flow path, wherein the compressor body 31 is provided with an air inlet and an air outlet. The air conditioning heat exchange flow path communicates with the air inlet and the air outlet of the compressor body 31. The air conditioner heat exchange flow path comprises components such as an internal heat exchanger (such as a passenger compartment evaporator and a passenger compartment condenser), an external heat exchanger (such as an external evaporator and an external condenser), a throttling device (such as an expansion valve) and the like. The electric control components in the air conditioner heat exchange flow path include, but are not limited to, an in-vehicle heat exchanger, an out-vehicle heat exchanger, a throttling device and the like.

The electric control components in the motor heat exchange flow path 12 include, but are not limited to, the first water pump 121, a motor heat exchange portion, an electric control heat exchange portion, and the like.

The electric control components of the battery heat exchange flow path 11 include, but are not limited to, a battery heat exchange portion, the second water pump 16, a plate heat exchanger, and the like.

The battery heat exchange control module 411 controls the battery heat exchange flow path 11, and specifically may control the on/off, flow rate, coolant temperature, and other working information of the battery heat exchange flow path 11 by controlling components such as the control valve assembly, the second water pump 16, and the plate heat exchanger, so as to meet the heat exchange requirement of the battery by using the coolant.

The motor heat exchange control module 412 controls the motor heat exchange flow path 12, and specifically may control the on/off, flow rate, and coolant temperature of the motor heat exchange flow path 12 by controlling components such as the control valve assembly, the first water pump 121, and the external radiator 151, so as to meet heat exchange requirements of the motor and the electronic control component by using the coolant.

The compressor control module 414 can control the rotation speed, current, voltage and signal of the compressor body 31, and the air-conditioning heat exchange flow path is controlled by the air-conditioning heat exchange control module 413, specifically, the working mode of the refrigerant heat exchange system can be controlled by controlling the components such as the vehicle-interior heat exchanger, the vehicle-exterior heat exchanger and the throttling device, so as to meet the heat exchange requirements of the passenger compartment and the like by using the refrigerant.

In some embodiments, the main chip also includes an electronic fan control module, so that the integrated thermal management controller 41 can also centrally control the electronic fans, as shown in FIG. 4.

The embodiment of the present application further provides a vehicle, which includes the thermal management system according to any one of the above embodiments, so that all the advantages of any one of the above embodiments are achieved, and details are not repeated herein.

In one example, the vehicle is a passenger car.

In the description of the present invention, it should be noted that the terms "upper", "lower", "one side", "the other side", "one end", "the other end", "side", "opposite", "four corners", "periphery", "mouth" word structure "and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplification of the description, but do not indicate or imply that the structure referred to has a specific orientation, is constructed and operated in a specific orientation, and thus, is not to be construed as limiting the present invention.

In the description of the embodiments of the present invention, unless otherwise explicitly specified or limited, the terms "connected," "directly connected," "indirectly connected," "fixedly connected," "mounted," and "mounted" are to be construed broadly, e.g., as being fixedly connected, detachably connected, or integrally connected; the terms "mounted," "connected," and "fixedly connected" may be directly connected or indirectly connected through intervening media, or may be connected through two elements. The specific meaning of the above terms in the present invention can be understood as a specific case by those skilled in the art.

Although the embodiments of the present invention have been described above, the description is only for the convenience of understanding the present invention, and the present invention is not limited thereto. Any modifications and variations in form and detail of the present invention may be made by those skilled in the art without departing from the spirit and scope of the present invention, but it is still intended to cover in the appended claims all such modifications and variations as fall within the true spirit and scope of the invention.

Claims

1. A thermal management system, comprising:

a thermal management controller; and

the cooling liquid heat exchange system comprises a control valve assembly, and a battery heat exchange flow path, a motor heat exchange flow path, a heat management controller heat exchange flow path and an automobile exterior radiator flow path which are connected with the control valve assembly through pipelines, wherein the heat management controller heat exchange flow path is set to utilize cooling liquid to dissipate heat of the heat management controller.

2. The thermal management system of claim 1,

the control valve assembly is configured to: the motor heat exchange flow path, the heat management controller heat exchange flow path and the battery heat exchange flow path can be sequentially connected in series to form a waste heat recovery loop.

3. The thermal management system of claim 2, wherein the thermal management controller heat exchange flow path comprises a coolant flow path in a box for receiving the thermal management controller, and wherein the box is provided with harness contacts electrically connected to the thermal management controller.

4. The thermal management system of claim 3, wherein the thermal management controller heat exchange flow path further comprises:

one end of the first pipeline is in on-off connection with one end of the motor heat exchange flow path through the control valve assembly, and the other end of the first pipeline is communicated with one end of the cooling liquid flow path;

one end of the second pipeline is communicated with the other end of the cooling liquid flow channel, the other end of the second pipeline is in on-off connection with one end of the battery heat exchange flow channel through the control valve assembly, and the other end of the battery heat exchange flow channel is in on-off connection with the other end of the motor heat exchange flow channel through the control valve assembly.

5. The thermal management system of any of claims 1 to 4,

the control valve assembly is configured to: the heat exchange flow path of the thermal management controller can be connected with the flow path of the radiator outside the automobile in series to form a heat dissipation loop of the thermal management controller.

6. The thermal management system of any of claims 1-4, further comprising a refrigerant heat exchange system, the refrigerant heat exchange system comprising: the system comprises a compressor body, an internal condenser, an internal evaporator, a first external heat exchanger, a second external heat exchanger and a throttling device;

a first end of the internal condenser and a first end of the second external heat exchanger are in on-off connection with an exhaust port of the compressor body, and a second end of the internal condenser and a second end of the second external heat exchanger are connected with a first end of the throttling device;

the first end of the in-vehicle evaporator and the first end of the first out-vehicle heat exchanger are connected with the air suction port of the compressor body in a switching mode, and the second end of the in-vehicle evaporator and the second end of the first out-vehicle heat exchanger are connected with the second end of the throttling device.

7. The thermal management system of claim 6,

the first vehicle-exterior heat exchanger and the second vehicle-exterior heat exchanger are liquid-liquid heat exchangers, and each liquid-liquid heat exchanger comprises a refrigerant flow path and a cooling liquid flow path;

the first end of the refrigerant flow path of the first off-board heat exchanger is connected with the air suction port of the compressor body in an on-off manner, and the second end of the refrigerant flow path of the first off-board heat exchanger is connected with the second end of the throttling device;

the first end of the refrigerant flow path of the second off-vehicle heat exchanger is connected with the air outlet of the compressor body in an on-off manner, and the second end of the refrigerant flow path of the second off-vehicle heat exchanger is connected with the first end of the throttling device;

the coolant heat exchange system further includes a coolant flow path of the first off-board heat exchanger and a coolant flow path of the second off-board heat exchanger.

8. The thermal management system of claim 7, wherein the control valve assembly comprises:

the main control valve comprises a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, a sixth valve port, a seventh valve port, an eighth valve port, a ninth valve port, a tenth valve port and an eleventh valve port;

the first valve port and the second valve port are respectively communicated with two ends of the battery heat exchange flow path;

the third valve port and the fourth valve port are respectively communicated with two ends of the motor heat exchange flow path;

the fifth valve port and the sixth valve port are respectively communicated with two ends of a cooling liquid flow path of the second exterior heat exchanger;

the seventh valve port and the eighth valve port are respectively communicated with two ends of a cooling liquid flow path of the first outdoor heat exchanger;

the ninth valve port communicates with one end of the vehicle exterior radiator flow path, and the other end of the vehicle exterior radiator flow path communicates with the fifth valve port and one end of the coolant flow path of the second vehicle exterior radiator;

the tenth valve port and the eleventh valve port are respectively communicated with two ends of a heat exchange flow path of the heat management controller.

9. The thermal management system of any of claims 1-4, further comprising:

the temperature detection device is used for detecting the temperature of the motor and the liquid flowing through, the temperature of the battery and the liquid flowing through, and the temperature of the thermal management controller and the liquid flowing through;

10. A vehicle comprising a thermal management system according to any of claims 1 to 9.