Thermal management system and vehicle

Abstract

A kind of heat management system and vehicle, for reducing the heating cost of vehicle, and reduce the volume of heat management system.The heat management system includes: first conversion module, the alternating current of external power output is converted to voltage, and the alternating current after voltage conversion is output;Second conversion module, the alternating current of first conversion module output is converted to direct current, and direct current is used to charge power battery in vehicle, or the direct current of power battery output is converted to alternating current and is output;Heating module, receive the alternating current of first conversion module or second conversion module output, and heat using received alternating current;Heat exchange device, heat exchange device includes circulating state liquid refrigerant in, heat exchange device is used to heat exchange based on the liquid refrigerant of circulating device and power battery, and heat exchange based on the liquid refrigerant of circulating state and heating module.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a thermal management system and a vehicle. Background Technology

[0002] The thermal management system is a crucial system in a vehicle. It typically provides heating or cooling for the vehicle's battery, passenger compartment, and other components. Thermal management systems generally employ positive temperature coefficient (PTC) thermistors or heat pumps for heating.

[0003] When using PTC thermistors for heating, the thermal management system includes at least two PTC thermistors, PTC1 and PTC2. Each PTC1 and PTC2 is equipped with a power supply circuit, which can be composed of switching devices. By controlling the switching devices to be in an on or off state, the voltage on the vehicle's power battery is converted into the operating voltage of PTC1 or PTC2, enabling PTC1 or PTC2 to heat the medium in the heating pipes and thus heat the power battery or passenger compartment through the heating pipes. Existing PTC thermistor heating methods require a large number of components, have low heating efficiency, and are difficult to meet the requirements for increased vehicle integration. Summary of the Invention

[0004] This application provides a thermal management system and a vehicle for reducing vehicle heating costs and reducing the size of the thermal management system to meet vehicle integration requirements.

[0005] In a first aspect, embodiments of this application provide a thermal management system applied to a vehicle. The thermal management system includes: a first conversion module for converting the voltage of AC power output from an external power source and outputting the converted AC power; a second conversion module for converting the AC power output from the first conversion module into DC power and charging the vehicle's power battery based on the DC power, or converting the DC power output from the power battery into AC power and outputting it; a heating module for receiving the AC power output from the first or second conversion module and using the received AC power for heating; and a heat exchange device including a circulating liquid refrigerant, which can exchange heat with the power battery based on the circulating liquid refrigerant and with the heating module based on the circulating liquid refrigerant.

[0006] The thermal management system provided in this application embodiment comprises a first conversion module and a second conversion module forming an on-board charger, and charges the power battery through the heat exchange operation of the heat exchange device. That is, this application can use some components of the on-board charger as the power supply circuit of the heating module, thereby reducing the number of components in the thermal management system, as well as reducing the size and heating cost of the thermal management system.

[0007] In one possible design, the thermal management system further includes a controller. This controller can control the first conversion module to convert the AC power output from an external power source, and control the second conversion module to convert the AC power output from the first conversion module into DC power. The controller can also control the second conversion module to convert the DC power output from the power battery into AC power and output it, and control the heating module to receive the AC power output from either the first or second conversion module and generate heat.

[0008] The thermal management system provided in this application embodiment can utilize the controller in the on-board charger as the controller for the heating module, thereby helping to further reduce the number of components in the thermal management system, as well as reduce the size and heating cost of the thermal management system.

[0009] In one possible design, the heat exchange device includes: a first refrigerant pipe, a water pump, and a heat exchange module. The water pump is connected in series with the first refrigerant pipe to drive the liquid refrigerant in the first refrigerant pipe to circulate within it. The heat exchange module includes a first heat exchange component and a second heat exchange component connected in series with the first refrigerant pipe. The first heat exchange component can exchange heat with the power battery based on the liquid refrigerant in the first refrigerant pipe; the second heat exchange component can exchange heat with the heating module based on the liquid refrigerant in the first refrigerant pipe.

[0010] The thermal management system provided in this application embodiment allows the heat exchange device to exchange heat with the heating module that reuses the power supply circuit when the power battery needs to be heated. The heat generated by the heating module is used to heat the power battery through the circulation of liquid refrigerant in the first refrigerant pipe.

[0011] In one possible design, the second heat exchange component can also exchange heat with the first and second conversion modules based on the liquid refrigerant in the first refrigerant pipe.

[0012] The thermal management system provided in this application embodiment utilizes the heat generated during the operation of the on-board charger and the heat generated by the heating module to heat the power battery simultaneously, which is beneficial to further improve the heating efficiency of the thermal management system.

[0013] In one possible design, the vehicle includes a first drive motor, and the second heat exchange assembly can also exchange heat with the first drive motor based on the liquid refrigerant in the first refrigerant pipeline. With this design, when the power battery needs heating, the heat generated by the first drive motor during vehicle operation can be exchanged with the liquid refrigerant to obtain high-temperature liquid refrigerant. Under the action of a water pump and valves on the first refrigerant pipeline, the high-temperature liquid refrigerant is transferred to the first heat exchange assembly, thereby heating the power battery, avoiding heat waste, and improving the heating efficiency of the thermal management system.

[0014] In one possible design, the vehicle also includes a second drive motor, and the second heat exchange component can exchange heat with the second drive motor based on the liquid refrigerant in the first refrigerant pipeline. With this design, when the power battery needs heating, the heat generated by the second drive motor during vehicle operation can be exchanged with the liquid refrigerant to obtain high-temperature liquid refrigerant. Under the action of a water pump and valves on the first refrigerant pipeline, the high-temperature liquid refrigerant is transferred to the first heat exchange component, thereby heating the power battery, avoiding heat waste, and improving the heating efficiency of the thermal management system.

[0015] In one possible design, the vehicle can be a hybrid vehicle, also including a generator. The second heat exchange component can exchange heat with the generator based on the liquid refrigerant within the first refrigerant pipeline. With this design, when the vehicle's range is insufficient, the generator starts operating. When the power battery needs heating, the heat generated during generator operation can be exchanged with the liquid refrigerant to obtain high-temperature liquid refrigerant. Under the action of a water pump and valves on the first refrigerant pipeline, the high-temperature liquid refrigerant is transferred to the first heat exchange component, thereby heating the power battery, avoiding heat waste, and improving the heating efficiency of the thermal management system.

[0016] In one possible design, the first refrigerant conduit includes: a switching valve assembly, a first conduit, a second conduit, a third conduit, a fourth conduit, a fifth conduit, and a first radiator.

[0017] The switching valve assembly includes a first interface, a second interface, a third interface, a fourth interface, and a fifth interface. When the switching valve assembly is in the first state, the first interface is connected to the fourth interface, the second interface is connected to the third interface, and the fifth interface is disconnected. When the switching valve assembly is in the second state, the first interface is connected to the second interface, the third interface is connected to the fifth interface, and the fourth interface is disconnected. The first port of the first pipe is connected to the first interface of the switching valve assembly, and the second port of the first pipe is connected to the inlet of the first heat exchange component. The first port of the second pipe is connected to the outlet of the first heat exchange component, and the second port of the second pipe is connected to the second interface of the switching valve assembly. The first interface of the third pipe is connected to the third interface of the switching valve assembly, and each second heat exchange component is connected in series in the third pipe. The first port of the fourth pipe is connected to the second port of the third pipe, and the second port of the fourth pipe is connected to the fourth interface of the switching valve assembly. The first port of the fifth pipe is connected to the second port of the third pipe, and the second port of the fifth pipe is connected to the fifth interface of the switching valve assembly. A first radiator is connected in series on the fifth pipe.

[0018] In one possible design, the switching valve assembly includes a first four-way valve and a first three-way valve.

[0019] Wherein, the first opening of the first four-way valve is the first interface of the switching valve group, the second opening of the first four-way valve is the second interface of the switching valve group, the third opening of the first four-way valve is the third interface of the switching valve group, and the fourth opening of the first four-way valve is connected to the third opening of the first three-way valve; the first opening of the first three-way valve is the fourth interface of the switching valve group, and the second opening of the first three-way valve is the fifth interface of the switching valve group.

[0020] In one possible design, the thermal management system further includes: a passenger compartment heat exchange duct, and the passenger compartment heat exchange duct contains a heat exchange medium. A third heat exchange component is installed between the passenger compartment heat exchange duct and the first refrigerant duct. The third heat exchange component can exchange heat with the power battery based on the liquid refrigerant in the first refrigerant duct, and can also exchange heat with the passenger compartment heat exchange duct based on the heat exchange medium. With the above design, the passenger compartment heat exchange duct is generally equipped with an air conditioner, which generates refrigerant gas for heat exchange. When the power battery temperature is too high, the third heat exchange component, the refrigerant medium, and the refrigerant gas can be used to transfer the heat from the power battery to the passenger compartment heat exchange duct, thereby cooling the power battery. At the same time, the passenger compartment duct can use this heat to heat the passenger compartment.

[0021] In one possible design, the thermal management system also includes a first switching valve connected in series with a third heat exchange component. When the switching valve group is in a first state, the first switching valve is closed; when the switching valve group is in a second state, the first switching valve is open. With this design, the system determines whether the power battery is in a heating or cooling state based on the temperature of the power battery inside the vehicle and its surrounding environment. The control of the power battery's cooling state can be achieved by controlling the state of the first switching valve.

[0022] In one possible design, a fourth heat exchange component is installed between the crew compartment heat exchange pipe and the first refrigerant pipe. This fourth heat exchange component can exchange heat with the second heat exchange component based on the liquid refrigerant in the first refrigerant pipe, and also with the crew compartment heat exchange pipe based on the heat exchange medium. With this design, when the heat generated by the crew compartment heat exchange pipe is insufficient to meet the heating requirements of the crew compartment, the heat from the components exchanging heat with the second heat exchange component can be used by the fourth heat exchange component to supplement the heat for the crew compartment.

[0023] Secondly, embodiments of this application also provide a vehicle that includes a power battery and any of the thermal management systems that could be designed in the first aspect, thereby utilizing the heat generated by any of the thermal management systems that could be designed in the first aspect to heat the power battery inside the vehicle. Attached Figure Description

[0024] Figure 1 A schematic diagram of the structure of a vehicle provided in an embodiment of this application;

[0025] Figure 2 A schematic diagram of the power supply architecture for a heating circuit provided in an embodiment of this application;

[0026] Figure 3 A schematic diagram of the structure of a thermal management system provided in this application embodiment. Figure 1 ;

[0027] Figure 4 This is a schematic diagram of the structure of a heating module provided in an embodiment of this application;

[0028] Figure 5 A schematic diagram of the structure of a thermal management system provided in this application embodiment. Figure 2 ;

[0029] Figure 6 A connection diagram of a heating module, a first conversion module, and a second conversion module is provided for an embodiment of this application;

[0030] Figure 7 A power supply diagram for a heating module provided in an embodiment of this application. Figure 1 ;

[0031] Figure 8A power supply diagram for a heating module provided in an embodiment of this application. Figure 2 ;

[0032] Figure 9 A schematic diagram of the structure of a heat exchange device provided in this application embodiment. Figure 1 ;

[0033] Figure 10 A schematic diagram of the structure of a heat exchange device provided in this application embodiment. Figure 2 ;

[0034] Figure 11 A schematic diagram of the structure of a heat exchange device provided in this application embodiment. Figure 3 ;

[0035] Figure 12 A schematic diagram of the structure of a heat exchange device provided in this application embodiment. Figure 4 ;

[0036] Figure 13 A schematic diagram of the structure of a heat exchange device provided in this application embodiment. Figure 5 ;

[0037] Figure 14 This is a schematic diagram of the structure of a first refrigerant pipe provided in an embodiment of this application;

[0038] Figure 15 A schematic diagram of the flow direction of a liquid refrigerant provided in an embodiment of this application. Figure 1 ;

[0039] Figure 16 A schematic diagram of the flow direction of a liquid refrigerant provided in an embodiment of this application. Figure 2 ;

[0040] Figure 17 This is a schematic diagram of a switching valve assembly provided in an embodiment of this application;

[0041] Figure 18 A schematic diagram of the structure of a thermal management system provided in this application embodiment. Figure 3 ;

[0042] Figure 19 A schematic diagram of the structure of a thermal management system provided in this application embodiment. Figure 4 . Detailed Implementation

[0043] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the embodiments of this application will be described in detail below with reference to the accompanying drawings. The terminology used in the implementation section of this application is only used to explain specific embodiments of this application and is not intended to limit this application. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0044] It should be noted that in the description of this application, "at least one" refers to one or more, where "multiple" refers to two or more. Therefore, in the embodiments of this invention, "multiple" can also be understood as "at least two". "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. Additionally, the character " / ", unless otherwise specified, generally indicates that the preceding and following related objects have an "or" relationship. Furthermore, it should be understood that in the description of this application, terms such as "first" and "second" are used only for descriptive purposes and should not be construed as indicating or implying relative importance or order.

[0045] It should be noted that in the embodiments of this application, "connection" can be understood as an electrical connection. The connection between two electrical components can be a direct or indirect connection between the two electrical components. For example, the connection between A and B can be a direct connection between A and B, or an indirect connection between A and B through one or more other electrical components. In short, the connection between A and B enables the transmission of electrical energy between A and B. In some scenarios, the "connection" in the embodiments of this application can also be understood as a wireless connection, that is, the connection between two electrical components can be an electromagnetic connection.

[0046] It should be noted that the switching devices in the embodiments of this application can be one or more of various types of switching devices, such as relays, metal oxide semiconductor field-effect transistors (MOSFETs), bipolar junction transistors (BJTs), insulated gate bipolar transistors (IGBTs), gallium nitride field-effect transistors (GaN), and silicon carbide (SiC) power transistors. These will not be listed individually in the embodiments of this application. Each switching device can include a first electrode, a second electrode, and a control electrode, wherein the control electrode is used to control the closing or opening of the switching device. When the switching device is closed, current can be transmitted between the first electrode and the second electrode; when the switching device is open, current cannot be transmitted between the first electrode and the second electrode. Taking a MOSFET as an example, the control electrode of the switching device is the gate, the first electrode of the switching device can be the source of the switching device, and the second electrode can be the drain of the switching device; alternatively, the first electrode can be the drain of the switching device, and the second electrode can be the source of the switching device.

[0047] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. The thermal management system provided in this application is applied to devices that use batteries as the power supply for motors and controls the temperature of the power supply. Such devices include, but are not limited to, vehicles, robots, industrial equipment, and smart factory equipment. The vehicles provided in this application may include one or more different types of transport vehicles or movable objects that operate or move on land (e.g., highways, roads, railways, etc.), water surface (e.g., waterways, rivers, oceans, etc.), or space. For example, vehicles may include vehicles, bicycles, motorcycles, trains, subways, airplanes, ships, aircraft, or other types of transport vehicles or movable objects.

[0048] The following uses vehicles as an example of transportation means. The vehicles provided in the embodiments of this application can be pure electric vehicles (pure EV / battery EV), hybrid electric vehicles (HEV), range-extended electric vehicles (REEV), plug-in hybrid electric vehicles (PHEV), or other new energy vehicles (NEV).

[0049] In a specific application scenario, the aforementioned battery can be used in vehicles as their power battery. Figure 1 An exemplary schematic diagram of a vehicle system structure is shown. (Refer to...) Figure 1 As shown, the vehicle mainly includes an on-board charger (OBC) 11, at least one low-voltage load module 12, a power battery module 13, a power system 14, wheels 15, and an auxiliary battery 16.

[0050] The power battery module 13 may include a power battery and a battery management system. The battery management system may include a battery management unit that manages the power battery. The battery management system may also include a battery detection unit that can detect whether the power battery has malfunctioned. The power battery may be a high-capacity, high-power storage battery.

[0051] The power battery can be a secondary power source. Secondary batteries include, but are not limited to, lithium-ion batteries, sodium-ion batteries, potassium-ion batteries, magnesium-ion batteries, calcium-ion batteries, air batteries, lead-acid batteries, and nickel-cadmium batteries. This application does not limit the specific type of secondary battery; any battery capable of charging and discharging is acceptable.

[0052] The power system 14 generally includes gears, bearings, a differential, one or more motors, etc. When the vehicle is in motion, the power battery can supply power to the power system 14. The motor in the power system 14 converts the received electrical energy into mechanical energy, and drives the wheels 15 of the vehicle 10 to rotate through the gears, bearings and differential, thereby realizing the movement of the vehicle.

[0053] The low-voltage load module 12 can be a functional system or in-vehicle equipment within the vehicle 10. Furthermore, the rated voltage of the low-voltage load module 12 is significantly lower than the rated voltage of the power battery. Each low-voltage load module 12 may include, but is not limited to, at least one major load and / or at least one minor load. A major load can be understood as a load that affects vehicle operation, such as a control system, an autonomous driving system, or an in-vehicle navigation system. A minor load can be understood as a load that does not affect vehicle operation, such as a car radio.

[0054] When vehicle 10 is charging, it can generally be charged through charging station 201. For example... Figure 1 As shown, the charging pile 201 mainly includes a power supply circuit 202 and a charging gun 203. The input terminal of the power supply circuit 202 can receive AC power from the power grid 30, and the output terminal of the power supply circuit 202 is connected to the charging gun 203 via a cable. Generally, the power supply circuit 202 can convert the received AC power into charging power compatible with the new energy vehicle 10. The charging power converted by the power supply circuit 202 can be input to the OBC11 through the charging gun 203. For example, the power supply circuit 202 can output AC power or DC power through the charging gun 203.

[0055] The OBC11 provides a portion of the received charging energy to the power battery, which then stores this energy. In some scenarios, the OBC11 can also provide another portion of the received charging energy to the auxiliary battery 16 and the low-voltage load module 12. The auxiliary battery 16 can be a lead-acid battery, lithium battery, etc. The auxiliary battery 16 can store this energy, and the low-voltage load module 12 can use the energy stored in the auxiliary battery 16 to operate.

[0056] In some scenarios, the OBC11 can be equipped with a first conversion module and a second conversion module. The first conversion module can receive AC power from the AC charging pile and regulate the voltage of the AC power. The second conversion module can receive the AC power after the voltage regulation process of the first conversion module, rectify the AC power to obtain the DC charging power required by the power battery, and charge the power battery.

[0057] In practical applications, both the first and second conversion modules consist of multiple switching devices. The operating states of the first and second conversion modules can be adjusted by regulating the operating states of these devices. That is, the OBC may include a controller that can provide drive signals to the aforementioned switching devices and adjust their operating states accordingly.

[0058] In one example, the OBC also includes one or more auxiliary devices that assist the controller in adjusting the operating state of the switching devices. For example, the auxiliary device could be a voltage sampling circuit used to detect the voltage output by the conversion module in the OBC. When the voltage output by the conversion module cannot meet the charging requirements, the controller can adjust the output voltage of the conversion module in the OBC by adjusting the operating state of the aforementioned switching devices.

[0059] The OBC11 may also include a power distribution unit (PDU), which can distribute and manage the received electrical energy. For example, the PDU can provide the received electrical energy to the power battery to charge it.

[0060] The vehicle 10 may also include a control module 17. The control module 17 may include any one of the following: vehicle control unit (VCU), microcontroller unit (MCU), central processing unit (CPU), general-purpose processor, digital signal processing (DSP), application-specific integrated circuits (ASIC), field-programmable gate array (FPGA), or any combination of other programmable logic devices, transistor logic devices, and hardware components. The control module 17 can control some or all of the modules in the new energy vehicle 10. For example, it can control the auxiliary battery 16 to supply power to the low-voltage load module 12.

[0061] As described above, the power system 14 outputs the power required for the movement of the vehicle 10, and the power system 14 is powered by the power battery. When the power battery in the vehicle is a battery with low-temperature characteristics, such as a lithium-ion battery, its charging and discharging performance deteriorates in low-temperature environments due to the battery's low-temperature characteristics, affecting the normal operation of the vehicle and reducing the user's driving experience. Therefore, thermal management of the power battery in the vehicle is necessary. To improve the driving experience of vehicle occupants, thermal management of the passenger compartment is also generally implemented.

[0062] To heat the power battery and passenger compartment, heating circuits are required for both devices, each containing heating elements that constitute the heat source. Taking a PTC thermistor heating circuit as an example, this circuit includes not only the PTC thermistor to generate heat, but also a power supply circuit to power the thermistor, a controller to manage the power supply circuit's operation, and auxiliary components. See also... Figure 2 As shown, the power supply circuit can be connected to the power battery, and the electrical energy output by the power battery is inverted and regulated to supply power to the heating device. The heating device receives electrical energy, generates heat, and heats one or more devices in the vehicle through heat exchange pipes, thereby achieving thermal management.

[0063] In practical use, the complex internal structure of the power supply circuit is difficult to control, resulting in the addition of new communication and control nodes within the vehicle, significantly increasing the overall difficulty of vehicle control. Furthermore, the large number of components within the power supply circuit leads to low heating efficiency and makes it difficult to meet the demands of increased vehicle integration.

[0064] In view of this, the present application provides a thermal management system in which the power supply line of the heating device can reuse a part of the circuit in the OBC circuit, so as to reduce the size of the thermal management system, meet the integration requirements of the vehicle, and reduce the thermal management cost of the vehicle.

[0065] See Figure 3 The diagram shown is a structural schematic of a thermal management system 30 provided in an embodiment of this application. Figure 3 As shown, the thermal management system 30 can be applied to vehicles to perform thermal management of the vehicle's power battery. The vehicle contains a power battery.

[0066] See Figure 3 As shown, the thermal management system 30 includes: a first conversion module 31, a second conversion module 32, a heating module 33, and a heat exchange device 34.

[0067] The first conversion module 31 is used to convert the AC power output from the external power source into voltage and output the converted AC power. The second conversion module 32 is used to receive the AC power output from the first conversion module 31 and convert it into DC power, and use the DC power to charge the power battery in the vehicle, or convert the DC power output from the power battery into AC power and output it. The heating module 33 is used to receive the AC power output from the first conversion module 31 or the second conversion module 32 and use the received AC power to generate heat. The heat exchange device 34 is provided with a circulating liquid refrigerant, and the heat exchange device 34 can exchange heat with the power battery based on the circulating liquid refrigerant, and exchange heat with the heating module 33 based on the circulating liquid refrigerant.

[0068] See Figure 3 As shown, the first conversion module 31 and the second conversion module 32 constitute the vehicle's OBC (On-Board Charger). When the vehicle is charging, the electrical energy output from the charging pile can be used to charge the vehicle's power battery. In actual use, to achieve electrical isolation between the vehicle and the charging pile, the first conversion module 31 and the second conversion module 32 are coupled through an isolation transformer. The first conversion module 31 is coupled to the heating module 32 through this isolation transformer. The first conversion module 31 is a circuit with voltage amplitude conversion function, and the second conversion module 32 is a circuit with rectification function.

[0069] In practical use, the first conversion module 31 and the second conversion module 32 can implement the above functions using existing circuit architectures. For example, the first conversion module 31 and the second conversion module 32 can adopt an H-bridge rectifier circuit architecture, see [reference needed]. Figure 4 As shown, switches Q1 to Q4 constitute the first conversion module 31, and switches Q5 to Q8 constitute the second conversion module 32. The first conversion module 31 and the second conversion module 32 are electrically isolated through an isolation transformer T.

[0070] See Figure 4 As shown, the heating module 33 is equipped with a heating element. The heating module 33 may also include a switch Q9 connected to the first conversion module 31. This switch controls the connection between the first conversion module 31 and the heating element. When the switch is on, the heating element receives electrical energy from the first conversion module 31 and performs heating. When the switch is off, the heating element stops heating.

[0071] In practical use, the heating device in heating module 33 can be a PTC thermistor or other types of heating devices. This application does not limit the specific type of heating device, as long as it is a device capable of performing the heating function.

[0072] See Figure 4 As shown, the first conversion module 31, the second conversion module 32 and the heating module 33 are all composed of devices such as switches and inductors. The vehicle may also include a control / communication module for controlling the working state of the above modules.

[0073] In one possible implementation, the vehicle may also include a vehicle controller, which can be used to control the operating states of multiple devices within the vehicle, thereby controlling the operation of the vehicle. The first conversion module 31, the second conversion module 32, and the heating module 33 are all connected to the vehicle controller and receive control signals sent by the vehicle controller to control the internal switching states.

[0074] In another possible implementation, the OBC includes a controller for controlling the operating states of the first conversion module 31 and the second conversion module 32; that is, the thermal management system 30 may also include a controller. (See [link]). Figure 5 As shown, the controller can be connected to the first conversion module 31 and the second conversion module 32, and provides corresponding drive signals to the switches within the first conversion module 31 and the second conversion module 32, thereby controlling the operating state of the first conversion module 31 and the second conversion module through these drive signals. Furthermore, the controller can connect and communicate with the vehicle's overall controller, and adjust the operating state of multiple conversion modules under the control of the overall controller.

[0075] In practical use, in order to further improve the integration of the vehicle and reduce the cost of the thermal management system, the controller can also be connected to the heating module 33 and provide corresponding drive signals to the switches in the heating module 33, and control the heating time of the heating module 33 through the drive signals.

[0076] See one example. Figure 6 As shown, if the controller wants to control the operating states of the first conversion module 31, the second conversion module 32, and the heating module 33, it needs to add one or more auxiliary devices, such as electrical signal sampling devices, to detect the electrical parameters on the first conversion module 31 and the second conversion module 32. The controller can then control the first conversion module 31 and the second conversion module 32 to output the required supply voltage and charging energy based on the electrical parameters detected by the electrical signal sampling devices. To further improve integration, the auxiliary devices are also shared among the three modules.

[0077] See Figure 7 As shown, when the vehicle is charging via a charging station, the first conversion module 31 obtains electrical energy from the charging station and performs voltage conversion on the obtained electrical energy. The first conversion module 31 outputs the first portion of the voltage-converted electrical energy to the second conversion module 32, and outputs the second portion of the voltage-converted electrical energy to the heating module 33. The second conversion module 32 converts the received electrical energy into the charging voltage of the power battery and charges the power battery. Simultaneously, the power battery can charge the auxiliary battery. The heating module 33 converts the received electrical energy into heat energy.

[0078] When the vehicle is in operation, if the charging station cannot supply power to the heating module 33 through the first conversion module 31, the heating module 33 can draw power from the power battery to achieve temperature control. (See also...) Figure 8As shown, the second conversion module 32 obtains electrical energy from the power battery and converts it into the supply voltage for the heating module 33, thereby powering the heating module 33. At this time, the auxiliary battery obtains and stores a second portion of electrical energy from the power battery. The auxiliary battery can supply power to low-voltage loads in the vehicle. In actual use, the voltage of the auxiliary battery is much lower than that of the power battery; therefore, a DC-DC converter can be connected between the auxiliary battery and the power battery to convert the voltage output from the power battery into the charging voltage for the auxiliary battery, thus charging the auxiliary battery.

[0079] See Figures 5 to 8 As shown, the power supply circuit of the heating module 33 reuses a portion of the circuit in the vehicle's OBC, and the auxiliary devices and the controller used for control and communication are also reused. Therefore, the number of devices in the thermal management system is reduced, which helps to reduce the size and cost of the thermal management system 30.

[0080] The above describes the power supply method of the heating module 33 in the thermal management system 30. The heat generated by the heating module 33 can be exchanged through the liquid refrigerant circulating in the heat exchange device 34, and the heat generated by the heating module 33 can be used to heat one or more components in the vehicle, such as the power battery.

[0081] See Figure 9 As shown, the heat exchange device 34 may include a first refrigerant pipe, a heat exchange module, and a water pump. The water pump is connected in series with the first refrigerant pipe and can drive the liquid refrigerant in the first refrigerant pipe to circulate within the pipe. The heat exchange module includes a first heat exchange component and a second heat exchange component connected in series with the first refrigerant pipe. The first heat exchange component can exchange heat with the power battery based on the liquid refrigerant in the pipe, and the second heat exchange component can exchange heat with the heating module 33 based on the liquid refrigerant in the pipe. This application does not limit the specific type of liquid refrigerant; any liquid capable of heat exchange is acceptable.

[0082] See Figure 10 As shown, during the operation of the OBC in the vehicle, heat is also generated on the first conversion module 31 and the second conversion module 32. In order to avoid the waste of heat, the second heat exchange component can also exchange heat for the first conversion module 31 and the second conversion module 32, and together with the heat generated by the heating module 33, heat the power battery, which is conducive to further improving the heating efficiency of the thermal management system 30.

[0083] In one example, if the vehicle is a dual-drive vehicle, the vehicle includes a first drive motor, see [reference needed]. Figure 11 As shown, the second heat exchange component can also exchange heat with the first drive motor based on the liquid refrigerant in the first refrigerant pipe, thereby further improving the efficiency of the thermal management system. The first drive motor can drive the first wheel of the vehicle.

[0084] In one example, if the vehicle is a four-wheel drive vehicle, it includes a first drive motor and a second drive motor. See also Figure 12 As shown, the second heat exchange component can exchange heat with the first and second drive motors based on the liquid refrigerant in the first refrigerant pipe, thereby further improving the efficiency of the thermal management system. The second drive motor can drive the second wheel of the vehicle.

[0085] In this application, of the first side and the second side, one side is the front side and the other side is the rear side. That is, the first drive motor is used to drive the front wheels of the vehicle, and the second drive motor is used to drive the rear wheels of the vehicle; or, the first drive circuit is used to drive the rear wheels of the vehicle, and the second drive motor is used to drive the front wheels of the vehicle.

[0086] In one example, if the vehicle is a hybrid vehicle, it includes a first drive motor and a second drive motor, as well as a generator. See also Figure 13 As shown, the second heat exchange component can exchange heat with the first drive motor, the second drive motor, and the generator based on the liquid refrigerant in the first refrigerant pipe, thereby further improving the efficiency of the thermal management system. The generator is connected to the power battery and uses the generated electrical energy to charge the power battery.

[0087] In one example, if the vehicle also includes an engine for driving a generator to produce electricity, the second heat exchange assembly can also exchange heat with the engine based on the liquid refrigerant in the first refrigerant pipe.

[0088] In one alternative approach, when the multiple devices exchanging heat with the second heat exchange assembly are far apart, the thermal management system can be equipped with multiple second heat exchange assemblies, each exchanging heat with one or more devices within the vehicle. For example, since the heating module 33 is directly connected to the first conversion module 31 and the second conversion module 32, the heating module 33 can be integrated into the OBC, and a single second conversion assembly can be used to exchange heat with the aforementioned three devices.

[0089] In practical use, the first and second heat exchange components can be tubular heat exchangers or thermally conductive materials. These materials connect the heat exchange device to the first refrigerant pipe, enabling heat exchange between the heat exchange device and the liquid refrigerant. It should be understood that this application does not limit the structure of the first and second heat exchange components; any device capable of heat exchange is acceptable.

[0090] See Figure 13As shown, when the power battery needs to be heated, multiple components in the vehicle generate heat during operation. The temperature of this heat is higher than that of the low-temperature liquid refrigerant in the first refrigerant pipe. Therefore, multiple components in the vehicle will conduct heat with the low-temperature liquid refrigerant in the first refrigerant pipe, thereby exchanging heat with the low-temperature liquid refrigerant in the first refrigerant pipe to obtain high-temperature liquid refrigerant. Under the action of the water pump, the high-temperature liquid refrigerant is transferred to the first heat exchange component, and the heat in the high-temperature liquid refrigerant is transferred to the power battery in the same way, thereby heating the power battery. At this time, the high-temperature liquid refrigerant cools down to low-temperature liquid refrigerant, and the low-temperature liquid refrigerant is transferred to the pipe connected in series with the second heat exchange component for further heating, thereby achieving continuous heating of the power battery.

[0091] The above describes the method of generating heat from the power battery inside the vehicle. This application embodiment takes the example of setting multiple second heat exchange components, combined with... Figures 9 to 13 The heat exchange device architecture shown provides a detailed explanation of the process of using heat generated by a heat source to heat the power battery.

[0092] See Figures 9 to 13 As shown, when the power battery needs to be heated, there is a temperature difference between the heat exchange device of the second heat exchange component and the liquid refrigerant in the first refrigerant pipe, and heat exchange occurs to obtain a high-temperature liquid refrigerant. Under the action of the first refrigerant pipe and the water pump connected in series with the first refrigerant pipe, the high-temperature liquid refrigerant is transferred to the first heat exchange component, and the heat carried in the high-temperature liquid refrigerant is transferred to the power battery through the first heat exchange component, thereby realizing the heating treatment of the power battery.

[0093] In practical applications, corresponding pipelines can be configured to transfer the liquid refrigerant between the first and second heat exchange components, thereby heating the power battery. Conversely, when the power battery does not require heating, corresponding heat dissipation pipelines are also needed to dissipate the high-temperature liquid refrigerant after heat exchange with the second heat exchange component. See also Figure 14 As shown, the first refrigerant pipeline may include: a switching valve assembly 341, a first pipeline 342, a second pipeline 343, a third pipeline 344, a fourth pipeline 345, a fifth pipeline 346, and a first radiator 347.

[0094] The switching valve assembly 341 includes a first interface 1, a second interface 2, a third interface 3, a fourth interface 4, and a fifth interface 5. The switching valve assembly 341 can switch the connection of multiple interfaces. Specifically, the switching valve assembly 341 has two operating states: a first state and a second state. When the switching valve assembly 341 is in the first state, the first interface 1 is connected to the fourth interface 4, the second interface 2 is connected to the third interface 3, and the fifth interface 5 is connected, while the fifth interface 5 is disconnected. When the switching valve assembly 341 is in the second state, the first interface 1 is connected to the second interface 3, the third interface 3 is connected to the fifth interface 5, and the fourth interface 4 is disconnected.

[0095] See Figure 14 As shown, the first port of the first pipe 342 is connected to the first interface 1 of the switching valve group 341, and the second port of the first pipe 342 is connected to the inlet of the first heat exchange component; the first port of the second pipe 343 is connected to the outlet of the first heat exchange component, and the second port of the second pipe 343 is connected to the second interface 2 of the switching valve group 341; the first interface of the third pipe 344 is connected to the third interface 3 of the switching valve group 341, and each second heat exchange component is connected in series with the third pipe 344; the first port of the fourth pipe 345 is connected to the second port of the third pipe 344, and the second port of the fourth pipe 345 is connected to the fourth interface 4 of the switching valve group 341; the first port of the fifth pipe 346 is connected to the second port of the third pipe 344, and the second port of the fifth pipe 346 is connected to the fifth interface 5 of the switching valve group 341, and a first radiator 347 is connected in series on the fifth pipe 346.

[0096] See Figure 14 As shown, when the power battery needs heating, the control switching valve group 341 is in the first state. At this time, interface 4 is connected to interface 1, and interface 2 is connected to interface 3. Under the action of the water pump, the liquid refrigerant passes through the third pipe 344, the fourth pipe 345, the first pipe 342, and the second pipe 343 in sequence. At this time, the low-temperature liquid refrigerant exchanges heat with one or more second heat exchange components connected in series on the third pipe 344 to obtain a high-temperature liquid refrigerant. This high-temperature liquid refrigerant is then transferred through the third pipe 344, the fourth pipe 345, the first pipe 342, and the second pipe 343 to the first heat exchange component on the second pipe 343. The heat from the high-temperature liquid refrigerant is transferred to the power battery through the first heat exchange component, thus heating the power battery and obtaining a low-temperature liquid refrigerant. Under the action of the water pump, the low-temperature liquid refrigerant passes through the third pipe 344 again and exchanges heat with the second heat exchange component on the third pipe 344 to obtain a high-temperature liquid refrigerant, thereby achieving cyclic heating of the power battery. The direction of liquid refrigerant transmission at this time can be seen in [reference needed]. Figure 15 As shown.

[0097] See Figure 14As shown, when the power battery does not require heating, the switching valve group 341 can be controlled to be in the second state. At this time, interface 5 is connected to interface 3, and interface 1 and interface 2 are connected. Under the action of the water pump, the liquid refrigerant passes sequentially through the third pipe 344 and the fifth pipe 346. At this time, the low-temperature liquid refrigerant, after heat exchange through one or more second heat exchange components connected in series on the third pipe 344, becomes a high-temperature liquid refrigerant. When this high-temperature liquid refrigerant passes through the fifth pipe 346, the heat on the high-temperature liquid refrigerant is absorbed and cooled by the first radiator 347 connected in series on the fifth pipe 346, and the cooled low-temperature liquid refrigerant is transferred to the third and fifth pipes, thus realizing the circulation of the liquid refrigerant in the first refrigerant pipe. The direction of liquid refrigerant transmission at this time can be seen in [reference needed]. Figure 16 As shown.

[0098] In practical use, the switching of the aforementioned states of the switching valve assembly 341 can be achieved using a four-way valve and a three-way valve. See also... Figure 17 As shown, the switching valve group 341 includes a first four-way valve 3411 and a first three-way valve 3412.

[0099] See Figure 17 As shown, the first opening of the first four-way valve 3411 is the first interface 1 of the switching valve group 341, the second opening of the first four-way valve 3411 is the second interface 2 of the switching valve group 341, the third opening of the first four-way valve 3411 is the third interface 3 of the switching valve group 341, and the fourth opening of the first four-way valve 3411 is connected to the third opening of the first three-way valve 3412; the first opening of the first three-way valve 3412 is the fourth interface 4 of the switching valve group 341, and the second opening of the first three-way valve 3412 is the fifth interface 5 of the switching valve group 341.

[0100] In actual use, the opening states of the first four-way valve 3411 and the first three-way valve 3412 can be switched to connect or disconnect the corresponding interfaces in the switching valve group 341 and control the switching valve group 341 to be in the corresponding state.

[0101] In practical use, to improve the user experience for vehicle occupants, the thermal management system 30 may further include an occupant compartment heat exchange pipe for temperature control of the occupant compartment, and the occupant compartment heat exchange pipe includes a heat exchange medium. A third heat exchange component is provided between the occupant compartment heat exchange pipe and the first refrigerant pipe. The third heat exchange component exchanges heat with the power battery based on the liquid refrigerant in the first refrigerant pipe, and exchanges heat with the occupant compartment heat exchange pipe based on the heat exchange medium.

[0102] Specifically, the third heat exchange component can be connected in series with the first refrigerant pipe and the passenger compartment heat exchange pipe. At this time, there is a heat exchange medium in both the passenger compartment heat exchange pipe and the second refrigerant pipe. When the temperature of the heat exchange medium in the two pipes is different, heat conduction occurs and heat exchange is achieved in the two pipes. The heat exchange between the passenger compartment heat exchange pipe and the power battery is controlled by controlling the state of the switching valve group.

[0103] In one example, the crew compartment heat exchange duct is connected in series with an evaporator, an evaporator-side fan, a first switching valve, a second switching valve, a condenser, a condenser-side fan, and a compressor. The heat exchange medium in the crew compartment heat exchange duct is a gaseous refrigerant.

[0104] See Figure 18 As shown, when the power battery needs cooling, the control switching valve group 341 is in the second state to achieve the circulation of liquid refrigerant in the first pipe 342 and the second pipe 343, and to achieve the heat exchange operation of the first heat exchange component and the third heat exchange component. A water pump is connected in series on the first pipe 342. At this time, the liquid refrigerant passes through the first pipe 342, the first heat exchange component, the second pipe 343, and the third heat exchange component in sequence under the action of the water pump. When the low-temperature liquid refrigerant passes through the first heat exchange component, it exchanges heat with the power battery to obtain high-temperature liquid refrigerant, thereby cooling the power battery. When the high-temperature liquid refrigerant passes through the third heat exchange component connected in series on the first pipe 342, it exchanges heat with the low-temperature gaseous refrigerant in the passenger compartment heat exchange pipe to obtain low-temperature liquid refrigerant. At the same time, high-temperature gaseous refrigerant is obtained in the passenger compartment heat exchange pipe. When the high-temperature gaseous refrigerant reaches the condenser after passing through the compressor, the high-temperature refrigerant is blown into the passenger compartment by the fan on the condenser side, thereby achieving the heating operation of the passenger compartment.

[0105] It should be understood that the third heat exchange component is connected in series with a first switching valve, which controls whether the gaseous refrigerant circulates in the third heat exchange component. When the switching valve group is in the first state, the power battery is in a heated state, and the first switching valve is closed; when the switching valve group is in the second state and the power battery needs to be cooled, the first switching valve is opened.

[0106] See Figure 18 As shown, when the crew cabin requires heating, a PTC thermistor can also be used for heating, such as... Figure 18 As shown, the PTC thermistor can heat the surrounding air, and the fan on the evaporator side blows the heated air directly into the crew cabin, thereby achieving the heating operation of the crew cabin.

[0107] In actual use, the thermal management system 30 can be equipped with multiple heating modules, and the PTC thermistor in the crew compartment can be installed in one of the heating modules.

[0108] See Figure 18 As shown, when the passenger compartment needs cooling, the evaporator on the passenger compartment heating pipe absorbs heat to cool the surrounding ambient air, and then blows the cooled ambient air into the passenger compartment, thus achieving the goal of cooling the passenger compartment. The evaporator exchanges heat to obtain high-temperature refrigerant gas, which then flows back to the compressor.

[0109] As can be seen from the above description, Figure 18 The crew compartment heat exchange piping shown requires a separate heating element, such as a PTC thermistor, to heat the crew compartment. Alternatively, the heating element in the crew compartment heat exchange piping can be omitted. To meet the heating requirements of the crew compartment, a fourth heat exchange assembly is installed between the crew compartment heat exchange piping and the first refrigerant piping. This fourth heat exchange assembly can exchange heat with the second heat exchange assembly based on the liquid refrigerant in the first refrigerant piping, and also with the crew compartment heat exchange piping based on the heat exchange medium in the crew compartment heat exchange piping. See also... Figure 19 As shown, the condenser absorbs heat from the surrounding air and exchanges heat through the fifth heat exchange component, thereby transferring the absorbed heat to the passenger compartment heat exchange ducts corresponding to the seats, thus heating the passenger compartment. Simultaneously, the third and fourth heat exchange components exchange heat generated by multiple devices in the vehicle to the passenger compartment heat exchange ducts corresponding to the seats, further heating the passenger compartment. It should be understood that this heating method utilizes heat generated by devices exchanging heat with multiple second heat exchange components to supplement the heating of the passenger compartment, thereby accelerating the heating speed of the passenger compartment and reducing the number of heating devices in the vehicle's thermal management system.

[0110] It should be noted that, Figures 9 to 19 The heat exchanger structure shown is only for illustrating the heat exchange method and direction of the heat exchanger. In actual use, there may be various heat exchange structures in the heat exchanger, and this application does not limit them.

[0111] Based on the same technical concept, this application also provides a vehicle, which may include a power battery and a thermal management system as described in the foregoing embodiments. The thermal management system can heat the power battery.

[0112] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, the application is also intended to include such modifications and variations.

Claims

1. A thermal management system applied to a vehicle, characterized in that, The heat management system comprises: a first conversion module configured to convert alternating current output by an external power source into direct current and output the direct current; a second conversion module configured to convert the alternating current output by the first conversion module into direct current and charge a power battery in the vehicle based on the direct current, or convert direct current output by the power battery into alternating current and output the alternating current; wherein the first conversion module and the second conversion module constitute an OBC of the vehicle; a heating module configured to generate heat using the alternating current received from the first conversion module during charging of the vehicle, and generate heat using the alternating current received from the second conversion module during operation of the vehicle; a heat exchange device comprising a circulating liquid coolant, the heat exchange device being configured to exchange heat between the circulating liquid coolant and the power battery, and exchange heat between the circulating liquid coolant and the heating module.

2. The thermal management system of claim 1, wherein, The heat management system further comprises a controller; the controller is configured to control the first conversion module to convert the alternating current output by the external power source into direct current, and control the second conversion module to convert the alternating current output by the first conversion module into direct current; the controller is further configured to control the second conversion module to convert the direct current output by the power battery into alternating current and output the alternating current, and control the heating module to receive the alternating current output by the first conversion module or the second conversion module and generate heat.

3. The thermal management system of claim 1, wherein, The heat exchange device comprises: a first coolant pipeline; a water pump connected in series to the first coolant pipeline and configured to drive the liquid coolant in the first coolant pipeline to circulate in the first coolant pipeline; a heat exchange module comprising a first heat exchange component and a second heat exchange component connected in series to the first coolant pipeline; the first heat exchange component is configured to exchange heat between the liquid coolant in the first coolant pipeline and the power battery; the second heat exchange component is configured to exchange heat between the liquid coolant in the first coolant pipeline and the heating module.

4. The thermal management system of claim 3, wherein, The second heat exchange component is further configured to exchange heat between the liquid coolant in the first coolant pipeline and the first conversion module and the second conversion module.

5. The thermal management system of claim 3 or 4, wherein, The vehicle comprises a first drive motor, and the second heat exchange component is further configured to exchange heat between the liquid coolant in the first coolant pipeline and the first drive motor.

6. The thermal management system of claim 3 or 4, wherein, The vehicle further comprises a second drive motor, and the second heat exchange component is further configured to exchange heat between the liquid coolant in the first coolant pipeline and the second drive motor.

7. The thermal management system of claim 3 or 4, wherein, The vehicle is a hybrid vehicle, and the vehicle further comprises a generator, and the second heat exchange component is further configured to exchange heat between the liquid coolant in the first coolant pipeline and the generator.

8. The thermal management system of claim 3 or 4, wherein, The first coolant pipeline comprises a switching valve group, a first pipeline, a second pipeline, a third pipeline, a fourth pipeline, a fifth pipeline, and a first radiator. The switching valve group comprises a first interface, a second interface, a third interface, a fourth interface and a fifth interface; when the switching valve group is in a first state, the first interface communicates with the fourth interface, the second interface and the third interface communicate, and the fifth interface is disconnected; when the switching valve group is in a second state, the first interface communicates with the second interface, the third interface and the fifth interface communicate, and the fourth interface is disconnected; The first port of the first pipeline is connected with the first interface of the switching valve group, and the second port of the first pipeline is connected with the water inlet of the first heat exchange assembly; The first port of the second pipeline is connected with the water outlet of the first heat exchange assembly, and the second port of the second pipeline is connected with the second interface of the switching valve group; The first interface of the third pipeline is connected with the third interface of the switching valve group, and the second heat exchange assembly is connected in series with the third pipeline; The first port of the fourth pipeline is connected with the second port of the third pipeline, and the second port of the fourth pipeline is connected with the fourth interface of the switching valve group; The first port of the fifth pipeline is connected with the second port of the third pipeline, the second port of the fifth pipeline is connected with the fifth interface of the switching valve group, and the first radiator is connected in series with the fifth pipeline.

9. The thermal management system of claim 8, wherein, The switching valve group comprises a first four-way valve and a first three-way valve; The first opening of the first four-way valve is the first interface of the switching valve group, the second opening of the first four-way valve is the second interface of the switching valve group, the third opening of the first four-way valve is the third interface of the switching valve group, and the fourth opening of the first four-way valve is connected with the third opening of the first three-way valve; The first opening of the first three-way valve is the fourth interface of the switching valve group, and the second opening of the first three-way valve is the fifth interface of the switching valve group.

10. The thermal management system of claim 8, wherein, The heat management system further comprises a passenger cabin heat exchange pipeline; the passenger cabin heat exchange pipeline comprises a heat exchange medium; A third heat exchange assembly is arranged between the passenger cabin heat exchange pipeline and the first refrigerant pipeline, and the third heat exchange assembly is used for heat exchange between liquid refrigerant in the first refrigerant pipeline and the power battery and heat exchange between the heat exchange medium and the passenger cabin heat exchange pipeline.

11. The thermal management system of claim 10, wherein, The heat management system further comprises a first switch valve connected in series with the third heat exchange assembly; When the switching valve group is in the first state, the first switch valve is closed; when the switching valve group is in the second state, the first switch valve is opened.

12. The thermal management system of claim 10 or 11, wherein, A fourth heat exchange assembly is arranged between the passenger cabin heat exchange pipeline and the first refrigerant pipeline, and the fourth heat exchange assembly is used for heat exchange between liquid refrigerant in the first refrigerant pipeline and the second heat exchange assembly and heat exchange between the heat exchange medium and the passenger cabin heat exchange pipeline.

13. A vehicle characterized by comprising: The heat management system comprises a power battery and the heat management system according to any one of claims 1-12.

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