Thermal management module and method of operation

Abstract

The present invention relates to a thermal management module (1) comprising: a component carrier (2); at least two, preferably multiple, electrically controllable functional components (3) for temperature control of at least one vehicle component of a motor vehicle, the functional components being detachably or non-detachably connected to the component carrier (2); at least one electrical control unit (4) comprising a control electronics system (5) for electrically controlling at least two, preferably multiple, particularly preferably all functional components (3), the control electronics system being electrically connected to the respective functional components (3) via at least one electrical control line path (6) and / or via a component fieldbus (7), and disposed in a housing (8) of the control unit (4); wherein the housing (8) of the control unit (4) is detachably or non-detachably fixed to at least one of the component carrier (2) and / or the functional components (3).

Description

Technical Field

[0001] This invention relates to a thermal management module for temperature control of a motor vehicle, and a motor vehicle including such a thermal management module. Furthermore, this invention relates to a method for operating such a thermal management module. Background Technology

[0002] A thermal management module refers to a device used to transfer heat in a vehicle, particularly one with an energy storage device and an electric drive motor. These thermal management modules typically include multiple functional components, such as electric pumps and electronically controlled valves. In addition, multiple sensors, especially pressure and temperature sensors, are usually installed in such modules, generating sensor data.

[0003] There, the electrical wiring of functional components proved problematic because it often required meticulous design and thus involved substantial costs. In extreme cases, each of these functional components might require separate voltage supply and control lines. Given that installation space (especially in motor vehicles) is only available under certain conditions, this not only translates to high material costs but also high installation costs when the thermal management module is installed in the vehicle. This proved particularly problematic when errors in the electrical wiring of functional components were only detected after installation was complete, as correcting such errors proved exceptionally complex and therefore costly. Summary of the Invention

[0004] Therefore, the object of the present invention is to create improved or at least alternative embodiments of thermal management modules that take into account the aforementioned problems. In particular, thermal management modules with particularly simple electrical wiring will be created to reduce installation costs and the budget for producing such thermal management modules.

[0005] Therefore, the basic idea of ​​this invention is to implement electrical wiring in a modular manner and connect it to the aforementioned thermal management module for electrical control. To this end, it is proposed to implement the electrical wiring through a common electrical control unit with a control electronics system, particularly the electrical connection of the various functional components of the module to the vehicle's voltage source and the vehicle's fieldbus (especially the CAN bus).

[0006] This means that the electrical control and voltage source of all functional components included in the thermal management module can be controlled via this control unit. Such a control unit according to the invention is equipped with a control electronics system comprising electronic and / or electrical components, which can be connected to the fieldbus of a motor vehicle using the thermal management module (hereinafter referred to as the "vehicle fieldbus"). Here, the control unit is connected to one, two, or more functional components via a so-called component fieldbus (particularly via a LIN bus) for data transmission. Therefore, the control of the functional components can be performed substantially independently via the control unit. The control of the control unit can be performed via the vehicle fieldbus connected to the control unit.

[0007] Therefore, higher-level control commands can be sent to the control unit via the vehicle fieldbus and can be assigned to specific functional modules of the thermal management module. Individual control of the functional components required to achieve the corresponding operating states can be taken over by the control unit's control electronics system without needing to communicate with the vehicle fieldbus for this purpose.

[0008] In addition to controlling functional components via a component fieldbus, it is conceivable that a control electronics system provides electrical control lines (hereinafter also referred to as "control line paths") through which the control unit or its control electronics system can be electrically connected to the corresponding functional components. On one hand, this can be an electrical control line through which control signals can be transmitted from the control unit to the corresponding component carrier, such as a valve or pump. On the other hand, these control lines can also be signal and / or sensor lines through which information is transmitted from the corresponding functional component (e.g., a temperature sensor or a pressure sensor) to the control unit.

[0009] The control unit itself can be equipped with electrical connectors, which can include appropriate plug connectors that are electrically connected to the motor vehicle on the input side and electrically connected to the functional components on the output side.

[0010] According to the present invention, the electrical wiring of the common control unit proposed for this purpose enables the achievement of short cable distances. Therefore, significant savings in installation space and materials are achieved compared to conventional solutions. As with cases where each functional component must be individually connected to the vehicle's voltage source or vehicle fieldbus, the installation of the module with functional components and control unit according to the present invention has also proven to be very simple.

[0011] The thermal management module according to the invention described herein includes a component carrier and at least two, preferably multiple, electrically controlled functional components for temperature control of at least one vehicle component of a motor vehicle, wherein the functional components are detachably or permanently connected to the component carrier. Furthermore, the module includes at least one electrically controlled unit, comprising a control electronics system having electrical and electronic components or parts for electrically controlling at least two, preferably multiple, and particularly preferably all functional components.

[0012] According to the invention, the control electronic system is electrically connected to the corresponding functional component via at least one electrical control circuit path and / or via a component fieldbus. Furthermore, the control electronic system is housed within the housing of the control unit. The housing of the control unit is detachably or permanently fixed to at least one of the component carrier and / or the functional component. Here, the component interface of the corresponding functional component can be molded onto the component carrier, and the corresponding functional component is detachably fixed to the component carrier via the component interface.

[0013] According to an advantageous further improvement, the module can include at least one functional component of a vehicle's cooling circuit through which coolant can flow. The coolant can be a coolant and / or a refrigerant. Here, at least one functional component performs a substantial or indispensable fluid function in the cooling circuit, such as cooling, collecting, or condensing the coolant. In contrast, in the vehicle's cooling circuit, the component carrier preferably does not have a substantial or indispensable fluid function. Therefore, the component carrier employs a robust and trouble-free design. If necessary, at least one functional component can also be replaced independently of the functional component and the component carrier. In summary, the component node according to the invention provides a space-saving, robust, and cost-effective solution.

[0014] Advantageously, the module can include multiple functional components that are integrated into the cooling circuit of a motor vehicle and through which coolant flows. Here, for each functional component, a component interface can be formed on a component carrier, through which the corresponding functional component is detachably fixed to the component carrier. Advantageously, the component interface can be adapted to receive at least one functional component.

[0015] According to a preferred embodiment, the removable fastening of the housing is achieved through at least one screw connection and / or clamp connection and / or snap-fit ​​connection. Alternatively or additionally, the permanent fastening of the housing can also be achieved through at least one riveted connection and / or welded connection and / or weld seam connection. These measures facilitate the mounting of the control unit onto the component carrier.

[0016] According to a preferred embodiment, an electrical input connector is provided on the housing. Through the input connector, the control electronics can be electrically connected to the vehicle fieldbus for data transmission and to the vehicle's voltage source. In this embodiment, the input connector is electrically connected to the vehicle fieldbus and voltage source via an input plug connector disposed on the housing. This facilitates electrical wiring to ensure electrical connections from the control unit to the vehicle's fieldbus or voltage source.

[0017] According to a further advantageous improvement, the input plug connector includes an input socket fixed to the housing. An input plug with an electrical connection to a voltage source or vehicle fieldbus can be inserted into this input socket, the input plug and the input socket being complementary. This feature also facilitates the assembly of modules from functional components, control units, and component carriers.

[0018] According to a further advantageous improvement, the control unit includes at least one voltage supply line electrically connected to the control electronics system for supplying electrical power to the control electronics system. In this further improvement, the at least one voltage supply line is electrically connected to an input connector disposed on the housing for electrical connection to a voltage source of the motor vehicle, and a power output connector, preferably at least two, and particularly preferably all functional components, disposed on the housing for electrical connection and supply of power to at least one functional component. In this way, the voltage source of the motor vehicle can be used to supply power to both the control unit and the functional components controlled by the control unit. This eliminates the need for carefully designed separate electrical wiring for directly connecting each functional component to the voltage source of the motor vehicle.

[0019] Particularly preferably, an electrical control output connector can be provided on the housing. Through this connector, at least one, preferably multiple, and particularly preferably all electrical control circuit paths and component fieldbuses can be electrically connected to the control electronics system. This also keeps the wiring distance between the control unit and the functional components controlled by the control unit shorter, further reducing installation space requirements and saving material costs.

[0020] In practice, the electrical control output connectors and power output connectors can be electrically connected to or be electrically connected to the output sockets and their complementary output plugs via a common output plug connector located on the control housing. This simplifies module assembly and facilitates electrical wiring. Furthermore, using a common connector for voltage supply and signal transmission reduces the installation space required to separately connect the respective control lines, signal lines, and / or sensor lines on the housing.

[0021] Alternatively or additionally, in this version, it is also conceivable that the electrical control output connectors can be electrically connected to or be electrically connected to functional components via two output plug connectors separately formed and disposed on the control housing, each output plug having a separate socket and a separate output plug complementary to it. The control unit thus possesses particular flexibility to adapt to different designs of the thermal management module regarding the use of different plug connectors or connectors and their complementary sockets.

[0022] According to a favorable further improvement, at least one voltage supply line can include a first voltage supply line and a second voltage supply line designed to transmit different electrical outputs. For example, it is conceivable to design a first voltage supply line to transmit a maximum electrical output of 1kW, making it suitable for powering a functional carrier formed by a pump. In contrast, the electrical output required to adjust an electric valve is much less. Therefore, it is conceivable to design a second voltage source to transmit a maximum output of 10W. Other maximum values ​​can also be designed in different versions.

[0023] Using the solution proposed here, voltage supply lines can each pass through the housing of the control unit from the functional components and thus be connected to the voltage source of the motor vehicle via the input connectors of the control unit. It is conceivable that electrical and electronic components of the control electronic system are also connected to the voltage supply lines to provide power in this manner.

[0024] Advantageously, at least one functional component can be formed as an expansion tank for collecting coolant, which can be connected to the cooling circuit. Advantageously, at least one functional component can be formed as a pump, which can be connected to the cooling circuit. Advantageously, at least one functional component can be formed as a cooler that can be connected to the cooling circuit. Advantageously, at least one functional component can be formed as a heat exchanger that can be connected to the cooling circuit. Advantageously, at least one functional component can be formed as a valve that can be connected to the cooling circuit. Advantageously, at least one functional component can be formed as a filter that can be connected to the cooling circuit. Advantageously, at least one functional component can also be formed as another component that can be connected to the cooling circuit.

[0025] Furthermore, the present invention relates to a motor vehicle having an internal combustion engine and / or having an electric drive unit. Therefore, the motor vehicle can be a vehicle entirely driven by an internal combustion engine. However, the motor vehicle can also be a hybrid or electric vehicle. Furthermore, the motor vehicle according to the invention includes a temperature control circuit for temperature control of at least one component of the motor vehicle, particularly the vehicle's battery and / or battery-electric drive unit, wherein the temperature control circuit includes the aforementioned thermal management module according to the invention. Therefore, the advantages of the aforementioned thermal management module according to the invention are also applicable to the motor vehicle according to the invention.

[0026] Furthermore, the present invention relates to a method for operating the aforementioned thermal management module according to the invention. Therefore, the basic idea of ​​the method according to the invention is to configure a control unit for controlling the functional components of the thermal management module so that it can operate in two different operating modes and switch between these two modes. In a first operating mode, control commands received from the vehicle fieldbus are not evaluated by the control unit or its control electronics system, but are directly transmitted to the component fieldbus to which the functional component is connected, as commands for controlling the relevant functional component. This allows direct control of the functional component from the vehicle fieldbus. When the vehicle fieldbus uses different bus systems (e.g., CAN bus as the vehicle fieldbus, LIN bus as the component fieldbus), the control unit can quasi-"convert" control commands received from the vehicle fieldbus or CAN bus so that these commands can be further processed on the component fieldbus or LIN bus. However, in terms of content, the commands received from the vehicle fieldbus in the first operating mode remain unchanged when transmitted by the control unit to the component fieldbus.

[0027] In contrast, control commands received from the vehicle fieldbus are not "loop-through," meaning they are not transmitted unprocessed by the control unit as in the first operating mode, but rather processed by the control unit's control electronics. During the processing of higher-level commands received from the vehicle fieldbus, corresponding individual commands can be sent by the control unit to functional components via the component fieldbus. This allows the thermal management module to operate largely independently. Unlike the first operating mode, specifically, it is no longer necessary to send so-called "low-level" commands directly from the vehicle fieldbus to functional components unprocessed; instead, it is sufficient to send higher-level commands to the control unit. These higher-level commands, such as activating or changing a specific functional mode of the thermal management module or one or more of its functional components, are particularly relevant to the interaction of multiple functional components. In the second operating mode, the individual control of the functional components required to implement this functional mode is taken over by the control unit. This "modular" control of the functional components simplifies the control of the thermal management module via the vehicle fieldbus. Furthermore, by providing both operating states, the thermal management module can be controlled with high flexibility.

[0028] The thermal management module according to the invention is controlled using the method described herein. The thermal management module includes a component carrier and at least two, preferably multiple, electrically controlled functional components for temperature control of at least one vehicle component of a motor vehicle, preferably detachably or permanently connected to the component carrier. Furthermore, the module includes at least one electrically controlled unit for electrically controlling at least two, preferably multiple, particularly preferably all functional components. This at least one electrically controlled unit includes a control electronics system electrically connected to the respective functional components via a component fieldbus and housed within the control unit's housing. Here, the control electronics system is electrically connected and data-transmitted to the vehicle fieldbus of the motor vehicle equipped with the thermal management module. According to the invention, the module's control unit is capable of switching between a first operating mode and at least one second operating mode. In the first operating mode, control commands received from the vehicle fieldbus are directly transmitted by the control electronics system to the component fieldbus for controlling the relevant functional components, thus remaining unchanged at least in content. In contrast, in the second operating mode, control commands received from the vehicle fieldbus are initially processed by the control electronics system as so-called higher-level control commands, meaning that individual control of the relevant functional components is performed by the control unit.

[0029] According to a preferred embodiment of the method, in at least one second operating mode, the control unit controls at least one functional component, preferably multiple functional components, in response to at least one higher-level control command received from the vehicle fieldbus. Therefore, it is not necessary to send multiple separate commands to the corresponding functional components. Detailed control of the relevant functional components can be performed either through or from the control unit. Therefore, higher-level control commands that can activate, change, or deactivate higher-level functional commands of the thermal management module can be transmitted from the vehicle fieldbus to the control unit and processed in the control unit to individually control each functional component. Therefore, depending on the series of thermal management modules, the individual control of the functional components installed in the thermal management module can be adjusted individually. In contrast, higher-level commands transmitted to the control unit via the vehicle fieldbus can also be uniformly applied to different series. This simplifies the control of different series of thermal management modules, which can differ from each other, particularly in terms of the composition or individual control of each functional component, because the individual composition of the thermal management modules of different functional components can be ignored when generating and sending higher-level control commands to the controller.

[0030] Particularly preferably, in at least one second operating mode, the functional components do not process commands provided by the vehicle fieldbus. This supports the aforementioned multi-step method where the functional components do not require direct communication with the vehicle fieldbus.

[0031] In practice, the control unit in the first operating mode also activates functional components that are not connected to the component fieldbus. This avoids the situation where functional components not connected to the component fieldbus must remain ignored relative to their control in the first operating mode.

[0032] According to a further advantageous improvement, the control unit is equipped / programmed in at least one second operating state to execute at least one functional mode, preferably two or more functional modes, of the thermal management module. In this further improvement, in at least one functional mode, control of at least one, preferably multiple, functional components is performed independently of the vehicle fieldbus. Preferably, control can be performed according to a predetermined control strategy or closed-loop control strategy assigned to the corresponding functional mode. According to such a control strategy or closed-loop control strategy, two or more functional components can also be controlled. Obviously, two or more such control strategies or closed-loop control strategies can also be assigned to the corresponding functional modes.

[0033] According to another advantageous further improvement, at least one closed-loop control loop, having at least one closed-loop control variable and at least one adjustable actuation variable in a functional component, can be executed by a control unit in at least one functional mode. In this further improvement, the setpoint of the at least one closed-loop control variable can be provided additionally as a higher-level control command from the vehicle fieldbus to the control unit, and controlled by the control unit to adjust the actuation variable of the corresponding functional component. Therefore, the closed-loop control of the functional component can be executed independently with the assistance of the control unit, wherein the corresponding closed-loop control algorithm can be integrated via software. In particular, the closed-loop control algorithm does not need to be monitored via the vehicle fieldbus. In contrast, higher-level commands typically related to the implementation of the control loop can be received via the vehicle fieldbus. Changes in the specific closed-loop control variables already mentioned are also included.

[0034] According to a further advantageous improvement, the control unit can switch to a third operating state. In this further improvement, in the second operating mode, at least one functional mode is set, specifically switching from one set functional mode to another, via higher-level control commands received by the control unit from the vehicle fieldbus. In the third operating mode, particularly in the absence of corresponding higher-level control commands received from the vehicle fieldbus, the setting of at least one functional mode, specifically the switching from one set functional mode to another, is automatically performed by the control unit. Therefore, compared to the second operating mode, the third operating mode allows the thermal management module to operate with greater independence.

[0035] According to another preferred embodiment, in at least one second operating mode, particularly in the second or third operating mode, the control of the functional components includes receiving and evaluating sensor signals from at least one of the functional components by the control unit.

[0036] Other important features and advantages of the invention can be obtained from the accompanying drawings and the description thereof.

[0037] It should be understood that, without departing from the scope of the invention, the above features and the features that will still be explained below can be used not only in the various combinations described, but also in other combinations or individually. Attached Figure Description

[0038] Preferred exemplary embodiments of the present invention are shown in the accompanying drawings and explained in more detail in the following description, wherein the same reference numerals refer to the same or similar or functionally identical parts.

[0039] It is illustrated schematically in each case:

[0040] Figure 1 This is an example of a thermal management module for motor vehicles according to the present invention.

[0041] Figure 2 yes Figure 1 The possible electrical wiring diagram of the module is shown in the form of a circuit diagram.

[0042] Figure 3 It is a graphical representation showing the different possible operating modes of the thermal management module. Detailed Implementation

[0043] Figure 1 An exemplary perspective view illustrates a thermal management module 1 for a motor vehicle according to the present invention, particularly a thermal management module having an electric drive motor and an energy storage device. For example, the vehicle can be a pure battery electric vehicle, a fuel cell vehicle, or a hybrid vehicle. Figure 2 It shows Figure 1 A circuit diagram representation of possible electrical wiring for module 1.

[0044] according to Figure 1 and Figure 2Module 1 includes a component carrier 2 and multiple electrically controllable functional components 3. In this exemplary embodiment, the functional components 3 are a cooler 24, an expansion tank 25, three valves 26a, 26b, and 26c (wherein two valves 26a and 26b are solenoid valves, and valve 26c is an expansion valve), and two pumps 27a and 27b. The functional components 3 of module 1 and other components (if applicable) are fluidly connected to each other as part of a cooling circuit, which is not further shown. Additional functional components 3 can be, for example, a temperature sensor 29 for measuring the temperature of another functional component 3. For clarity, Figure 1 Only two of the temperature sensors 29 are shown in the image.

[0045] The component carrier 2 is designed to support the functional component 3 and includes a suitable mechanical component interface for the corresponding functional component 3. The corresponding component interface is adaptable to the corresponding shape, size, and function of the corresponding functional component 3. The corresponding functional component 3 is then detachably secured to the component carrier 2 via the corresponding component interface. However, permanent, i.e., non-removable fasteners are also conceivable. A fastening interface can be additionally molded onto the component carrier 2, through which the component carrier 2 and module 1 can be fastened to the vehicle body. In an exemplary embodiment, the fastening interface is formed by two openings 30a and 30b.

[0046] according to Figure 1 Module 1 also includes a control unit 4, schematically shown, which includes a control electronics system 5 having electrical and electronic components (only in...). Figure 1 (The diagram is roughly schematically indicated) for use with the electronic control function component 3, and is disposed within the housing 8 of the control unit 4. The housing 8 of the control unit 4 can also be detachably or non-detachably fastened to the component carrier 2. The detachable fasteners of the housing 8 can be implemented, for example, by screw connection, clamp connection, or snap connection. The non-detachable fasteners of the housing 8 can be implemented, for example, by riveting connection, welding connection, or welded connection.

[0047] The following is for reference Figure 2The circuit diagram is represented. Therefore, the control electronics system 5 can be mounted on or include a board 22 located within the housing 8. Furthermore, the control electronics system 5 can be electrically connected to the corresponding functional component 3 via an electrical control line path 6 and a component fieldbus 7 (preferably via a LIN bus). The control line path 6 can be an electrical control line 6a for controlling the corresponding functional component 3. Control signals can be sent to the corresponding functional component 3 via the control line 6a. However, the control line path 6 can also be a sensor line or signal line 6b, through which sensor signals can be sent from the corresponding functional component 3 (e.g., from the temperature sensor 29) to the control unit 4 or the control electronics system 5. The functional component 3 can also be controlled via the component fieldbus 7 through unidirectional or bidirectional data transmission between the corresponding functional component 3 and the control unit 4 or the control electronics system 5.

[0048] exist Figure 2 In the exemplary scenario, two valves 26a and 26b are controlled via control line 6a, while expansion valve 26c is connected to component fieldbus 7 and is therefore controlled by control unit 4 via component fieldbus 7. Two pumps 27a and 27b are also connected to component fieldbus 7 in the example and are therefore controlled by control unit 4 via component fieldbus 7.

[0049] according to Figure 2 In an exemplary scenario, an electrical input connector 9 is provided on the housing 8 of the control unit 4. Through this control unit, the control electronics system 5 can be electrically connected to the fieldbus 10 (preferably a CAN bus) of the vehicle and electrically connected to the voltage source 11 of the vehicle via the module 1 for data transmission. Conversely, the input connector 9 can be electrically connected to the vehicle fieldbus 10 and the voltage source 11 of the vehicle via an input plug connector 12 provided on the housing 8. The input plug connector 12 may include an input socket 13 fixed to the housing 8, into which an input plug 14 can be inserted. The input plug has an electrical connection line 15 to the voltage source 11 or the vehicle fieldbus 10, and the input plug and input socket 13 are complementary.

[0050] Furthermore, the control unit 4 may include a voltage supply line 16 electrically connected to the control electronics system 5 for supplying power to the control electronics system 5 and the functional components 3. For this purpose, the voltage supply line 16 may be electrically connected to the input connector 9 and a power output connector 17 also disposed on the housing 8, through which the voltage supply line 16 for a voltage source may be electrically connected to at least one functional component 3.

[0051] In an exemplary scenario, voltage supply line 16 includes a first voltage supply line 16a and a second voltage supply line 16b, which are designed to transmit different electrical outputs.

[0052] For example, the first voltage supply line 16a can be designed to transmit a maximum electrical output of up to 1 kW, while the second voltage supply line 16b can be designed to transmit a maximum electrical output of only a few watts. Alternatively, the control electronics 5 or board 22 can directly supply low voltage, particularly 5 volts or 12 volts, to various component carriers 3 with extremely low power consumption; in an exemplary scenario, these are temperature sensors 29. For this purpose, low-voltage wires 23 can be provided from the control electronics 5 or from the board 22 to the relevant functional components 3.

[0053] In addition, an electrical control output connector 18 is provided on the housing 8, through which all electrical control circuit paths 6 and component fieldbus 7 can be electrically connected to the control electronics system 5.

[0054] according to Figure 2 The electrical control output connector 18 and the power output connector 17 are electrically connected to the functional component 3 via a common output plug connector 19 having an output socket 20 and an output plug 21 thereto.

[0055] In a version not shown, the electrical control output connector 18 and the power output connector 17 are electrically connected to the functional component 3 via two output plug connectors 19a and 19b respectively formed and disposed on the housing 8. Each output plug connector has a separate socket 20a and 20b and a complementary separate output plug 21a and 21b. The aforementioned low-voltage wire 23 can also be integrated into the power output connector 17.

[0056] The following references are based on Figure 3 The chart. For example... Figure 3 As shown, the control unit 5 can switch between a first operating mode, a second operating mode, and a third operating mode B1, B2, and B3. In the first operating mode B1, the control command SB received from the vehicle fieldbus 10 (CAN bus 10 in this example) is not modified by the control electronics system 5, but the control commands for controlling the relevant functional components 3 are directly transmitted to the component fieldbus 7 (LIN bus in this example). In contrast, in the second operating mode B2, the control electronics system 5 processes the control command SB received from the vehicle fieldbus 10 into a higher-level control command. This means that the control unit 5 independently executes the control of functional component 3 compared to the vehicle fieldbus 10. If a different bus system is used for the vehicle fieldbus 10 (e.g., CAN bus as the vehicle fieldbus and LIN bus as the component fieldbus), the control unit 5 can respectively quasi-"convert" the control commands received from the vehicle fieldbus 10 and the CAN bus for further processing on the component fieldbus 7 or the LIN bus. However, in terms of content, the commands received from the vehicle fieldbus 10 remain unchanged in the first operating mode.

[0057] In contrast, in the second operating mode B2 and the third operating mode B3, functional unit 3 does not directly process control commands provided by the vehicle fieldbus 10. Instead, in the second operating mode B2 and the third operating mode B3, control unit 4 controls functional unit 3 in response to higher-level control commands SB received from the vehicle fieldbus 10. To this end, control unit 4 sends the corresponding control commands SB to functional unit 3 via component fieldbus 7.

[0058] Furthermore, the control unit 4 can be equipped or programmed in the second operating state B2 and also in the third operating state B3 to execute two or more functional modes F1, F2 of the thermal management module 1. In the corresponding functional modes F1, F2, the functional component 3 is controlled according to a predetermined control strategy assigned to at least one functional mode F1, F2.

[0059] For example, in functional mode F1, a closed control loop with a closed-loop control variable and an adjustable actuation variable can be executed in functional component 3 by control unit 4. Here, the setpoint of the closed-loop control variable can be provided to control unit 4 as a higher-level control command SB by vehicle fieldbus 10, so that control unit 4 can activate functional component 3 by appropriate control command SB.

[0060] exist Figure 3 In the example, control unit 4 can be further switched to a third operating state B3. In the second operating mode B2, this is in response to a higher-level control command received from the vehicle fieldbus 10 by control unit 4. Setting specific function modes F1 and F2 or switching the currently set function modes F1 and F2 to another function mode 3. In contrast, in the third operating mode B3, control unit 4 automatically handles the setting of specific function modes F1 and F2 and the switching between the two function modes F1 and F2, without needing to receive corresponding higher-level control commands SB from the vehicle fieldbus 10 for this purpose. Instead, the additional information ZI provided to control unit 4 by the vehicle fieldbus 10 is processed by control unit 4.

[0061] In the second operating mode B2 and in the third operating mode B3, the control of the functional component 3 can include receiving and evaluating sensor signals from at least one of the functional components 3 via the control unit 4, provided that these sensor signals are not sent to the control unit 4 via the component fieldbus 7, but only via the control line path 6.

Claims

1. A thermal management module (1) for a temperature control circuit in a motor vehicle, the thermal management module having - Component carrier (2); - At least two electrically controllable functional components (3) for temperature control of at least one vehicle component of a motor vehicle, the electrically controllable functional components being detachably or non-detachably connected to the component carrier (2). - At least one electrical control unit (4) includes a control electronics system (5) for electrically controlling at least two of the functional components (3), the control electronics system being electrically connected to the respective functional components (3) via a component fieldbus (7) or via at least one electrical control line path (6) and a component fieldbus (7), and disposed in the housing (8) of the control unit (4); - in, The housing (8) of the control unit (4) is detachably or non-detachably fixed to at least one of the component carrier (2) and / or the functional component (3). - in, The control unit (4) includes at least one voltage supply line (16) electrically connected to the control electronics system (5) for supplying electrical power to the control electronics system (5); - Wherein, the at least one voltage supply line (16) is electrically connected to an input connector (9) disposed on the housing (8), and is also connected to a power output connector (17) also disposed on the housing (8). The voltage supply line (16) of the voltage source is electrically connected to at least one functional component (3) through the power output connector, and - Wherein, the control unit (4) is configured as follows: - Switching between a first operating mode (B1) and at least one second operating mode (B2, B3); - In the first operating mode (B1), control commands received from the vehicle fieldbus (10) are transmitted by the control electronics system (5) to the component fieldbus (7) to control the relevant functional components (3). - In at least one second operating mode (B2, B3), control commands received from the vehicle fieldbus (10) are processed by the control electronics system (5), such that the control of the functional component (3) is performed by the control unit (5).

2. The module according to claim 1, characterized in that, - The detachable fastening of the housing (8) is achieved by at least one screw connection and / or clamp connection and / or snap-fit ​​connection; and / or - The non-removable fastening of the housing (8) is achieved by at least one rivet connection and / or welded connection and / or welded seam connection.

3. The module according to claim 1 or 2, characterized in that, - An electrical input connector (9) is provided on the housing (8), through which the control electronics system (5), including the component fieldbus (7), can be electrically or by data transmission connected to the vehicle fieldbus (10) and voltage source (11) of the motor vehicle. - The input connector (9) can be electrically connected to the vehicle fieldbus (10) and voltage source (11) of the motor vehicle via the input plug connector (12).

4. The module according to claim 3, characterized in that, The input plug connector (12) includes an input socket (13) fixed to the housing (8), and an input plug (14) having an electrical connection (15) to a voltage source (11) or a vehicle fieldbus (10) can be inserted into the input socket, the input plug and the input socket (13) being complementary.

5. The module according to claim 1 or 2, characterized in that, An electrical control output connector (18) is provided on the housing (8), through which at least one of the electrical control circuit paths (6) and the component fieldbus (7) can be electrically connected to the control electronics system (5).

6. The module according to claim 5, characterized in that, - The electrical control output connector (18) and the power output connector (17) are electrically connected or electrically connected to the functional component (3) via a common output plug connector (19) provided on the control housing (8), the common output plug connector having an output socket (20) and a complementary output plug (21); or, - The electrical control output connector (18) and the power output connector (17) can be electrically connected or electrically connected to the functional component by two output plug connectors (19a, 19b) respectively formed and disposed on the control housing, each of the two output plug connectors having a separate socket (20a, 20b) and a separate output plug (21a, 21b) complementary to them respectively.

7. The module according to claim 1 or 2, characterized in that, The at least one voltage supply line (16) includes a first voltage supply line (16a) and a second voltage supply line (16b), which are designed to transmit different electrical outputs (P1, P2).

8. The module according to claim 1 or 2, characterized in that, The module (1) includes at least one functional component (3) of a vehicle cooling circuit through which coolant can flow, and a component carrier (2).

9. The module according to claim 1 or 2, characterized in that, - The at least one functional component (3) is formed by an expansion tank (25), which is connectable to a cooling circuit for collecting coolant, and / or, - The at least one functional component (3) is formed by a pump (27a, 27b), which is capable of being connected to a cooling circuit, and / or, - The at least one functional component (3) is formed by a cooler (24), which is connectable to a cooling circuit, and / or, - The at least one functional component (3) is formed of a heat exchanger, which can be connected to a cooling circuit, and / or, - The at least one functional component (3) is formed by a valve (26a, 26b), which is connectable to a cooling circuit, and / or, - The at least one functional component (3) is formed of a filter, which can be connected to a cooling circuit, and / or, - The at least one functional component (3) is formed by an indirect condenser that can be connected to a cooling circuit.

10. The module according to claim 1, characterized in that, The control electronics system (5) is used to electrically control all functional components (3).

11. The module according to claim 1 or 2, characterized in that, An electrical control output connector (18) is provided on the housing (8), through which multiple electrical control circuit paths (6) and component fieldbus (7) can be electrically connected to the control electronics system (5).

12. The module according to claim 1 or 2, characterized in that, An electrical control output connector (18) is provided on the housing (8). Through the electrical control output connector, all electrical control circuit paths (6) and component fieldbus (7) can be electrically connected to the control electronics system (5).

13. A motor vehicle having - Internal combustion engine and / or electric drive unit; - A temperature control circuit for controlling the temperature of at least one component of the motor vehicle, wherein, The temperature control circuit includes a thermal management module (1) according to any one of the preceding claims.

14. The motor vehicle according to claim 13, characterized in that, The temperature control circuit is used to control the temperature of the vehicle's battery and / or battery-powered drive unit.

15. A method for operating a thermal management module (1) according to any one of claims 1 to 12, wherein, According to the method described: The control unit (5) is capable of switching between a first operating mode (B1) and at least one second operating mode (B2, B3). - In the first operating mode (B1), control commands received from the vehicle fieldbus (10) are transmitted by the control electronics system (5) to the component fieldbus (7) to control the relevant functional components (3). - In at least one second operating mode (B2, B3), control commands received from the vehicle fieldbus (10) are processed by the control electronics system (5), such that the control of the functional component (3) is performed by the control unit (5).

16. The method according to claim 15, characterized in that, In at least one second operating mode (B2, B3), the control unit (4) responds to at least one higher-level control command (SB) received from the vehicle fieldbus (10) to control at least one functional component (3) via the component fieldbus (7) or the electrical control line (6), the functional component (3) being connected to the control device (4) via the component fieldbus or the electrical control line.

17. The method according to claim 15 or 16, characterized in that, In at least one second operating mode (B2, B3), control commands provided via the vehicle fieldbus (10) are not directly transmitted from the functional component (3) to the functional component (3) via the component fieldbus (7).

18. The method according to claim 15, characterized in that, In the first operating mode (B1), control commands received from the vehicle fieldbus (10) are transmitted by the control electronics system (5) to the component fieldbus (7) with at least no change in content, in order to control the relevant functional components (3).

19. The method according to claim 15, characterized in that, In at least one second operating mode (B2, B3), the control unit (4) responds to at least one higher-level control command (SB) received from the vehicle fieldbus (10) to control a plurality of functional components (3) via the component fieldbus (7) or the electrical control line (6), the functional components (3) being connected to the control device (4) via the component fieldbus or the electrical control line.

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