High-efficiency multi-loop thermal management unit for vehicle

Abstract

The application discloses a kind of high-efficiency multi-loop thermal management unit for vehicle, comprising: heat exchange module and fan module for the air cooling of heat exchange module;Heat exchange module includes three independent anti-freezing liquid cooling channels respectively as first channel, second channel, third channel and one high-efficiency refrigerant medium channel;According to the air flow direction of fan module for air cooling, the thermal management loop with temperature from low to high is sequentially arranged, and the thermal management loop includes: battery pack thermal management loop, fuel cell thermal management loop, motor thermal management loop;The battery pack thermal management loop is communicated with first channel;The fuel cell thermal management loop is communicated with second channel;The motor thermal management loop is communicated with third channel.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of passenger cars, in particular to a high-efficiency multi-loop thermal management unit for vehicles. BACKGROUND

[0002] Hydrogen fuel is a renewable and pollution-free energy source. Hydrogen fuel cell passenger cars have the characteristics of fast hydrogen refueling and long driving range, and therefore hydrogen fuel cell passenger cars are the direction of future automobile development.

[0003] Small and medium-sized city buses are an essential part of the "last mile" of urban public transportation. Low-entry city buses are particularly popular among community residents of all ages due to their safe, convenient, and fast boarding and alighting. However, in addition to the driver and passenger space, the space for other equipment on small and medium-sized city buses is very limited. The present application makes full use of the limited equipment space on small and medium-sized city buses to invent a plug-in control module, an integrated vehicle control module, and a high-efficiency multi-loop thermal management unit for vehicles, thereby saving materials and equipment space, improving logic control and thermal management efficiency, saving energy, and improving the utilization rate and cost performance of the vehicle.

[0004] In a fuel cell bus, there are multiple thermal management loops and components, and the temperature requirements are different. For example, when the temperature of the power battery cell is below 0℃, the system will start the battery heating function to heat the cell temperature to above 0℃ before entering the charging and discharging state. When the temperature is above 55℃, the power battery charging and discharging efficiency is low and is prone to thermal failure. The optimal working temperature of the fuel cell thermal circulation system is 55-65℃, and below or above the normal working temperature, the thermal efficiency of the fuel cell will be greatly reduced, and even cannot start at too low temperature (below 0℃). When the temperature of the controller is higher than 70℃, an overheating fault will occur. When the temperature of the drive motor is 55-140℃, the torque transmission is not accurate and the coil is prone to burnout, which may cause accidents. The existing fuel cell thermal management structure is usually one loop with one set of radiator and one set of fan, which occupies a large space and consumes a lot of energy. SUMMARY

[0005] The present application aims to provide a high-efficiency multi-loop thermal management unit for vehicles to solve the technical problems in the background art.

[0006] The technical solution adopted by the present application is as follows:

[0007] A high-efficiency multi-loop thermal management unit for vehicles, comprising: a heat exchange module and a fan module for air cooling of the heat exchange module; the heat exchange module comprises three independent anti-freezing liquid cooling channels, namely a first channel, a second channel, and a third channel, and one high-efficiency refrigerant medium channel.

[0008] The thermal management circuits are arranged in order from low to high temperature according to the air flow in and out direction of the air-cooled fan module. The thermal management circuits include: a battery pack thermal management circuit, a fuel cell thermal management circuit, and a motor thermal management circuit; the battery pack thermal management circuit is connected to the first flow channel; the fuel cell thermal management circuit is connected to the second flow channel; and the motor thermal management circuit is connected to the third flow channel.

[0009] In some embodiments, the battery pack thermal management circuit includes a battery water pipe and a battery pack water pump; the battery water pipe, the first flow channel and the battery pack water pump are connected in sequence to form a circuit, and the battery water pipe is used to dissipate heat for the power battery and the plug-in high-voltage control module respectively; a first temperature sensor is provided between the first flow channel and the battery pack water pump, and a second temperature sensor is provided between the power battery pack and the first flow channel; the battery pack water pump, the first temperature sensor and the second temperature sensor are respectively connected to the control module.

[0010] In some embodiments, the fuel cell thermal management circuit includes an insulated water pipe and a fuel cell water pump; the insulated water pipe, the second flow channel and the fuel cell water pump are connected in sequence to form a circuit, and the insulated water pipe is used to dissipate heat from the fuel cell; a third temperature sensor is provided between the second flow channel and the fuel cell water pump, and a fourth temperature sensor is provided between the fuel cell and the second flow channel; the fuel cell water pump, the third temperature sensor and the fourth temperature sensor are respectively connected to the control module.

[0011] In some embodiments, the motor thermal management circuit includes a motor water pipe and a motor water pump; the motor water pipe, the third flow channel and the motor water pump are connected in sequence to form a circuit, and the motor water pipe is used to dissipate heat for the drive motor; a fifth temperature sensor is provided between the third flow channel and the motor water pump, and a sixth temperature sensor is provided between the drive motor and the third flow channel; the motor water pump, the fifth temperature sensor and the sixth temperature sensor are respectively connected to the control module.

[0012] In some embodiments, the thermal management circuit also includes a refrigerant thermal management source circuit, which includes a high-efficiency refrigerant copper tube. The high-efficiency refrigerant copper tube, the high-efficiency refrigerant medium flow channel and the air-conditioning compressor are connected in sequence to form a circuit, and the high-efficiency refrigerant copper tube is used to dissipate heat from the air conditioner; a regulating valve is provided between the high-efficiency refrigerant medium flow channel and the air-conditioning compressor, and a seventh temperature sensor is provided between the air-conditioning compressor and the air conditioner; an eighth temperature sensor is provided between the air conditioner and the high-efficiency refrigerant medium flow channel; the air-conditioning compressor, the seventh temperature sensor and the eighth temperature sensor are respectively connected to the control module. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 This is the rear view of a fuel cell bus that uses a high-efficiency multi-circuit thermal management unit;

[0014] Figure 2 This is a schematic diagram of the working principle of the vehicle control module and the high-efficiency multi-circuit thermal management unit;

[0015] Figure 3 This is a schematic diagram of the structure of the vehicle control module;

[0016] Figure 4 It is a schematic diagram of the plug-in control block structure;

[0017] Figure 5 This is a schematic diagram of the plug-in control module panel;

[0018] Figure 6 This is a schematic diagram of the working principle of a high-efficiency multi-circuit thermal management unit; DETAILED DESCRIPTION

[0019] In order to make the purpose, technical solutions and advantages of this application more clearly understood, the present application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0020] On the contrary, this application covers any alternatives, modifications, equivalents, and solutions made within the spirit and scope of this application as defined by the claims. Furthermore, to facilitate a better understanding of this application, certain specific details are described in detail below in the detailed description of this application. Those skilled in the art will be able to fully understand this application without these details.

[0021] The following will be combined Figure 1-6 , a high-efficiency multi-circuit thermal management unit for a vehicle involved in the embodiments of this application is described in detail. It is worth noting that the following embodiments are only used to explain this application and do not constitute a limitation of this application. To better illustrate this application, it is applied to a fuel cell bus and described in detail below.

[0022] A fuel cell bus includes a control module and a high-efficiency multi-circuit thermal management unit; the control module includes: a plug-in frame and a plug-in control module, and the plug-in control module is inserted into the plug-in frame according to the designed sequence;

[0023] The high-efficiency multi-circuit thermal management unit includes: a heat exchange module and a fan module for air cooling the heat exchange module; the heat exchange module includes three independent antifreeze liquid cold flow channels, namely a first flow channel, a second flow channel, a third flow channel and a high-efficiency refrigerant medium flow channel;

[0024] The thermal management circuits are arranged in order from low to high temperature according to the air flow in and out direction of the air-cooled fan module. The thermal management circuits include: a battery pack thermal management circuit, a fuel cell thermal management circuit, and a motor thermal management circuit; the battery pack thermal management circuit is connected to the first flow channel; the fuel cell thermal management circuit is connected to the second flow channel; and the motor thermal management circuit is connected to the third flow channel.

[0025] The bus uses a mature centralized motor to drive the rear axle. The drive motor is directly integrated into the main reducer, eliminating the need for a drive shaft to connect the rear axle and motor, saving space. The rear equipment compartment is designed as a single package. The upper section houses the control module, while the lower section houses the power battery pack, low-voltage battery, and fuel cell. The hydrogen refueling and charging ports are located on both sides of the control module, and a newly invented high-efficiency multi-circuit thermal management unit is installed on the rear roof. Rear view of a low-inlet fuel cell bus using an automotive control module and a high-efficiency multi-circuit thermal management unit. Figure 1 .

[0026] The working principle diagram of the vehicle control module and the high-efficiency multi-circuit thermal management unit is as follows: Figure 2

[0027] The vehicle control module 24 uses a plug-in high-voltage control module 25 to replace the high-voltage distribution box, the motor controller MCU, the fuel cell boost DCDC, the buck DCDC, the air conditioning DCDC transformer, the brake air pump steering oil pump DCAC converter, etc.; the plug-in high-voltage control module 26 replaces the low-voltage distribution box, the vehicle controller VCU, the fuel cell controller FCU, the heat exchanger controller TCU and the on-board hydrogen system controller HCU, etc.

[0028] The vehicle control module 24 is connected to the power battery pack 1 to monitor the voltage, current, power, temperature, faults, etc. of each battery cell and the power battery pack.

[0029] The vehicle control module 24 is connected to high-voltage components such as the power battery pack 1, motor 2, fuel cell 5, air conditioner 20, steering oil pump 21, brake air pump 22 through integrated circuits of high voltage, low voltage and control diagnosis; the electric energy of the power battery pack 1 is transformed and rectified and output to other components; real-time monitoring and scheduling such as signal collection, data communication, logical judgment, and fault diagnosis are performed, and switch start and stop signals and precise instructions for quantitative control of communication data are issued in a timely manner.

[0030] The vehicle control module 24 is connected to the high-efficiency multi-loop thermal management module 23, and collects signals to schedule, monitor and manage the water pump, solenoid valve, various temperature and pressure sensors, and fan modules in each thermal management loop.

[0031] After the vehicle control module 24 reduces the voltage, it charges the low-voltage battery 9 and provides low-voltage power to the lights, wipers, instrument panel, accelerator pedal, brake pedal, gear shifter, hydrogen filling port 10, charging port 16 and other equipment.

[0032] The vehicle control module 24 is connected to the hydrogen refueling port 10 and the charging port 16. The hydrogen refueling port 10 is used to refill hydrogen from outside the vehicle, and the charging port 16 is used to recharge electricity from outside the vehicle. When the hydrogen pressure falls below 3 MPa or the battery level falls below 20%, the control module 24 alerts the driver through an audible and visual alarm signal. If the control module 24 determines that the vehicle has come to a complete stop, the parking brake is applied, the fuel cell is shut down, and the hydrogen refueling machine or charging gun is fully inserted and locked, it will start hydrogen refueling or charging for the vehicle and monitor the temperature, pressure, and battery level of the hydrogen refueling or charging process in real time. If the hydrogen pressure is full or a fault occurs, the charging or refueling process will be immediately stopped.

[0033] The vehicle control module 24 also monitors and dispatches signal collection, data communication, logical judgment, fault diagnosis, etc. for the instrument panel, accelerator pedal, brake pedal, gear shifter, etc., and issues precise instructions for switch start and stop signals and quantitative control of communication data.

[0034] The vehicle control module 24's instructions for the fuel cell operation include but are not limited to the water temperature of the fuel cell radiator, the flow of the water pump, the flow of the fan, the on-board hydrogen system 18 (including the pressure of the hydrogen pressure reducing valve, the temperature and pressure of hydrogen and the supply amount, the oxygen supply amount), the exhaust emissions of the fuel cell, etc. The control module 24 also monitors the voltage, power generation, etc. of the fuel cell.

[0035] The integrated vehicle control module 24 is a combination of various vehicle plug-in high-voltage control modules 25 and low-voltage control modules 26 inserted into the control module bracket in the designed order. The structure after the control module is pulled out is shown in FIG. Figure 3 .

[0036] The back panel 241 of the vehicle control module 24 is evenly distributed with multiple diagnostic port female terminals 243, communication port female terminals 244, low-voltage control connector female terminals 245, and low-voltage power supply port female terminals 246. The diagnostic port female terminals 243, communication port female terminals 244, and low-voltage control connector female terminals 245 are sequentially connected in parallel to the vehicle's CAN control bus, and the low-voltage power supply port female terminals 246 are sequentially connected in parallel to the vehicle's low-voltage power supply harness. The diagnostic communication CAN lines and the low-voltage harness are evenly spaced and fixed on the back panel. This shortens the lines, reduces energy consumption, and is standardized and neat, making it easier to repair. The back panel is also fixed with high-voltage copper busbars 247 through insulation measures, and high-voltage pin holes are evenly distributed on the high-voltage copper busbars. The module bracket has long rectangular or trapezoidal guide rails 242 for precise guidance when the control module is plugged in and out, ensuring that the pins and sockets of each port are aligned after the control module is fully inserted. The front end of the guide rails also has positioning pin locking screw holes for fixing the control module panel 261. The integrated vehicle control module can be installed with multiple plug-in high-voltage control modules 25 and multiple plug-in low-voltage control modules 26 according to vehicle functional requirements.

[0037] Plug-in control module, structure diagram Figure 4 , replacing traditional, scattered DC / DC converters, DC / AC converters, and controllers of various specifications. The control module's baseplate 251 features upper and lower U-shaped slots, which ride on the upper and lower guide rails 242 of the module bracket. This ensures uniform left-right clearance during insertion and removal, preventing damage to electrical components 253 and ensuring alignment of the pins and sockets of the control module's rear ports. The baseplate 251 also holds a printed circuit board 252, on which electrical components 253, such as IGBTs, capacitors, resistors, and contactors, with varying parameters, are mounted. These components implement diverse control logic and voltage / current / power conversion, as well as voltage, current, pressure, and temperature anomaly protection functions, thereby enabling safe and efficient monitoring and scheduling of various components. The baseplate also holds two lever handles 254, a universal diagnostic jack 255, a communication port 256, a low-voltage power port 257, a low-voltage power port 258, and high-voltage pins 259. The lever handle has a locking function to ensure that the plug-ins are connected in place after the control module is aligned and inserted, and will not loosen or pop out due to vehicle operation, causing connection failure. The lever handle is also used to save effort when plugging and unplugging.

[0038] The plug-in low-voltage control module also includes a high-voltage pin 259. The high-voltage line pin is inserted into the high-voltage pin hole of the high-voltage copper busbar 249 to connect the high-voltage circuit. The plug-in low-voltage control module does not have the high-voltage pin 259 to save costs.

[0039] For control modules with high heat generation, a panel 261 may be added, such as Figure 5 A mini CPU fan 262 is installed on the panel to speed up ventilation and heat dissipation, and a signal light 263 can be set on the panel; the panel also plays a dust-proof role.

[0040] Control modules that generate particularly high amounts of heat can have liquid cooling channels added to the baseplate and connected to a high-efficiency multi-circuit thermal management unit.

[0041] The vehicle-use high-efficiency multi-circuit thermal management unit 23 is composed of a heat exchange module 231 and a fan module 232. The working principle of the vehicle-use high-efficiency multi-circuit thermal management unit is as follows: Figure 6 The heat exchange module 231 is provided with three independent antifreeze liquid cold flow channels 233 , 234 and 236 and one high-efficiency refrigerant medium flow channel 235 .

[0042] The heat exchange module 231 arranges the thermal management circuits (battery pack thermal management circuit, fuel cell thermal management circuit, motor thermal management circuit) in order from low to high temperature according to the direction of air inlet and outlet, so that the cold air first cools the battery pack with lower temperature requirements, then the fuel cell, and finally the motor with higher temperature, to ensure the normal operating temperature of each component.

[0043] The battery thermal management circuit consists of a battery water pipe 29 connecting the first flow channel 236, the battery water pump 333, the power battery pack 1, the control module 24, and the first and second temperature sensors 324 and 328. When the battery water pump 333 is activated, it circulates the antifreeze, dissipating heat to the power battery 1 and the high-voltage module 25 of the control module 24, which generates the most heat.

[0044] The fuel cell thermal management circuit is connected by an insulated water pipe 30 to the second flow channel 234, the fuel cell 5, the fuel cell water pump 331, and the third temperature sensor 322 and the fourth temperature sensor 327. When the fuel cell water pump 331 is started, it drives the antifreeze fluid to circulate and exchange heat for the fuel cell 5.

[0045] The motor thermal management circuit is connected by the motor water pipe 31 to the third flow channel 233, the motor 2 and the motor water pump 332, as well as the fifth temperature sensor 321 and the sixth temperature sensor 326; the motor water pump 332 is started to drive the antifreeze to circulate and dissipate heat for the motor.

[0046] The high-efficiency thermal management source circuit is connected by a high-efficiency refrigerant copper tube 28 to the high-efficiency refrigerant medium flow channel 235, the vehicle air conditioner 20, the air conditioning compressor 334 and the regulating valve 34, as well as the seventh temperature sensor 32 and the eighth temperature sensor 325, providing heating and cooling energy to other circuits.

[0047] The maximum heating and cooling energy in the high-efficiency thermal management source circuit meets the combined maximum energy requirements of the vehicle's interior air conditioning and the other three circuits. The high-efficiency refrigerant in the high-efficiency thermal management source circuit flows in the opposite direction to the antifreeze in the other three thermal management circuits, ensuring that heat is not lost due to excessively fast flow rates, thereby improving the efficiency of the vehicle's thermal management.

[0048] Temperature sensor signals, the operating status and parameters of the fan module, water pump, air conditioning compressor, and regulating valve are uniformly collected, dispatched, and managed by the integrated vehicle control module 24. Control module 24 collects the operating temperatures of the power battery pack 1, fuel cell 5, air conditioner, motor 2, and the outlet temperatures of each flow channel through the first to eighth temperature sensors 321-328. After real-time comparison with the set operating temperature, it uses pulse width modulation closed-loop control technology to schedule the start and stop of one or more fans in fan module 232 to adjust the flow of hot and cold air. It also uses proportional regulation technology to adjust the speed of the water pump and air conditioning compressor to regulate their flow rates, the flow rate of the regulating valve, and the flow rate of the antifreeze fluid, ensuring timely and accurate heat and cold energy exchange within the thermal management circuit. This system provides timely and accurate parameter management of the power battery pack, fuel cell, and motor, maintaining their normal operating temperatures. This forms a closed-loop, efficient, multi-loop thermal management system, improving the thermal management efficiency of the entire vehicle.

[0049] The high-efficiency multi-circuit thermal management unit has three working modes: heating mode, cooling mode and pure heat dissipation mode.

[0050] When the air conditioner 20 is turned on in heating mode, the high-efficiency thermal management source circuit works, the high-efficiency refrigerant medium changes from gas to liquid, releasing heat energy to heat the surrounding air, and the air heat radiation heats the liquid in the three-way antifreeze cold flow channel. The water pumps of the three thermal management circuits are started to drive the liquid in the flow channel to circulate and heat the power battery pack, fuel cell, motor and other components. At this time, the high-efficiency multi-circuit thermal management unit is in heating mode.

[0051] Conversely, when air conditioner 20 is in cooling mode, the high-efficiency thermal management source circuit operates, and the high-efficiency refrigerant medium changes from liquid to gas, absorbing energy and cooling the surrounding air. The fan module is controlled to operate, and the three thermal management circuits are activated to ensure that more cold air exchanges heat with the liquid in the three antifreeze cold flow channels. At this time, the high-efficiency multi-circuit thermal management unit is in cooling mode. When the air conditioner is turned off, the high-efficiency thermal management source circuit does not operate, the fan module is controlled to operate, and the high-efficiency multi-circuit thermal management unit is in pure cooling mode.

[0052] The working principle of the heating mode of the high-efficiency multi-circuit thermal management unit is as follows:

[0053] When the vehicle is ready for travel in cold winter weather, the vehicle control module 24 detects that the signals from the first to eighth temperature sensors 321-328 are below 0°C. The vehicle control module 24 activates the air conditioner in heating mode, opens the solenoid valve 34, and activates the high-efficiency thermal management source circuit in heating mode, heating the antifreeze in the first, second, and third flow channels 233, 234, and 236. The battery water pump 333 and fuel cell water pump 332 are activated, driving the battery pack thermal management circuit and the fuel cell thermal management circuit to circulate, heating the power battery pack 1 and fuel cell 5. Simultaneously, the fan module is turned off, reducing airflow and heat removal, thereby lowering energy consumption. When the component and coolant temperatures rise above 0°C, the fuel cell can be activated, the battery pack can be properly charged and discharged, and the motor can be started.

[0054] The thermal efficiency of the fuel cell is between 45% and 55%, with approximately half of the heat energy dissipated by the fuel cell thermal management circuit. Therefore, after the fuel cell 5 is started and charging the power battery, the temperature of the battery pack and fuel cell continues to rise, quickly reaching normal operating temperature. At this point, the solenoid valve 34 closes, and the high-efficiency thermal management circuit shuts off the heating mode, retaining the function of the pure heat dissipation mode. The control module 24 controls the speed of the battery water pump 333 and the fuel cell water pump 332 to increase or decrease the antifreeze flow to the fuel cell and battery pack thermal management circuits, and controls the number of fans running and the speed of each fan in the fan module 232 to adjust the heat dissipation capacity of the heat exchange module 231, ensuring that the battery pack temperature is within 45°C and the fuel cell operating temperature is normally between 55°C and 65°C.

[0055] When the motor starts the vehicle, about 90% of the motor's work is used to drive the vehicle, and about 10% is dissipated through the motor's thermal management circuit, causing the motor temperature to rise.

[0056] The working principle of the high-efficiency multi-circuit thermal management unit cooling mode is as follows:

[0057] During hot summer weather, when the battery pack is continuously charging and discharging, and / or the fuel cell and / or the motor are continuously outputting high power, control module 24 detects that the battery pack, fuel cell, and motor temperatures exceed normal operating temperatures. Control module 24 then switches the air conditioner to cooling mode, opening solenoid valve 34 and activating the high-efficiency thermal management source circuit to cooling mode. Simultaneously, all fans in fan module 232 are activated, accelerating air flow and removing heat. Furthermore, if the temperature of any thermal management circuit is too high, the water pump in that circuit will operate at a higher or maximum speed, removing a significant amount of heat energy from the coolant in that circuit and lowering the temperature of the components in that circuit. If the motor temperature exceeds 140°C, motor water pump 332 will operate at its maximum speed, rapidly circulating antifreeze in the motor thermal management circuit, removing more heat from motor 2 and cooling it. This process continues until the temperature drops below the high-temperature alarm temperature of 140°C, at which point the water pump in that circuit will reduce its speed. This ensures effective cooling while effectively reducing vehicle energy consumption.

[0058] Similarly, when the temperature sensor detects that the water outlet temperature of the battery or / and the fuel cell is higher than the high temperature alarm temperature of the power battery pack 1 or / and the fuel cell 5, the vehicle control module 24 dispatches the high-efficiency thermal management circuit to start the cooling mode. At the same time, the battery water pump 333 and / or the fuel cell water pump 331 operate at a higher or maximum speed, the battery or / and fuel cell thermal management circuit circulates quickly, and the fan module 232 turns on all fans to accelerate the air flow to take away heat, so as to cool the power battery 1 and the fuel cell 5 in a timely and rapid manner.

[0059] The working principle of the pure heat dissipation mode of the high-efficiency multi-circuit thermal management unit is as follows:

[0060] In the non-altitude cold and high-temperature climate environment in spring and autumn (the temperature detected by the temperature sensor is within the normal operating range of the component), the solenoid valve 34 is closed, the high-efficiency thermal management source circuit does not circulate, and the high-efficiency multi-circuit thermal management unit is in pure heat dissipation mode. The vehicle control module 24 coordinates and manages the working status and parameters of the water pumps and fan modules of each thermal management circuit, such as the water pump speed, and the fan module 232 turning on and off all or part of the fan, thereby driving the antifreeze coolant circulation and air flow in each circuit, and performing timely and accurate parameterized thermal management of the power battery pack, fuel cell and motor, etc., to maintain the normal operating temperature range of the power battery, fuel cell and motor.

[0061] The air conditioner 20 and the air conditioner compressor 334 simultaneously cool or heat the vehicle interior air 27. The opening and closing of the air conditioner compressor 334 and the flow rate of the regulating valve 34 are controlled by the vehicle integrated control module 24 according to the vehicle interior temperature regulation requirements and the total energy demand of the thermal management circuit.

[0062] The beneficial effects of the high-efficiency multi-circuit thermal management unit for vehicles provided by the present invention include but are not limited to:

[0063] 1. The integrated vehicle control module composed of plug-in control modules proposed in this patent conducts vehicle-computer communication through the CAN bus, realizes information sharing between various control units, and collaboratively completes the functions of various vehicle systems. The integrated vehicle control module reduces the spider-web-like high and low voltage cables in structure, greatly improving work efficiency. At the same time, it also further enhances the reliability of the high and low voltage systems due to the reduction of connection nodes, making the interior of the rear equipment compartment neat and beautiful, and more conducive to subsequent maintenance. The integrated vehicle control module has insulation and protection levels that meet vehicle standards, so that high and low voltage components no longer need to be equipped with heavy equipment casings. It not only greatly improves the insulation and protection levels of the high and low voltage systems, but also greatly reduces the weight of the vehicle itself, thereby improving the overall performance of the vehicle.

[0064] 2. This patent proposes a highly efficient multi-circuit thermal management unit, arranged in layers according to the temperature gradient of each component. This fully utilizes the air flow path, using only a single fan module to form the air path. Cold air first cools the battery, which requires a lower temperature. The slightly warmed cold air then continues to cool the fuel cell, which requires a slightly higher gradient, and finally the motor. The controller can be cooled in series with the battery, cooling the battery first and then the controller. This patent significantly reduces the need for cooling fans, their control systems, and mounting brackets, saving space, reducing energy consumption, and improving the thermal management efficiency of the entire vehicle.

[0065] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A high-efficiency multi-circuit thermal management unit for a vehicle, characterized in that: include: A heat exchange module and a fan module for air cooling the heat exchange module; the heat exchange module includes three independent antifreeze liquid cold flow channels, namely a first flow channel, a second flow channel, a third flow channel and a high-efficiency refrigerant medium flow channel; The thermal management circuits are arranged in order from low to high temperature according to the air flow in and out of the air-cooled fan module. The thermal management circuits include: a battery pack thermal management circuit, a fuel cell thermal management circuit, and a motor thermal management circuit. The battery pack thermal management circuit is connected to the first flow channel; the fuel cell thermal management circuit is connected to the second flow channel; and the motor thermal management circuit is connected to the third flow channel. The battery pack thermal management circuit includes a battery water pipe and a battery pack water pump; the battery water pipe, the first flow channel, and the battery pack water pump are sequentially connected to form a circuit, and the battery water pipe is used to dissipate heat for the power battery and the plug-in high-voltage control module respectively; a first temperature sensor is provided between the first flow channel and the battery pack water pump, and a second temperature sensor is provided between the power battery pack and the first flow channel; the battery pack water pump, the first temperature sensor, and the second temperature sensor are respectively connected to the control module; The fuel cell thermal management circuit includes an insulated water pipe and a fuel cell water pump; the insulated water pipe, the second flow channel, and the fuel cell water pump are sequentially connected to form a circuit, and the insulated water pipe is used to dissipate heat from the fuel cell; a third temperature sensor is provided between the second flow channel and the fuel cell water pump, and a fourth temperature sensor is provided between the fuel cell and the second flow channel; the fuel cell water pump, the third temperature sensor, and the fourth temperature sensor are respectively connected to a control module; The motor thermal management circuit includes a motor water pipe and a motor water pump; the motor water pipe, the third flow channel, and the motor water pump are sequentially connected to form a circuit, and the motor water pipe is used to dissipate heat from the drive motor; a fifth temperature sensor is provided between the third flow channel and the motor water pump, and a sixth temperature sensor is provided between the drive motor and the third flow channel; the motor water pump, the fifth temperature sensor, and the sixth temperature sensor are respectively connected to the control module; The thermal management circuit also includes a refrigerant thermal management source circuit, which includes a high-efficiency refrigerant copper tube. The high-efficiency refrigerant copper tube, the high-efficiency refrigerant medium flow channel and the air-conditioning compressor are connected in sequence to form a circuit, and the high-efficiency refrigerant copper tube is used to dissipate heat from the air conditioner; a regulating valve is provided between the high-efficiency refrigerant medium flow channel and the air-conditioning compressor, and a seventh temperature sensor is provided between the air-conditioning compressor and the air conditioner; an eighth temperature sensor is provided between the air conditioner and the high-efficiency refrigerant medium flow channel; the air-conditioning compressor, the seventh temperature sensor and the eighth temperature sensor are respectively connected to the control module.

Images