Thermal management system applied to vehicle and vehicle

Abstract

The invention relates to a heat management system applied to a vehicle and the vehicle, the system comprises a central integration module and a heat management module, and the heat management module comprises a refrigerant module, a heat dissipation module, a vehicle cabin module, a battery module and an electric drive and electric control module; the central integration module is connected with the heat management module through a pipeline, and a cooling medium flows in the pipeline; the central integration module is used for providing flowing power for the cooling medium, distributing the flow of the cooling medium to the heat management module and controlling the flowing direction of the cooling medium in the heat management module; the refrigerant module is used for refrigerating and / or heating through a cooling medium; the heat dissipation module is used for dissipating heat of the cooling medium into the environment and / or absorbing heat from the environment; the vehicle cabin module is used for adjusting the temperature of a passenger cabin through the heat of the cooling medium; a battery module for adjusting the temperature of the battery by the heat of the cooling medium; and the electric drive and electric control module is used for dissipating the received heat.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology, specifically to a thermal management system and vehicle applied to a vehicle. Background Technology

[0002] With the development of new energy vehicles and intelligent connected technologies, the vehicle thermal management system plays a crucial role in ensuring passenger comfort, power battery performance, electric drive system reliability, and energy utilization efficiency.

[0003] When traditional thermal management systems apply new refrigerants, they often require complex water circuit design and safety control logic due to high pressure or flammability issues. This leads to increased system costs, difficulties in layout, and a lack of overall vehicle-level heat management capabilities, affecting the efficient utilization of heat and consequently impacting the user's driving experience. Summary of the Invention

[0004] The purpose of this invention is to provide a thermal management system and vehicle for use in vehicles, so as to achieve thermal management of the whole vehicle, improve the utilization rate of heat, and enhance the user's driving experience.

[0005] In a first aspect, the present invention provides a thermal management system for a vehicle, the system including at least a central integration module and a thermal management module, the thermal management module including at least one of a refrigerant module, a heat dissipation module, a vehicle compartment module, a battery module, and an electric drive and electronic control module; the central integration module and the thermal management module are connected by a pipe, and a cooling medium flows in the pipe;

[0006] The central integration module is used to provide flow power for the cooling medium, distribute the flow rate of the cooling medium to the thermal management module, and control the flow direction of the cooling medium in the thermal management module;

[0007] The refrigerant module is used for cooling and / or heating via a cooling medium;

[0008] A heat dissipation module is used to dissipate heat from the cooling medium into the environment and / or absorb heat from the environment;

[0009] The cabin module is used to regulate the temperature of the passenger compartment by using the heat of the cooling medium;

[0010] Battery module, used to regulate battery temperature by using the heat of a cooling medium;

[0011] The electric drive and control module is used for heat dissipation through a cooling medium.

[0012] In one example, the refrigerant module includes a compressor, a condenser, and a cooler; the compressor is connected to both the condenser and the cooler, the condenser is connected to the central integration module, and the cooler is connected to the central integration module; the refrigerant flows unidirectionally between the compressor, condenser, and cooler.

[0013] The compressor is used to compress the refrigerant and transfer the heat of the refrigerant to the condenser;

[0014] The condenser is used to receive the cooling medium from the central integration module, heat the cooling medium with the cold medium, and then transfer the cooling medium to the central integration module and send the cold medium to the condenser.

[0015] The cooler is used to receive the cooling medium from the central integration module, cool the cooling medium through the cold medium, send the cold medium to the compressor, and send the cooling medium to the central integration module.

[0016] In one example, the refrigerant module includes a gas-liquid separator connected to the condenser, the compressor, and the cooler, respectively. A solenoid valve is provided between the gas-liquid separator and the compressor, and an electronic expansion valve is provided between the gas-liquid separator and the cooler.

[0017] The gas-liquid separator is used to transfer the refrigerant from the condenser to the compressor via a solenoid valve for gas replenishment and enthalpy increase, and to transfer the refrigerant from the condenser to the cooler via an electronic expansion valve.

[0018] In one example, the heat dissipation module includes an electric fan and a first heat sink;

[0019] The first heat sink is used to dissipate the heat of the cooling medium transferred from the central integrated module into the environment, and to transfer the cooled medium back to the central integrated module.

[0020] The electronic fan is used to dissipate the heat from the cooling medium in the first radiator into the environment.

[0021] In one example, the cabin module includes a heat exchanger, a blower, and an electric heater;

[0022] The heat exchanger is used to receive the cooling medium from the central integrated module, exchange the heat of the flowing cooling medium with the heat in the environment, and transfer the cooled medium after heat exchange to the central integrated module.

[0023] The blower is used to provide airflow to the crew compartment;

[0024] The electric heater is used to heat the crew compartment.

[0025] In one example, the battery module receives the cooling medium from the central integration module, exchanges the heat of the flowing cooling medium with the heat of the battery, and then transfers the cooled medium to the central integration module.

[0026] In one example, the electric drive and control module includes at least one heat-generating electronic unit, which includes at least one of an on-board charger, a DC-DC converter, and a power electronic unit, wherein the on-board charger, the DC-DC converter, and the power electronic unit are connected in series.

[0027] The heating electronic unit is used to receive the cooling medium from the central integrated module, exchange the heat of the flowing cooling medium with the heat of the heating electronic unit, and then transfer the heat-exchanged cooling medium to the central integrated module.

[0028] In one example, the central integration module includes a first water pump, a second water pump, a third water pump, and a three-way water valve;

[0029] The first water pump is connected to the cooler and is used to drive the cooling medium to flow to the thermal management module;

[0030] The second water pump is connected to the three-way water valve and is used to drive the cooling medium to flow to the battery module through the three-way water valve;

[0031] The third water pump is connected to the condenser and is used to drive the cooling medium to flow to the thermal management module.

[0032] In one example, the central integration module includes a first three-way proportional valve and a second three-way proportional valve;

[0033] The first three-way proportional valve is connected to the cabin module and is used to control the flow rate of the cooling medium flowing to the cabin module;

[0034] The second three-way proportional valve is connected to the first three-way proportional valve, the condenser, and the cooler respectively, and is used to receive the cooling medium transmitted by the cooler through the first water pump, or to receive the cooling medium transmitted by the condenser through the third water pump, and is also used to transmit the received cooling medium to the first three-way proportional valve.

[0035] In one example, the system includes an oil cooler connected in parallel with the electric drive and control module;

[0036] The oil cooler is used to receive the cooling medium from the central integrated module, store the heat of the received cooling medium, and provide the stored heat to the cabin module and / or battery module through the central integrated module.

[0037] In one example, a third three-way proportional water valve is installed at the parallel connection position between the output terminal of the electric drive control module and the output terminal of the oil cooler;

[0038] The third three-way proportional water valve is used to control the flow rate from the electric drive and control module to the central integrated module, and the flow rate from the oil cooler to the central integrated module.

[0039] In one example, a second radiator is installed between the electric drive control module and the third three-way proportional water valve, and a third radiator is installed between the oil cooler and the third three-way proportional water valve.

[0040] The second heat sink is used to cool the heat from the electric drive and control module;

[0041] The third radiator is used to cool the heat from the oil cooler.

[0042] In a second aspect, the present invention provides a vehicle in which a thermal management system as described in the first aspect is deployed, the system being used to regulate the temperature of the battery and / or the passenger compartment in the vehicle.

[0043] This invention provides a thermal management system and vehicle for use in vehicles. By setting up a central integrated module to uniformly provide power, distribute flow, and control the direction of the cooling medium, it achieves centralized and coordinated management of modules such as refrigerant, heat dissipation, vehicle compartment, battery, and electric drive and control. The central integrated module integrates power, distribution, and control functions, simplifying the piping structure, reducing heat transfer losses, and improving space utilization and system response accuracy. Through dynamic allocation of heat throughout the vehicle, it effectively improves heat utilization efficiency, solving problems such as heat waste, high energy consumption, and complex structure in traditional systems, achieving beneficial effects such as energy saving, reduced consumption, improved range, and enhanced driving comfort. Attached Figure Description

[0044] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0045] Figure 1 A structural block diagram of a thermal management system for vehicles provided in an embodiment of the present invention;

[0046] Figure 2 A structural block diagram of a thermal management system for vehicles provided in an embodiment of the present invention;

[0047] Figure 3 A structural block diagram of a thermal management system for vehicles provided in an embodiment of the present invention;

[0048] Figure 4 A structural block diagram of a thermal management system for vehicles provided in an embodiment of the present invention;

[0049] Figure 5 A structural block diagram of a thermal management system for vehicles provided in an embodiment of the present invention;

[0050] Figure 6 A structural block diagram of a thermal management system for a cooling scenario provided in an embodiment of the present invention;

[0051] Figure 7 This is a schematic diagram of a heating scenario for a vehicle cabin module provided in an embodiment of the present invention;

[0052] Figure 8 A structural block diagram of a thermal management system for vehicles provided in an embodiment of the present invention;

[0053] Figure 9 This is a schematic diagram of the layout of a heat sink provided in an embodiment of the present invention.

[0054] The accompanying drawings have illustrated specific embodiments of the invention, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the invention in any way, but rather to illustrate the concept of the invention to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0055] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0056] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0057] In the description of this invention, it should be understood that the terms "first," "second," "third," etc., are used only to distinguish similar objects and are not necessarily used to describe a specific order or sequence, nor should they be construed as indicating or implying relative importance. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances. Furthermore, in the description of this invention, unless otherwise stated, "multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0058] It should be noted that, due to space limitations, this specification does not exhaustively list all possible implementation methods. Those skilled in the art, after reading this specification, should be able to deduce that any combination of technical features can constitute an optional implementation method, provided that the technical features do not contradict each other. The following provides a detailed description of each embodiment.

[0059] Current vehicle thermal management systems generally suffer from problems such as complex structure, low heat utilization efficiency, high energy consumption, and difficulty in adapting to new environmentally friendly refrigerants. Traditional systems often employ a decentralized pump and valve design, resulting in numerous cooling pipes, leading to high flow resistance, high heat loss, and large space occupation. Furthermore, each thermal management module operates independently, lacking a unified coordination mechanism, making it impossible to achieve efficient allocation of vehicle-wide heat and waste heat recovery. Especially in low-temperature environments, heating relies on high-power PTC (Positive Temperature Coefficient) heaters, significantly increasing auxiliary power consumption. In addition, to adapt to high-pressure or flammable new refrigerants, it is often necessary to move the refrigerant system outside the passenger compartment and add multiple safety devices, further increasing system complexity and cost, and hindering the widespread application of new refrigerant technologies.

[0060] The present invention provides a thermal management system and vehicle for use in vehicles, aiming to solve the above-mentioned technical problems of the prior art.

[0061] The technical solution of the present invention and how the technical solution of the present invention solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of the present invention will now be described with reference to the accompanying drawings.

[0062] Figure 1 This is a structural block diagram of a thermal management system for vehicles according to an embodiment of the present invention, such as... Figure 1As shown, the system includes at least a central integration module 10 and a thermal management module. The thermal management module includes at least one of a refrigerant module 20, a heat dissipation module 30, a vehicle compartment module 40, a battery module 50, and an electric drive and control module 60. The central integration module 10 is connected to each thermal management module through pipes, and a cooling medium flows in the pipes.

[0063] The central integration module 10 provides flow power for the cooling medium, distributes the flow rate of the cooling medium to the thermal management module, and controls the flow direction of the cooling medium in the thermal management module. The refrigerant module 20 is used for cooling and / or heating via the cooling medium. The heat dissipation module 30 is used to dissipate heat from the cooling medium into the environment and / or absorb heat from the environment. The cabin module 40 is used to regulate the temperature of the passenger compartment via the heat of the cooling medium. The battery module 50 is used to regulate the temperature of the battery via the heat of the cooling medium. The electric drive and control module 60 is used for heat dissipation via the cooling medium.

[0064] The refrigerant module 20, heat dissipation module 30, cabin module 40, battery module 50, and electric drive and control module 60 in the system are completely independent, and are suitable for both current R134a coolant technology and newer refrigerants such as R744 or R290. This system can be applied to passenger cars, commercial vehicles, and aircraft.

[0065] The central integrated module 10 in the system integrates three functions: media flow dynamics, flow distribution, and flow direction control. It saves cooling circuits, i.e., the use of pipes, to the greatest extent, reduces heat loss during the transfer process, and saves more space in the vehicle body.

[0066] The central integration module 10 is connected to each thermal management module through pipes. Cooling medium flows in the pipes, and the heat of the cooling medium can be transferred to each thermal management module through the pipes. For example, it can provide heat to the cabin module 40, or it can dissipate heat to the battery module 50.

[0067] The refrigerant module 20 contains a refrigerant medium, which is also known as fresh refrigerant. This refrigerant medium can exchange heat with the cooling medium, thus providing cooling or heating. The central integrated module 10 receives the cooling medium from the refrigerant module 20 and then distributes it to other thermal management modules, providing heat or dissipating it. The refrigerant module 20 is integrated outside the passenger compartment, with a refrigerant charge of less than 200g, reducing the charge by more than 50% compared to traditional modules. It also incorporates anti-collision and safety depressurization functions to maximize passenger protection from high pressure or flammable materials.

[0068] The heat dissipation module 30 can dissipate the heat in the cooling medium into the air. For example, the central integrated module 10 can transfer the heat of the cooling medium to the heat dissipation module 30. The heat dissipation module 30 dissipates the heat of the cooling medium through its own radiator and then transfers the cooled cooling medium back to the central integrated module 10. Thus, the central integrated module 10 can use the cooled cooling medium to cool down the cabin module 40, battery module 50, electric drive and electronic control module 60, etc.

[0069] For the cabin module 40, when the cabin module 40 needs to be heated, the refrigerant module 20 starts working to heat the refrigerant medium. The central integrated module 10 delivers a cooling medium to the refrigerant module 20, allowing the cooling medium to absorb the heat from the refrigerant medium. The central integrated module 10 then sends the cooled cooling medium back to the cabin module 40, thus heating the passenger compartment. When the cabin module 40 needs to be cooled, the refrigerant module 20 can cool the refrigerant medium. The central integrated module 10 delivers a cooling medium to the refrigerant module 20, allowing the refrigerant medium to absorb the heat from the cooling medium. The central integrated module 10 then sends the cooled cooling medium back to the cabin module 40, thus cooling the passenger compartment.

[0070] For battery module 50, it can provide cooling and heating / heating solutions for the battery, ensuring the battery's optimal output temperature. For example, when battery module 50 needs to heat up, refrigerant module 20 starts working, heating the refrigerant medium. Central integrated module 10 delivers cooling medium to refrigerant module 20, allowing the cooling medium to absorb the heat from the refrigerant medium. Central integrated module 10 then sends the heated cooling medium to battery module 50, achieving the goal of heating the battery. When battery module 50 needs to cool down, refrigerant module 20 can cool the refrigerant medium. Central integrated module 10 delivers cooling medium to refrigerant module 20, allowing the refrigerant medium to absorb the heat from the cooling medium. Central integrated module 10 then sends the cooled cooling medium to battery module 50, achieving the goal of cooling the battery.

[0071] The electric drive and control module 60 may include components such as a driver and control circuits for controlling the vehicle. These components generate heat during operation, thus requiring heat dissipation. The central integrated module 10 can send a low-temperature cooling medium to the electric drive and control module 60 to remove its heat. The electric drive and control module 60 then sends the cooled medium back to the central integrated module 10, which can then utilize the heat from the cooling medium in other thermal management modules.

[0072] In other words, the thermal management system in this embodiment uses a central integrated module 10 as the power source and control center for the cooling medium, enabling centralized driving and dynamic scheduling of multiple thermal management modules throughout the vehicle. The central integrated module 10 is responsible for providing the power required for the circulation of the cooling medium and, based on current operating conditions, precisely allocating the flow path of the cooling medium and controlling its flow direction among different thermal management modules. The central integrated module 10 typically consists of one or more water pumps, a flow regulating valve body, and a flow channel interface integrated into the same housing, featuring compactness and modularity. It can be installed in a designated area of ​​the engine compartment or chassis, reducing the number of external connection pipes and lowering the risk of leakage. The cooling medium can be a mixture of ethylene glycol and deionized water, possessing good antifreeze, anti-corrosion, and thermal conductivity properties, circulating in a closed loop within the system.

[0073] The thermal management module includes at least one of the following: refrigerant module 20, heat dissipation module 30, cabin module 40, battery module 50, and electric drive and control module 60. These modules are deployed in combination according to the specific vehicle configuration requirements. The refrigerant module 20 achieves active cooling or heating of the cooling medium through heat exchange between the refrigerant and the cooling medium, suitable for scenarios such as air conditioning and heat pump heating. Its internal refrigerant can be various types, including R134a, R290, and R744, offering strong system compatibility and eliminating the need to reconstruct the overall architecture due to refrigerant replacement. The heat dissipation module 30 releases the heat carried by the high-temperature cooling medium to the external environment through natural convection or forced air cooling, or, in specific modes, absorbs ambient heat, improving heat pump efficiency under low-temperature conditions. The cabin module 40 utilizes heat exchange between the cooling medium and the passenger compartment air to regulate the temperature and humidity inside the cabin, ensuring passenger comfort. A typical implementation involves installing a heat exchanger in the HVAC (Heating, Ventilation, and Air Conditioning) system, where the cooling medium exchanges heat with the airflow as it flows through. The battery module 50 controls the temperature of the cooling medium flowing over the surface or internal cooling plates of the battery pack, maintaining the power battery within its optimal operating temperature range and preventing overheating leading to thermal runaway or low temperatures causing a decrease in charging and discharging capabilities. The electric drive and control module 60 encompasses high-heat-generating components such as the on-board charger and DC-DC converter. It uses a cooling medium to remove waste heat generated during operation, ensuring stable operation of power devices within a safe temperature range.

[0074] The aforementioned thermal management modules are connected to the central integrated module 10 via cooling pipes, forming a complete cooling circuit network. The central integrated module 10 dynamically adjusts the supply direction and flow rate of the cooling medium based on information collected by sensors, such as component temperatures, environmental parameters, and vehicle operating status, achieving multi-objective collaborative management. For example, when the passenger compartment requires cooling while the battery is at room temperature, the central integrated module 10 prioritizes allocating cooling capacity to the passenger compartment module 40; when the battery enters the fast charging phase and generates a large amount of heat, the flow rate is reallocated to the battery module 50 for enhanced cooling; under low-temperature winter conditions, the system can guide the waste heat generated by the electric drive and control module 60 to be transferred to the passenger compartment module 40 or the battery module 50 via the cooling medium, achieving waste heat reuse, reducing the start-stop frequency of the compressor or PTC, and thus reducing the overall vehicle auxiliary power consumption.

[0075] This embodiment implements an integrated thermal management architecture centered on the central integration module 10. Through integrated design of cooling medium flow dynamics, flow distribution, and flow direction control, it simplifies the dispersed pump and valve structure of traditional systems, reduces pipe length and the number of joints, and improves system reliability and assembly efficiency. Simultaneously, this architecture supports multiple refrigerant compatibility applications, enhancing the system's technical adaptability to future environmentally friendly refrigerants. More importantly, the system can flexibly allocate cooling resources among different heat demands, achieving coordinated temperature control of key components such as the passenger compartment, power battery, and electric drive and control systems. It maximizes the recovery and utilization of waste heat generated during the operation of components such as the motor and control system, significantly improving the overall vehicle energy utilization efficiency and effectively solving the problems of severe heat waste, high energy consumption, and high system complexity.

[0076] This invention provides a thermal management system for vehicles. By setting up a central integrated module to uniformly provide power, distribute flow, and control the direction of the cooling medium, it achieves centralized and coordinated management of modules such as refrigerant, heat dissipation, vehicle compartment, battery, and electric drive and control. The central integrated module integrates power, distribution, and control functions, simplifying the piping structure, reducing heat transfer losses, and improving space utilization and system response accuracy. Through dynamic allocation of heat across the entire vehicle, it effectively improves heat utilization efficiency, solving problems such as heat waste, high energy consumption, and complex structure in traditional systems, achieving beneficial effects such as energy saving, reduced consumption, improved range, and enhanced driving comfort.

[0077] Figure 2 This is a structural block diagram of a thermal management system for vehicles according to an embodiment of the present invention, such as... Figure 2As shown, the refrigerant module 20 includes a compressor 201, a condenser 202, and a cooler 203; the compressor 201 is connected to the condenser 202 and the cooler 203 respectively, the condenser 202 is connected to the central integrated module 10, and the cooler 203 is connected to the central integrated module 10; the refrigerant flows unidirectionally between the compressor 201, the condenser 202, and the cooler 203.

[0078] The compressor 201 is used to compress the refrigerant and transfer the heat of the refrigerant to the condenser 202; the condenser 202 is used to receive the cooling medium from the central integrated module 10, heat the cooling medium through the refrigerant, and then transfer the cooling medium to the central integrated module 10, as well as send the refrigerant to the cooler 203; the cooler 203 is used to receive the cooling medium from the central integrated module 10, cool the cooling medium through the refrigerant, and then send the refrigerant to the compressor 201, as well as send the cooling medium to the central integrated module 10.

[0079] By setting up a closed refrigerant circuit consisting of a compressor 201, a condenser 202, and a cooler 203 in the refrigerant module 20, the system can flexibly switch between cooling and heating modes according to the vehicle's thermal requirements. The refrigerant module 20 supports the selective entry of the cooling medium into the heating or cooling path under different operating conditions, thereby meeting multi-dimensional thermal management needs such as passenger compartment comfort adjustment, battery temperature control, and heat dissipation of electric drive and electronic control components.

[0080] Compressor 201, as the power source for the entire refrigerant cycle, draws in low-temperature, low-pressure gaseous refrigerant and compresses it to a high-temperature, high-pressure state before discharging it. During compression, the temperature and pressure of the refrigerant increase significantly, resulting in a high level of thermal energy, which is then guided to the condenser 202 to release heat. Compressor 201 can employ an electric scroll, rotary, or swashplate design and is suitable for various environmentally friendly refrigerants such as R134a, R290, and R744. Its operating speed can be dynamically adjusted according to the system load to achieve optimal energy efficiency control.

[0081] Condenser 202 is Figure 2 The W-cond in the condenser 202 functions to exchange heat between the high-temperature, high-pressure refrigerant from the compressor 201 and the cooling medium supplied from the central integrated module 10. During this process, the refrigerant undergoes a phase change due to heat release, gradually condensing from a gaseous state to a liquid state, while simultaneously transferring heat to the cooling medium flowing through the condenser 202. The heated cooling medium then returns to the central integrated module 10 and, according to instructions, is distributed to the cabin module 40 or battery module 50, etc., for passenger compartment heating or power battery preheating. The condenser 202 itself has a highly efficient heat exchange structure, such as a plate heat exchanger or a microchannel heat exchanger, achieving a balance between high heat transfer coefficient and low flow resistance within a compact space.

[0082] Cooler 203 can be an evaporator-type heat exchange device, for Figure 2 The cooler in the central integrated module 10 utilizes the heat absorption properties of the evaporation of the refrigerant under low pressure to cool the cooling medium from the central integrated module 10. When the high-temperature liquid refrigerant flows out of the condenser 202, it enters the cooler 203. During this process, the refrigerant rapidly vaporizes and absorbs heat from the surrounding cooling medium, lowering its temperature. The cooled refrigerant is then returned to the central integrated module 10 and supplied to the battery module 50 or the cabin module 40, etc., for cooling tasks, such as active cooling of the power battery or cooling of the passenger compartment. The refrigerant then returns to the compressor 201 for further compression and heating. The cooler 203 can be designed as a shell-and-tube, plate-fin, or immersion structure to ensure stable heat exchange performance under different flow conditions.

[0083] The three core components mentioned above—compressor 201, condenser 202, and cooler 203—are connected in series via piping to form a closed refrigerant circulation path. The refrigerant flows continuously in a single direction within this path: compressor 201 → condenser 202 → cooler 203 → compressor 201. This unidirectional flow design helps avoid system instability caused by refrigerant backflow, improving operational reliability. The refrigerant type can be selected according to actual application requirements, such as new low-carbon refrigerants like R290 and R744, making it particularly suitable for new energy vehicle platforms with high environmental and energy efficiency requirements.

[0084] The connections between the components in the refrigerant module 20 are as follows: the exhaust port of compressor 201 is connected to the inlet of condenser 202 to deliver high-temperature, high-pressure refrigerant; the outlet of condenser 202 is connected to the inlet of cooler 203 via a throttling mechanism; the outlet of cooler 203 is connected to the suction port of compressor 201, completing the refrigerant circuit closed loop. Simultaneously, condenser 202 and cooler 203 each have independent cooling medium interfaces, which connect to corresponding pipe interfaces in the central integrated module 10, allowing cooling medium to flow in as needed. The central integrated module 10 can precisely control the flow direction and flow rate of the cooling medium through water pump drive and proportional valve regulation, achieving intelligent switching of thermal management modes.

[0085] This embodiment achieves a complete heat pump cycle within the refrigerant module, enabling effective heating of the cooling medium using the condenser 202 without the need for additional heating elements. This meets the needs of passenger compartment heating and battery warming in low-temperature environments. Simultaneously, the cooler 203 provides efficient cooling to address the cooling challenges of the battery and electric drive system under high load conditions. Since both the condenser 202 and the cooler 203 are directly connected to the central integrated module 10, the cooling medium can switch paths between them as needed, greatly improving the system's thermal management flexibility and energy utilization efficiency. For example, during winter driving, the system can prioritize the heat pump mode, heating the cooling medium through the condenser 202 and supplying heat to the passenger compartment; while in summer fast-charging scenarios, the cooler 203 can be activated to strongly cool the battery circuit, preventing overheating risks. This design not only reduces the frequency of use of high-energy-consuming heating devices such as PTC heaters but also lowers overall auxiliary power consumption, aligning with the trend of low-carbon and energy-saving development.

[0086] In this embodiment, the refrigerant module 20 includes a gas-liquid separator 204, which is connected to the condenser 202, the compressor 201, and the cooler 203. A solenoid valve 205 is provided between the gas-liquid separator 204 and the compressor 201, and an electronic expansion valve 206 is provided between the gas-liquid separator 204 and the cooler 203. The gas-liquid separator 204 is used to transfer the refrigerant from the condenser 202 to the compressor 201 through the solenoid valve 205 for gas replenishment and enthalpy increase, and to transfer the refrigerant from the condenser 202 to the cooler 203 through the electronic expansion valve 206.

[0087] Specifically, a gas-liquid separator 204 is introduced into the refrigerant circulation path, and combined with the coordinated control of the solenoid valve 205 and the electronic expansion valve 206, the intake state of the compressor 201 is optimized and adjusted, thereby improving the system's operational stability and energy efficiency under extreme conditions.

[0088] Gas-liquid separator 204 is Figure 2 The M-Sep component in this system is a functional part used to separate the gaseous and liquid phases in a high-temperature, high-pressure refrigerant. It typically consists of a pressure-resistant shell, an internal baffle structure, and multiple interfaces. Its material can be aluminum alloy or stainless steel, providing excellent sealing and corrosion resistance. The inlet of the gas-liquid separator 204 is connected to the outlet of the condenser 202, receiving the medium-high temperature, high-pressure refrigerant from the condenser 202. Since incompletely liquefied gaseous refrigerant may exist during condensation, or insufficient subcooling before throttling may lead to the coexistence of two phases, the gas-liquid separator 204 separates the mixed refrigerant phases. The gaseous portion is led out from the upper outlet, and the liquid portion is discharged from the bottom outlet. This structural design allows for independent adjustment of the subsequent refrigerant distribution path according to system requirements, improving control flexibility.

[0089] Solenoid valve 205 is located in the gas phase passage between gas-liquid separator 204 and compressor 201. Its function is to open or close under controller commands to control whether gaseous refrigerant enters the gas supply port of compressor 201. Solenoid valve 205 is a normally closed electrically controlled valve with fast response and high on / off accuracy, suitable for frequent start-stop or mode switching scenarios. When the system is in low-temperature heating mode, the controller sends an opening signal, and solenoid valve 205 opens, allowing the separated saturated vapor to directly enter the intermediate chamber of compressor 201, i.e., the gas supply port, to participate in the secondary compression process. This process increases the effective intake volume of compressor 201, improves the discharge pressure and heating capacity, and simultaneously reduces the compression ratio, thus reducing the motor load.

[0090] An electronic expansion valve 206 is installed on the liquid phase channel between the gas-liquid separator 204 and the cooler 203 to throttle and reduce the pressure of the liquid refrigerant. The electronic expansion valve 206 employs a stepper motor-driven needle valve structure, allowing for precise adjustment of the opening degree via pulse signals, thus achieving continuous and controllable refrigerant flow. Its working principle involves converting the high-pressure liquid refrigerant into low-temperature, low-pressure wet vapor after throttling, which is then sent to the cooler 203 to absorb heat from the cooling medium, completing part of the refrigeration cycle.

[0091] This embodiment constitutes a dual-path gas replenishment and enthalpy enhancement mechanism. One path involves direct gas replenishment of gaseous refrigerant via a solenoid valve, while the other path involves replenishment of liquid refrigerant after throttling via an electronic expansion valve. The ratio of these two paths can be dynamically adjusted based on parameters such as ambient temperature, compressor load, and condensing pressure. For example, under extremely cold conditions below -25°C, the system prioritizes the solenoid valve path to rapidly increase the compressor intake enthalpy; while in the medium-low temperature range, such as -15°C to 0°C, the proportion of the electronic expansion valve path is appropriately increased to utilize its stronger cooling capacity and enhance the heat absorption effect.

[0092] The intake pressure entering compressor 201 consists of two parts: one is the reduced intake pressure used for heat absorption, and the other is the pressure for enthalpy enhancement. These two pressures are combined before entering compressor 201, thereby increasing the intake enthalpy and intake pressure, improving the operating conditions of compressor 201, and providing a suitable compression ratio. The direct benefit of this is that it can absorb lower-quality heat in lower environments while ensuring that compressor 201 remains within its normal operating pressure ratio range through enthalpy enhancement, thus ensuring a longer lifespan for compressor 201. In other words, due to the application of enthalpy enhancement technology, the system can start stably and operate efficiently at lower ambient temperatures, effectively solving problems such as reduced heating capacity and compressor overload in ultra-low temperature environments, thus improving the reliability and energy efficiency of the vehicle's thermal management system.

[0093] Figure 3 This is a structural block diagram of a thermal management system for vehicles according to an embodiment of the present invention, such as... Figure 3As shown, the heat dissipation module 30 includes an electronic fan 301 and a first heat sink 302.

[0094] The first heat sink 302 is used to dissipate the heat of the cooling medium transferred from the central integrated module 10 into the environment and to transfer the cooled medium back to the central integrated module 10; the electronic fan 301 is used to dissipate the heat of the cooling medium in the first heat sink 302 into the environment.

[0095] The heat dissipation module 30, through a coordinated structure of a first radiator 302 and an electric fan 301, effectively cools the high-temperature cooling medium in the vehicle's thermal management system. One or more electric fans 301 and first radiators 302 can be configured. The first radiator 302, as the main heat exchange component, undertakes the task of heat exchange between the cooling medium and the external environment; the electric fan 301 enhances heat exchange efficiency through forced air convection, improving the system's heat dissipation capacity under high-load conditions. The first radiator 302 is... Figure 3 Rad A in the image has an electric fan. Figure 3 E-Fan in the middle.

[0096] The first radiator 302 is a plate-fin or tube-strip liquid-cooled radiator, typically made of aluminum alloy, possessing high thermal conductivity and corrosion resistance. Internally, it has multiple parallel or series flow channels to guide the high-temperature cooling medium from the central integrated module 10 through the heat dissipation core. The radiator's exterior features a dense fin structure to increase the surface area in contact with air, thereby improving heat dissipation efficiency under natural or forced convection conditions. The inlet and outlet of the first radiator 302 are connected to corresponding interfaces of the central integrated module 10 via cooling pipes, forming a closed-loop circulation. During operation, the high-temperature cooling medium flows from the central integrated module 10 into the first radiator 302, transferring its heat to the metal wall as it flows through the internal channels, and then diffuses into the surrounding air through the fins.

[0097] The electric fan 301 is an axial or centrifugal electric fan, installed on one or both sides of the first radiator 302, typically located in the windward area of ​​the vehicle's front compartment, and its speed can be adjusted according to cooling needs. The electric fan 301 is driven by the vehicle's onboard controller, and its speed is adjusted in multiple stages based on the cooling medium outlet temperature, ambient temperature, and vehicle operating status, such as vehicle speed and electric drive load. When the cooling medium temperature exceeds a preset threshold, the electric fan 301 starts and accelerates, forcing outside air through the fin gaps of the first radiator 302 to carry away accumulated heat, significantly improving the heat dissipation rate. Under low heat load conditions, the fan can reduce its speed or even stop to reduce power consumption and noise.

[0098] The first radiator 302 and the electric fan 301 can be fixedly connected by mechanical fasteners or elastic clips to ensure the stability of their relative positions and avoid poor contact or airflow leakage due to vibration. Together, they constitute the heat dissipation module 30, which is deployed in a well-ventilated area at the front or side of the vehicle. It prioritizes the use of the windward airflow during driving, supplemented by the fan power, to achieve efficient heat dissipation.

[0099] In this embodiment, when the vehicle is operating at high power, such as during rapid acceleration, long-term hill climbing, or driving in high-temperature environments, a large amount of waste heat generated by the thermal management module is transported to the first radiator 302 via the central integrated module 10. The high-temperature cooling medium releases heat as it flows through the radiator core, while the electric fan 301 starts and generates forced airflow, accelerating the transfer of heat to the environment. Due to the adoption of a highly efficient heat exchange structure and a controllable airflow regulation mechanism, the system can continuously maintain the operating temperature of key components such as the battery, electric drive, and electronic control within a safe range without relying on additional cooling equipment, effectively preventing performance degradation or safety hazards caused by overheating. This configuration is particularly suitable for application scenarios where the electric drive system generates a large amount of heat and has continuous cooling requirements, improving the stability and energy efficiency of the vehicle's thermal management system.

[0100] Figure 4 This is a structural block diagram of a thermal management system for vehicles according to an embodiment of the present invention, such as... Figure 4 As shown, the cabin module 40 includes a heat exchanger 401, a blower 402, and an electric heater 403.

[0101] Heat exchanger 401 receives the cooling medium from the central integrated module 10, exchanges the heat of the flowing cooling medium with the heat in the environment, and transfers the cooled medium back to the central integrated module 10; blower 402 provides airflow to the crew compartment; electric heater 403 heats the crew compartment. Heat exchanger 401 is used for... Figure 4 The HEXer in the picture, blower 402 is... Figure 4 The Blower, electric heater 403 is Figure 4 APTC in.

[0102] The cabin module 40, consisting of a heat exchanger 401, a blower 402, and an electric heater 403, enables active regulation of the temperature and humidity environment of the passenger compartment, ensuring driving comfort while also meeting safety requirements such as defogging and snow removal. Combined with the cooling medium flow control capabilities provided by the central integrated module 10, the cabin module 40 can dynamically allocate cooling or heating capacity according to the actual heat load, improving the response speed and energy efficiency of the vehicle's thermal management system.

[0103] As the core component for heat exchange between the cooling medium and the vehicle interior air, the heat exchanger 401 can adopt a plate-fin, tube-strip, or microchannel design. The material can be aluminum alloy or stainless steel to ensure corrosion resistance and thermal conductivity. The heat exchanger 401 has multiple parallel or series passages, allowing the cooling medium to contact the air in a counter-current or cross-flow manner, thereby maximizing heat transfer efficiency. The cooling medium inlet is connected to the output of the central integrated module 10, and the outlet is connected back to the central integrated module 10 to form a closed loop. In cooling mode, the low-temperature cooling medium absorbs heat from the vehicle interior air to achieve cooling; in heating mode, the high-temperature cooling medium releases heat to the air to increase the cabin temperature. The heat exchanger 401 can be arranged inside the HVAC duct, working in conjunction with the blower 402 to ensure uniform airflow distribution and avoid localized condensation.

[0104] Heat exchanger 401 can be replaced with a dual heat exchanger structure, connected to the high-temperature side and the low-temperature side cooling circuits respectively, to achieve independent control of heating and cooling. For example, during the defogging process in winter, dry and cold air can be delivered to the windshield area through the low-temperature side heat exchanger to quickly reduce the relative humidity, while the high-temperature side heat exchanger is used to maintain a warm environment in other areas of the cabin, meeting the temperature control requirements of dual-zone or even multi-zone systems.

[0105] Blower 402 drives air through heat exchanger 401 and delivers the treated airflow to different areas of the passenger compartment, such as the face, feet, or below the windshield. It can be a centrifugal or axial fan, with motor drive options including brushed DC, brushless DC, or three-phase AC. The blower's airflow output range can be automatically adjusted based on the outside temperature, set temperature difference, and number of passengers to achieve energy-saving operation. The duct design supports switching between internal and external circulation, effectively improving cabin air quality in conjunction with the air filtration system.

[0106] The electric heater 403 serves as an auxiliary heating unit, primarily used to supplement heating during periods of insufficient heat supply in the heat pump system or during low-temperature start-up. It can be a positive temperature coefficient ceramic heater, a wire heating element, or a thin-film heating film. It is installed within the HVAC duct, immediately downstream of the heat exchanger 401, ensuring that heated air enters the passenger compartment directly. The electric heater 403's power output can be adjusted according to the vehicle model, offering multi-level adjustment or continuous power regulation, and supports soft start to reduce current surges. The vehicle's control system can dynamically adjust the heating power based on the deviation between the cabin temperature sensor feedback and the target temperature, preventing overheating or energy waste.

[0107] The heat exchanger 401, blower 402, and electric heater 403 are integrated into one unit via the HVAC assembly, serving as the cabin module 40, and operating in conjunction with the central integrated module 10, refrigerant module 20, etc. The heat exchanger 401 relies on the cooling medium flow rate and temperature provided by the central integrated module 10 to complete the heat exchange task; the blower 402 adjusts the air volume and air outlet mode according to the air conditioning panel instructions or automatic mode; the electric heater 403 serves as a supplement to the heat pump capacity, operating in extreme low temperature or high heat load scenarios.

[0108] This embodiment achieves multiple needs for passenger cabin cooling, heating, dehumidification, defogging, and air quality control under different climatic conditions through coordinated control of the heat exchanger, blower, and electric heater. Since the heat of the cooling medium comes from the central integrated module for unified scheduling, the system can provide heating using the waste heat from the electric drive and control system or battery circuit without starting the compressor, reducing reliance on high-energy-consuming PTC heaters. Simultaneously, the intelligent speed regulation and airflow management of the blower improve passenger comfort and energy efficiency. Therefore, this cabin module not only improves the flexibility and response accuracy of the thermal management system but also effectively reduces the vehicle's auxiliary power consumption, enhancing the adaptability of new energy vehicles in cold environments.

[0109] In this embodiment, the battery module 50 is used to receive the cooling medium transmitted from the central integration module 10, exchange the heat of the flowing cooling medium with the heat of the battery, and transmit the cooled medium after heat exchange to the central integration module 10.

[0110] Specifically, the cooling medium circulates within the battery module 50 and the central integration module 10, enabling active thermal management of the power battery system. The battery module 50, as a key temperature control unit in the vehicle's thermal management system, is responsible for maintaining a stable battery operating temperature and preventing performance degradation and lifespan reduction due to overheating or overcooling. The cooling medium, after exiting from the central integration module 10, enters the battery module 50, where it contacts the battery surface or bottom heat-conducting structure within its internal flow channels, absorbing or releasing heat. After completing the heat exchange process, it returns to the central integration module 10, forming a closed loop.

[0111] The battery module 50 includes a housing structure for accommodating and securing the power battery pack, and a cooling channel system arranged between the battery cells or modules. This cooling channel can employ a serpentine, parallel multi-branch, or series-parallel hybrid design to ensure uniform flow of the cooling medium through each cell area, avoiding excessive local temperature differences. The channel material is typically a thermally conductive and corrosion-resistant metal or polymer composite material, and the inner wall can be hydrophilic to enhance heat exchange efficiency. The cooling medium can be a mixture of ethylene glycol and deionized water, with the ratio adjustable according to the climate; a typical ratio is 30%–50% ethylene glycol, providing antifreeze, anti-boiling, and anti-corrosion properties.

[0112] The cooling medium is driven and delivered by the central integrated module 10, and its flow rate and temperature are dynamically adjusted according to the current operating conditions of the battery. When the battery is in a high-rate discharge or fast-charge state, the heat generation increases, and the system schedules the flow of low-temperature cooling medium into the battery module to remove excess heat through forced convection. When starting up or standing still in a low-temperature environment, if the battery temperature is lower than a set threshold, the central integrated module 10 guides the heated cooling medium into the battery circuit to achieve preheating and heat preservation. The heat source can come from a heat pump system, waste heat recovery from the electric drive and control module, or an external heating device, such as a PTC or APTC. The specific path can be controlled by a three-way proportional valve in the central integrated module 10.

[0113] The battery module 50 can also be equipped with multiple temperature sensors distributed at key locations in the battery pack, such as the center, edges, and near the tabs, to monitor the temperature field distribution in real time. Based on the collected data and preset control strategies, the vehicle's controller determines whether cooling or heating actions need to be initiated and adjusts actuator parameters such as water pump speed and valve opening to achieve precise temperature control.

[0114] This embodiment achieves efficient heat exchange between the cooling medium and the battery. Because the battery module 50 can receive the controlled cooling medium from the central integrated module 10, complete the heat exchange within it, and then return the medium to the central integrated module 10, it can flexibly switch between cooling and heating modes according to actual heat demand. This closed-loop liquid cooling structure not only improves the response speed and control accuracy of battery thermal management but also helps maintain temperature consistency within the battery pack, reducing safety risks caused by localized overheating. Simultaneously, by recovering and utilizing waste heat from the electric drive system or other components to heat the battery, auxiliary energy consumption is significantly reduced, extending the driving range, making it particularly suitable for electric vehicles operating in cold regions.

[0115] Figure 5 This is a structural block diagram of a thermal management system for vehicles according to an embodiment of the present invention, such as... Figure 5 As shown, the electric drive and control module 60 includes at least one heat-generating electronic unit, which includes at least one of an on-board charger 601, a DC-DC converter 602, and a power electronic unit 603. The on-board charger 601, the DC-DC converter 602, and the power electronic unit 603 are connected in series.

[0116] The heating electronic unit receives the cooling medium from the central integrated module 10, exchanges the heat from the flowing cooling medium with the heat from the heating electronic unit, and then transfers the cooled medium back to the central integrated module 10. The on-board charger 601 is... Figure 5 The OBC (On-Board Charger) in the system uses a DC-DC converter 602. Figure 5 The DC / DC (DC-DC Converter) in the power electronics unit 603 is... Figure 5 The PEU (Power Electronic Unit) in this context.

[0117] An electric drive and control module 60 with multiple heat-generating electronic units is installed and connected in series in the cooling circuit, enabling centralized and efficient liquid cooling management of high-power electrical components. Waste heat generated by each heat-generating electronic unit during operation is effectively absorbed by the cooling medium and carried out of the system, supporting subsequent waste heat recovery and improving the overall vehicle thermal efficiency.

[0118] The electric drive and control module 60 refers to the core component set in the vehicle's power system that undertakes the functions of power conversion and control, mainly including the on-board charger, DC-DC converter, and power electronics unit. These components generate a large amount of heat during operation due to current conversion and switching losses, making them typical high-heat-density electronic devices. Failure to dissipate heat in a timely manner can easily lead to performance degradation or even malfunction and shutdown. Therefore, the electric drive and control module 60 is designed as a functional unit that can achieve active thermal management through the flow of a cooling medium.

[0119] The series connection between the on-board charger 601, the DC-DC converter 602, and the power electronics unit 603 means that these three key components are arranged sequentially along the cooling medium flow path. The cooling medium flows through one unit at a time before moving to the next, forming a single flow channel. This structure ensures that the cooling medium can absorb heat from each unit step by step, avoiding localized overheating areas. The series connection not only simplifies the piping layout, reduces the number of interfaces and the risk of leakage, but also facilitates unified control of flow rate and direction by the central integration module 10, improving system integration and reliability.

[0120] The sequence of series connections can be optimized and adjusted according to the actual heat source distribution and temperature gradient. For example, in a conventional arrangement, the cooling medium can first flow through the DC / DC converter with relatively low heat generation, and then enter the PEU and OBC in the high-temperature zone, thereby achieving gradual heat absorption and preventing the low-temperature medium from being rapidly heated in the initial stage, which would reduce the subsequent heat exchange efficiency.

[0121] Each heat-generating electronic unit can also receive cooling medium from the central integrated module 10. That is, each heat-generating electronic unit has a dedicated cooling channel or cold plate structure. The cooling medium, after being output from the central integrated module 10, is introduced into this channel through pipes and directly contacts the device housing or substrate for heat conduction. The cooling medium is typically a mixture of ethylene glycol and deionized water, possessing good antifreeze, anti-corrosion, and thermal conductivity properties, and can operate stably within a temperature range of -40°C to 120°C. The cold plate material can be aluminum alloy or copper alloy, with a microchannel processing treatment on the surface to enhance the heat exchange area and turbulence effect, thereby improving the heat transfer coefficient. The heat from the flowing cooling medium is exchanged with the heat from the heat-generating electronic unit. The cooling medium acts as a heat carrier, absorbing heat from the surface of the heat-generating electronic unit through a forced convection heat transfer mechanism.

[0122] In low-temperature environments or scenarios with high waste heat demand, the high-temperature cooling medium generated during this heat exchange process can be guided to the cabin module 40 or battery module 50 for passenger compartment heating or battery preheating, thereby reducing the power consumption of the PTC heater and improving the overall vehicle energy efficiency. For example, when the vehicle is in a deceleration regenerative braking condition, the PEU continues to operate and generates considerable waste heat. At this time, the cooling medium carrying the waste heat is preferentially delivered to the HVAC heat exchanger to achieve "zero-energy" heating.

[0123] The electric drive and control module 60 transfers the cooled medium after heat exchange to the central integrated module 10, meaning that the high-temperature cooled medium, having completed its heat absorption task, ultimately flows back to the central integrated module 10, where it is redistributed to thermal management modules such as the refrigerant module 20 and the heat dissipation module 30. The central integrated module 10 provides circulation power through a built-in water pump and uses a multi-channel valve control system to achieve path selection and flow regulation, ensuring the coordinated operation of the entire thermal management network.

[0124] This embodiment achieves integrated liquid cooling management of multiple high-heat-generating electronic units in the electric drive and control system. Because the cooling medium flows sequentially through the on-board charger, DC-DC converter, and power electronics unit along a series path, it can efficiently remove the accumulated heat generated by each component without increasing additional pumping energy consumption. Simultaneously, this design allows waste heat to be collected centrally and used in the vehicle's heat distribution, providing a sustainable heat source for passenger compartment heating and battery temperature control. This significantly reduces reliance on auxiliary electric heating and improves the range and comfort of new energy vehicles in winter conditions.

[0125] Figure 6 This is a structural block diagram of a thermal management system for a cooling scenario provided according to an embodiment of the present invention, such as... Figure 6 As shown, the central integrated module 10 includes a first water pump 101, a second water pump 102, a third water pump 103, and a three-way water valve 104.

[0126] The first water pump 101 is connected to the cooler 203 and is used to drive the cooling medium to flow to the thermal management module; the second water pump 102 is connected to the three-way water valve 104 and is used to drive the cooling medium to flow to the battery module 50 through the three-way water valve 104; the third water pump 103 is connected to the condenser 202 and is used to drive the cooling medium to flow to the thermal management module.

[0127] The central integration module 10 includes a first three-way proportional valve 105 and a second three-way proportional valve 106.

[0128] The first three-way proportional valve 105 is connected to the cabin module 40 and is used to control the flow rate of the cooling medium to the cabin module 40. The second three-way proportional valve 106 is connected to the first three-way proportional valve 105, the condenser 202, and the cooler 203 respectively. It is used to receive the cooling medium transmitted by the cooler 203 through the first water pump 101, or to receive the cooling medium transmitted by the condenser 202 through the third water pump 103. It is also used to transmit the received cooling medium to the first three-way proportional valve 105. The first three-way proportional valve 105 and the three-way water valve 104 can be connected or disconnected according to the actual temperature control requirements.

[0129] The central integrated module 10 can be equipped with multiple water pumps, three-way water valves, and three-way proportional valves, enabling the power supply and path guidance of cooling media for different temperature demand areas. Each water pump serves a specific functional circuit, and the valves work together to achieve directional flow distribution, thereby meeting the differentiated heat load requirements of modules such as the battery, electric drive and control, and vehicle compartment under cooling or heating conditions.

[0130] The first water pump 101 is connected to the cooler 203 and is used to drive the cooling medium to flow to different thermal management modules. The first water pump 101 constitutes the power source of the low-temperature cooling circuit and is mainly responsible for delivering the low-temperature cooling medium output by the cooler 203 to the thermal management modules that need cooling, such as the active cooling of the cabin module 40 or the battery module 50 in high-temperature environments.

[0131] The second water pump 102 is connected to the three-way water valve 104 and is used to drive the cooling medium to flow to the battery module 50 through the three-way water valve 104. The second water pump 102 is dedicated to the battery temperature control circuit, providing independent and stable power for the circulation of cooling or heating medium. Since the power battery has high requirements for temperature uniformity and response speed, using a dedicated water pump can avoid flow interference with other circuits and improve temperature control accuracy. The three-way water valve 104, as a flow path switching element, can guide the cooling medium from the second water pump 102 to the battery module 50 according to control commands, or cut off the flow to achieve circuit isolation.

[0132] The third water pump 103 is connected to the condenser 202 and is used to drive the cooling medium to different thermal management modules. The third water pump 103 constitutes the core power component of the high-temperature circuit, responsible for delivering the cooling medium heated by the condenser 202 to the heat-requiring units, such as the crew compartment heat exchanger or the battery heating circuit. In heating mode, the refrigerant releases heat to the cooling medium in the condenser 202, and the third water pump 103 starts operating, pushing the high-temperature medium into the target module to complete heat transfer. This pump also has stepless speed regulation capability, which can adjust the output power according to the target temperature and the actual temperature difference to avoid energy waste. In terms of structural design, the third water pump can use the same model as the first water pump to achieve platform-based application and reduce supply chain complexity.

[0133] The first three-way proportional valve 105, acting as a terminal actuator, can be directly connected to the cabin module 40. Its function is to dynamically adjust the flow rate of the cooling medium entering the cabin module according to the current temperature requirements of the passenger compartment. This valve can be driven by an electric actuator and has continuously adjustable opening capability, supporting stepless adjustment within the range of 0% to 100%, ensuring a smooth transition of the air supply temperature and avoiding fluctuations in cabin thermal comfort due to sudden changes in flow rate. The second three-way proportional valve 106 is located upstream of the cooling medium path, with its input ends connected to the condenser 202 and the cooler 203, respectively. It transmits the medium to the condenser 202 or the cooler 203 according to the actual temperature control requirements. For example, it can receive high-temperature cooling medium driven by the third water pump 103 and heated by the condenser 202, or it can receive low-temperature cooling medium driven by the first water pump 101 and cooled by the cooler 203. The second three-way proportional valve 106 can selectively connect one of the input sources according to the system operating mode, or mix the two in a certain proportion and output them to the first three-way proportional valve 105. For example, in heat pump heating mode, the high-temperature medium on the condenser 202 side is preferentially energized; in standalone cooling mode, the low-temperature medium on the cooler 203 side is energized; and in composite temperature control mode (such as dehumidification and heating), the hot and cold media can be mixed on demand to achieve precise temperature control.

[0134] The outlet of the second three-way proportional valve 106 is connected to the inlet of the first three-way proportional valve 105, allowing both cold and heat sources to converge into the same control channel. This simplifies the water circuit layout, reduces the number of pipe interfaces, and facilitates a more compact design for the central integrated module 10. The entire cooling medium flow path is arranged inside or near the central integrated module 10, shortening the transmission distance, reducing heat loss along the flow path, and improving response speed.

[0135] Taking the cooling scenario of the cabin module 40 as an example, through heat exchange between the cooling medium and the cold medium in the cooler 203, the cooled cooling medium is sent to the central integrated module 10 via the first water pump 101. Then, through the second three-way proportional valve 106 and the first three-way proportional valve 105 in the central integrated module 10, the cooled cooling medium is transferred back to the cabin module 40. After the cabin module 40 cools down, the cooled medium, having absorbed heat, is sent back to the cooler 203 through the interface of the central integrated module 10, thus completing the closed-loop circuit of the cooling medium and achieving continuous cooling of the passenger compartment. Meanwhile, other thermal management modules continue the insulation process. For example, the condenser 202 exchanges heat with the cooling medium. The cooled medium, after absorbing heat, is delivered to the central integrated module 10 via the third water pump 103. The central integrated module then delivers the cooling medium to the heat dissipation module 30. After the heat dissipation module 30 dissipates heat from the cooling medium, it returns the cooling medium to the central integrated module 10. The central integrated module 10 delivers the cooling medium to the three-way water valve 104 via the second water pump 102. The three-way water valve 104 then delivers the cooling medium to the battery module 50. After passing through the battery module 50, the cooling medium reaches the electric drive and control module 60 via the central integrated unit. The cooling medium dissipates heat from the electric drive and control module. The cooled medium, having gained heat, returns to the condenser 202 via the central integrated module 10, completing the closed-loop circuit.

[0136] Figure 7 This is a schematic diagram of the heating scenario for the vehicle cabin module. Figure 7 The red line in the diagram represents the flow path of the cooling medium in the cabin module 40 under heating conditions, while the blue line represents the flow path of the cooling medium in the electric drive and control module 60 under normal heat dissipation conditions. Figure 7 Rad B in the diagram is also a heat sink, which can be called a secondary heat sink. After passing through the electric drive and control module, the cooling medium can flow to the secondary heat sink for further heat dissipation, and then return to the cooler. Figure 7 The yellow component is a three-way proportional valve. The three-way proportional valve outside the central integrated module can be referred to as the third three-way proportional valve. Figure 7 The central integration module has 12 water interface ports, numbered 1 to 12. The thermal management modules connected to these water interface ports can vary depending on the application scenario.

[0137] Through the above technical solution, this embodiment achieves zoned and independent configuration of the cooling medium flow dynamics. Since different thermal management modules have significantly different operating temperature ranges, heat capacity characteristics, and response requirements, traditional single water pumps struggle to achieve optimal operation for all loops. This embodiment, however, by setting the first, second, and third water pumps to correspond to the three functional paths of low-temperature cooling, battery-specific operation, and high-temperature heating, respectively, and combining this with a three-way water valve for flow direction control, effectively avoids flow coupling and pressure imbalance problems between loops. This improves system response accuracy and energy efficiency, and also provides a hardware foundation for the subsequent introduction of more intelligent control strategies (such as predictive temperature control).

[0138] This embodiment also achieves intelligent distribution and precise control of the cooling medium for the cabin module under different thermal management conditions. By incorporating a second three-way proportional valve to selectively introduce cooling medium from the cooler or condenser, the system can freely switch between cooling and heating modes without altering the main circulation structure. Simultaneously, continuous adjustment of the output flow rate via the first three-way proportional valve meets the diverse temperature control needs of the passenger compartment under different seasons and load conditions. Therefore, it effectively solves the problems of lag in cabin temperature regulation, high energy consumption, and inflexible mode switching in traditional vehicle thermal management systems, achieving the technical effects of improving passenger comfort and optimizing energy utilization efficiency.

[0139] Figure 8 This is a structural block diagram of a thermal management system for vehicles according to an embodiment of the present invention, such as... Figure 8 As shown, the system includes an oil cooler 70, which is connected in parallel with the electric drive and control module 60.

[0140] The oil cooler 70 is used to receive the cooling medium transferred from the central integrated module 10, store the heat of the received cooling medium, and provide the stored heat to the cabin module 40 and / or battery module 50 through the central integrated module 10.

[0141] A third three-way proportional water valve 107 is installed at the parallel connection point between the output end of the electric drive control module 10 and the output end of the oil cooler 70. The third three-way proportional water valve 107 controls the flow rate from the electric drive control module 10 to the central integrated module 10, and the flow rate from the oil cooler 70 to the central integrated module 10. A second radiator 108 is connected between the electric drive control module 10 and the third three-way proportional valve 107. Figure 8 In Rad B, a third radiator 109 is connected between the oil cooler 70 and the third three-way proportional valve 107. Figure 8 Rad C in the middle. The second heat sink 108 is used to cool the heat of the electric drive and control module 60; the third heat sink 109 is used to cool the heat of the oil cooler 70.

[0142] Waste heat from the entire vehicle is collected in the oil cooler 70 circuit. This circuit can be used for regular heat dissipation or, in cold weather, as a heat pool to store heat for use in the passenger compartment and battery. In other words, the oil cooler 70 can be used for heating and insulation. For battery insulation, when the vehicle is not in use, all heat is collected in the oil cooler 70 circuit via the central integrated module 10 and locked. The battery water pump stops, trapping the cooling medium at a certain temperature in the heat pool. When the water temperature drops to 0°C, the water pump is turned on and runs at low speed, replacing the cold water in the battery with the higher-temperature cooling medium stored in the oil cooler 70. This process is repeated until the battery water temperature reaches the preset temperature, at which point the battery insulation self-operation stops.

[0143] For heating scenarios, during driving, when the battery temperature is within a suitable range, the heat from the battery's cooling medium is collected to heat the passenger compartment. After the vehicle stops, the air conditioning system uses evaporative heat absorption to transfer heat from the passenger compartment. The system principle reveals that the cooling of lower-heat circuits such as the controller and electric drive is designed separately, and the motor's oil cooler cooling circuit is also designed independently.

[0144] Specifically, a third three-way proportional water valve 107 is designed in the circuit between the oil cooler 70 and the electric drive control module 60. This valve adjusts the flow rate according to a ratio of X% to Y% during cooling operation. X% represents the proportion of heat generated by the electric drive control module 60, and Y% represents the proportion of heat generated by the oil cooler. For example, if X% is 90% and Y% is 10%, the ratio of the oil cooler circuit is 90:10, indicating that energy is absorbed from the electric drive control module 60, while the oil cooler circuit maintains a 10% opening to prevent stagnant water flow, which could lead to heat accumulation and motor overheating. At this time, the heat inside the motor accumulates in the water circuit. When the battery temperature needs to be maintained, the battery circulation is interrupted, and the heat pump independently absorbs heat from the electric control circulation. When the heat is insufficient, the opening of the third three-way proportional water valve 107 is adjusted to direct the coolant flow in the oil cooler circuit according to the specified ratio. As demand gradually increases, if the ratio of the oil cooler circuit is 10:90, it means that energy is drawn from the oil cooler 70, and the circuit of the electric drive and control module 60 retains a 10% opening to prevent the water circuit from becoming stagnant, causing heat accumulation and overheating of the controller. Similarly, heat accumulates in the water circuit. When the battery temperature needs to be maintained, the battery circulation is interrupted, and the heat pump independently absorbs heat from the oil cooler. When the heat is insufficient, the opening of the third three-way proportional water valve 107 is adjusted to gradually release the coolant in the controller circuit according to demand. In this way, the heat is used alternately through the third three-way proportional water valve 107, which allows the compressor 201 to always be at a more economical and stable speed, ensuring less impact and reducing direct energy consumption. Compared with the traditional method, it can save 50% of energy consumption. When the heat in the battery and oil cooler circuits becomes more abundant, the heat pump can be turned off, and the cooling medium can be directly introduced into the crew compartment heat exchanger, resulting in significant energy savings.

[0145] The first radiator 302, the second radiator 108, and the third radiator 109 are arranged according to... Figure 9 Make arrangements. Figure 9 This is a schematic diagram of the radiator layout. There is an air intake duct with a damper, which is... Figure 9 The dotted lines indicate that the air ducts can isolate the air intake of the first radiator 302, the second radiator 108, and the third radiator 109. In summer, when a large amount of cooling is required to meet the cooling needs of the entire vehicle, the air ducts are opened, and the three radiators can receive head air at the same time to meet the cooling needs. When only the first radiator 302 needs to work, the air ducts are closed. Since the second and third radiators do not have air intake, the coolant can pass through without losing heat.

[0146] This embodiment provides a vehicle equipped with a thermal management system for regulating the temperature of the battery and / or passenger compartment. The vehicle's controller can monitor real-time battery operating current, voltage, SOC (State of Charge), vehicle speed, weather images, passenger numbers, and suspension status. Based on this information and a pre-defined model, it can accurately and in real-time predict the maximum battery temperature expected within a preset timeframe and adjust the output of the control pumps, fans, and compressors accordingly. In this embodiment, the priority of the pumps, fans, and compressors is: pump > fan > compressor. Due to the delayed nature of secondary heat exchange, pre-cooling is required. This is achieved by adjusting the pump's duty cycle in conjunction with the fan speed to manage battery temperature. When there is vehicle speed, the fan speed is appropriately reduced or even stopped using a compensation algorithm. When the cooling capacity of the pumps and fans is insufficient to control battery heat, an energy algorithm ensures the compressor operates at a more stable speed, ultimately achieving reasonable battery operating temperature control.

[0147] In winter, to ensure the battery operates at a reasonable temperature, a heat preservation strategy is prioritized, as mentioned above, which uses a "heat pool" to transfer residual and waste heat into the battery pack. When the battery temperature is detected to drop to the lower limit, the water pump operates for 30 seconds. Once the battery temperature drops below the lower limit, the water is considered to be completely frozen, and the heat preservation strategy stops.

[0148] The key to the temperature control method for thermal management in this implementation is how to maintain a suitable motor temperature while storing heat. Information such as motor output torque, vehicle speed, road conditions, and water temperature is acquired to accurately and in real-time predict the motor's target temperature, i.e., the highest temperature it may reach. The temperature difference is calculated by subtracting the target temperature from the preset upper limit temperature. If the difference is positive, it indicates that energy can continue to be stored; if the difference is negative, it indicates that the system has excessive waste heat.

[0149] This embodiment adds information from multiple sensors, retrieves the operating status of the managed object, inputs the thermal parameters of the managed object in advance, and uses a large model algorithm to predict thermal management, so as to achieve end-to-end input and output.

[0150] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A thermal management system for vehicles, characterized in that, The system includes at least a central integration module and a thermal management module. The thermal management module includes at least one of a refrigerant module, a heat dissipation module, a vehicle compartment module, a battery module, and an electric drive and control module. The central integration module and the thermal management module are connected by a pipe through which a cooling medium flows. The central integration module is used to provide flow power for the cooling medium, distribute the flow rate of the cooling medium to the thermal management module, and control the flow direction of the cooling medium in the thermal management module. The refrigerant module is used for cooling and / or heating through a cooling medium; The heat dissipation module is used to dissipate the heat of the cooling medium into the environment and / or absorb heat from the environment; The cabin module is used to regulate the temperature of the passenger compartment by using the heat of the cooling medium. The battery module is used to regulate the battery temperature by using the heat from the cooling medium; The electric drive and control module is used to dissipate heat through the cooling medium.

2. The system according to claim 1, characterized in that, The refrigerant module includes a compressor, a condenser, and a cooler; the compressor is connected to both the condenser and the cooler, the condenser is connected to the central integrated module, and the cooler is connected to the central integrated module; the refrigerant flows unidirectionally between the compressor, condenser, and cooler. The compressor is used to compress the refrigerant and transfer the heat of the refrigerant to the condenser; The condenser is used to receive the cooling medium from the central integration module, heat the cooling medium with the cold medium, and then transfer the cooling medium to the central integration module and send the cold medium to the condenser. The cooler is used to receive the cooling medium from the central integration module, cool the cooling medium through the cold medium, send the cold medium to the compressor, and send the cooling medium to the central integration module.

3. The system according to claim 2, characterized in that, The refrigerant module includes a gas-liquid separator, which is connected to the condenser, the compressor, and the cooler respectively. An electromagnetic valve is provided between the gas-liquid separator and the compressor, and an electronic expansion valve is provided between the gas-liquid separator and the cooler. The gas-liquid separator is used to transfer the refrigerant from the condenser to the compressor via a solenoid valve for gas replenishment and enthalpy increase, and to transfer the refrigerant from the condenser to the cooler via an electronic expansion valve.

4. The system according to claim 1, characterized in that, The heat dissipation module includes an electronic fan and a first heat sink; The first heat sink is used to dissipate the heat of the cooling medium transferred from the central integrated module into the environment, and to transfer the cooled medium back to the central integrated module after heat dissipation. The electronic fan is used to dissipate the heat from the cooling medium in the first radiator into the environment.

5. The system according to claim 1, characterized in that, The cabin module includes a heat exchanger, a blower, and an electric heater; The heat exchanger is used to receive the cooling medium from the central integrated module, exchange the heat of the flowing cooling medium with the heat in the environment, and transfer the cooled medium after heat exchange to the central integrated module. The blower is used to provide airflow to the crew compartment; The electric heater is used to heat the crew compartment.

6. The system according to claim 1, characterized in that, The battery module is used to receive the cooling medium from the central integration module, exchange the heat of the flowing cooling medium with the heat of the battery, and then transfer the cooled medium after the heat exchange to the central integration module.

7. The system according to claim 1, characterized in that, The electric drive and control module includes at least one heat-generating electronic unit, which includes at least one of an on-board charger, a DC-DC converter, and a power electronic unit, wherein the on-board charger, the DC-DC converter, and the power electronic unit are connected in series. The heating electronic unit is used to receive the cooling medium from the central integrated module, exchange the heat of the flowing cooling medium with the heat of the heating electronic unit, and then transfer the heat-exchanged cooling medium to the central integrated module.

8. The system according to claim 2, characterized in that, The central integrated module includes a first water pump, a second water pump, a third water pump, and a three-way water valve; The first water pump is connected to the cooler and is used to drive the cooling medium to flow to the thermal management module; The second water pump is connected to the three-way water valve and is used to drive the cooling medium to flow to the battery module through the three-way water valve; The third water pump is connected to the condenser and is used to drive the cooling medium to flow to the thermal management module.

9. The system according to claim 8, characterized in that, The central integration module includes a first three-way proportional valve and a second three-way proportional valve. The first three-way proportional valve is connected to the cabin module and is used to control the flow rate of the cooling medium flowing to the cabin module; The second three-way proportional valve is connected to the first three-way proportional valve, the condenser, and the cooler respectively, and is used to receive the cooling medium transmitted by the cooler through the first water pump, or to receive the cooling medium transmitted by the condenser through the third water pump, and is also used to transmit the received cooling medium to the first three-way proportional valve.

10. The system according to claim 1, characterized in that, The system includes an oil cooler, which is connected in parallel with the electric drive and control module. The oil cooler is used to receive the cooling medium from the central integrated module, store the heat of the received cooling medium, and provide the stored heat to the cabin module and / or battery module through the central integrated module.

11. The system according to claim 10, characterized in that, A third three-way proportional water valve is installed at the parallel connection position between the output end of the electric drive and control module and the output end of the oil cooler. The third three-way proportional water valve is used to control the flow rate from the electric drive and control module to the central integrated module, and the flow rate from the oil cooler to the central integrated module.

12. The system according to claim 11, characterized in that, A second radiator is installed between the electric drive and control module and the third three-way proportional water valve, and a third radiator is installed between the oil cooler and the third three-way proportional water valve. The second heat sink is used to cool the heat from the electric drive and control module; The third radiator is used to cool the heat from the oil cooler.

13. A vehicle, characterized in that, The vehicle is equipped with a thermal management system for vehicles as described in any one of claims 1-12, the system being used to regulate the temperature of the battery and / or passenger compartment in the vehicle.

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