Thermal management system of vehicle and vehicle

Abstract

The invention discloses a heat management system of a vehicle and the vehicle, the vehicle comprises a suspension system, the heat management system comprises a first subsystem, the first subsystem comprises a compressor and a first heat exchange flow path, the first heat exchange flow path is connected with the compressor, and the compressor is connected with the first subsystem; the first heat exchange flow path is used for conducting heat exchange on the suspension system. Therefore, the first heat exchange flow path can be used for exchanging heat with the suspension system, so that the heat management system can efficiently refrigerate the suspension system, the suspension system can keep a proper working temperature, and the working stability of the suspension system is ensured.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more particularly to a thermal management system for vehicles and vehicles themselves. Background Technology

[0002] The suspension is an assembly connecting all components between the vehicle body and the wheels. Its function is to support the vehicle body, absorb road impacts, improve vehicle comfort and handling, and ensure the stability of wheel movement. Fully active suspensions have electronically controlled components that dynamically and adaptively adjust the suspension stiffness and damping based on changes in parameters such as the vehicle's motion, road conditions, and load, ensuring the suspension system is always in optimal damping mode. However, in related technologies, under high load operation, the electronically controlled components of fully active suspensions generate significant heat, and since air has low heat dissipation efficiency, this can easily affect suspension performance. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a vehicle thermal management system that can efficiently cool the suspension system to maintain it at a suitable operating temperature, thereby ensuring the operational stability of the suspension system.

[0004] According to an embodiment of the present invention, a vehicle thermal management system includes a suspension system. The thermal management system includes a first subsystem, the first subsystem including a compressor and a first heat exchange path, the first heat exchange path being connected to the compressor and used for heat exchange of the suspension system.

[0005] According to an embodiment of the present invention, the vehicle thermal management system can exchange heat with the suspension system by setting a first heat exchange flow path, so that the thermal management system can efficiently cool the suspension system, so that the suspension system can maintain a suitable operating temperature, thereby ensuring the working stability of the suspension system.

[0006] According to some embodiments of the vehicle thermal management system of the present invention, the first heat exchange flow path includes a first throttling element and a suspension heat exchanger connected in series, the suspension heat exchanger being used to exchange heat with the suspension system.

[0007] According to some embodiments of the vehicle thermal management system of the present invention, the first heat exchange flow path includes a plurality of first sub-flow paths connected in parallel, each of the first sub-flow paths including the first throttling element and the suspension heat exchanger connected in series.

[0008] According to some embodiments of the vehicle thermal management system of the present invention, each first sub-flow path includes a first throttling element and a suspension heat exchanger connected in series, the suspension heat exchanger being used for heat exchange with the suspension.

[0009] According to some embodiments of the vehicle thermal management system of the present invention, the first subsystem further includes a second heat exchange path connected to the compressor, the second heat exchange path being used to adjust the temperature of the passenger compartment.

[0010] According to some embodiments of the present invention, a vehicle thermal management system further includes an integrated module, wherein the integrated module is provided with a plurality of refrigerant communication channels, each of the refrigerant communication channels having a first connection interface located in the integrated module, the compressor, the first heat exchange flow path and the second heat exchange flow path being respectively connected to the first connection interface, the first heat exchange flow path being connected to the compressor through the integrated module, and the second heat exchange flow path being connected to the compressor through the integrated module.

[0011] According to some embodiments of the vehicle thermal management system of the present invention, the first subsystem further includes a third heat exchange path, the third heat exchange path being connected to the first connection interface, the third heat exchange path being connected to the compressor through the integrated module, and the third heat exchange path being used for heat exchange with the vehicle's battery.

[0012] According to some embodiments of the vehicle thermal management system of the present invention, the third heat exchange flow path is a plurality of such paths arranged in parallel.

[0013] According to some embodiments of the vehicle thermal management system of the present invention, the first heat exchange flow path is connected in parallel with the second heat exchange flow path; the first heat exchange flow path is connected in parallel with the third heat exchange flow path.

[0014] According to some embodiments of the vehicle thermal management system of the present invention, the first subsystem includes an external heat exchanger, the second heat exchange flow path includes an evaporator and an internal condenser, the first end of the external heat exchanger is connected to the exhaust port of the compressor, the exhaust port of the compressor, the return port of the compressor, the second end of the external heat exchanger, the two ends of the evaporator and the two ends of the internal condenser are respectively connected to the integrated module to form a refrigeration circuit and a heating circuit.

[0015] According to some embodiments of the present invention, the vehicle thermal management system further includes a storage tank and a fourth heat exchange branch for regulating the temperature of the storage tank, the fourth heat exchange branch being connected to the compressor.

[0016] According to some embodiments of the present invention, a vehicle thermal management system further includes: a second subsystem, the second subsystem including a connected radiator and a first heat exchanger, the radiator being used for heat exchange with the external environment, and the first heat exchanger being used for heat exchange with a suspension controller.

[0017] According to some embodiments of the present invention, a vehicle thermal management system further includes an integrated module, wherein the integrated module is provided with a plurality of refrigerant communication channels and liquid cooling communication channels, each of the refrigerant communication channels having a first connection interface located in the integrated module, and each of the liquid cooling communication channels having a second connection interface located in the outer peripheral wall of the integrated module, the compressor and the first heat exchange path being respectively connected to the first connection interface, the first heat exchange path being connected to the compressor through the refrigerant communication channels, and the radiator and the first heat exchanger being respectively connected to the second connection interface such that the radiator and the first heat exchanger are connected through the liquid cooling communication channels.

[0018] The present invention also proposes a vehicle.

[0019] A vehicle according to an embodiment of the present invention includes: a suspension system and a thermal management system for the vehicle according to any of the above embodiments, the thermal management system being used to exchange heat in the suspension system.

[0020] According to an embodiment of the present invention, the vehicle can efficiently cool the suspension system by setting a thermal management system, so that the suspension system can work stably, thereby ensuring the smoothness of the vehicle when driving on bumpy roads and improving passenger comfort.

[0021] According to some embodiments of the present invention, the suspension system includes a linear motor, the linear motor including a stator assembly, and a first heat exchange path for heat exchange of the stator assembly.

[0022] According to some embodiments of the present invention, the stator assembly includes a stator shaft, and at least a portion of the first heat exchange flow path is located within the stator shaft.

[0023] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0024] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0025] Figure 1 This is a schematic diagram of a thermal management system according to an embodiment of the present invention;

[0026] Figure 2 This is a schematic diagram of a suspension system according to an embodiment of the present invention.

[0027] Figure label:

[0028] Thermal Management System 100

[0029] First subsystem 1, compressor 11,

[0030] First heat exchange flow path 12, first sub-flow path 121, first throttling element 1211, suspension heat exchanger 1212.

[0031] Second heat exchange path 13, evaporator 131, in-vehicle condenser 132.

[0032] Third heat exchange flow path 14, battery heat exchanger 141, filter 142.

[0033] External heat exchanger 15, second throttling element 16, first switching valve 17, second switching valve 18, muffler 191, liquid reservoir 192, second subsystem 2, radiator 21, first heat exchanger 22, water pump 23, integrated module 3.

[0034] Suspension system 200, linear motor 201, stator assembly 2011, stator shaft 20111, stator winding 20112, direct cooling channel 20113, direct cooling inlet 20114, direct cooling outlet 20115, mover assembly 2012. Detailed Implementation

[0035] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0036] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0037] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0038] Hereinafter, with reference to the accompanying drawings, a thermal management system 100 for a vehicle according to an embodiment of the present invention will be described.

[0039] It should be noted that, as Figure 2 As shown, the vehicle includes a suspension system 200, which is connected between the wheels and the vehicle body. The suspension system 200 includes a linear motor 201, which includes a stator assembly 2011 and a mover assembly 2012. The stator assembly 2011 is provided with a stator winding 20112, and the mover assembly 2012 is provided with a permanent magnet. The stator assembly 2011 and the mover assembly 2012 are coupled together, so that the stator assembly 2011 can drive the mover assembly 2012 to reciprocate, so that the suspension system 200 can achieve active vibration reduction, thereby improving the comfort and handling of the vehicle and ensuring the stability of wheel movement.

[0040] like Figure 1 As shown, the vehicle thermal management system 100 according to an embodiment of the present invention includes: a first subsystem 1, the first subsystem 1 including a compressor 11 and a first heat exchange flow path 12, the first heat exchange flow path 12 being connected to the compressor 11, and the first heat exchange flow path 12 being used to exchange heat on the suspension system 200.

[0041] This allows the thermal management system 100 to efficiently cool the suspension system 200, enabling the suspension system 200 to maintain a suitable operating temperature and thus ensuring the operational stability of the suspension system 200.

[0042] First, such as Figure 1 As shown, the thermal management system 100 includes a first subsystem 1, in which refrigerant flows. The first subsystem 1 includes a compressor 11, a heat exchanger, and a first heat exchange flow path 12. The compressor 11, the heat exchanger, and the first heat exchange flow path 12 are connected together. The first heat exchange flow path 12 is used to exchange heat with the suspension system 200.

[0043] Specifically, when the thermal management system 100 is in suspension system cooling mode, the compressor 11 can draw in refrigerant and compress it. The compressed refrigerant can flow into the heat exchanger to release heat. The refrigerant that has released heat flows into the first heat exchange path 12 and expands to absorb heat, thereby cooling the suspension system 200. The refrigerant that has absorbed heat flows back to the compressor 11. Thus, efficient cooling of the suspension system 200 can be achieved.

[0044] It should be emphasized that when the road surface excitation changes continuously, the heat generation of the suspension system 200 changes accordingly. The operating temperature of the suspension system 200 can be kept within a suitable temperature range by adjusting the power of the thermal management system 100.

[0045] It should be noted that the heat exchanger can be configured as the external heat exchanger 15 described below, so that the heat in the first subsystem 1 can be discharged to the external environment; or, the heat exchanger can be configured as the internal condenser 132 described below, so that the heat of the first subsystem 1 can be used to heat the passenger compartment; or, the heat exchanger can be the radiator 21 described below, so that the heat of the first subsystem 1 can be discharged to the external environment through the radiator 21. The present invention does not limit this.

[0046] According to an embodiment of the present invention, the vehicle thermal management system 100 can exchange heat with the suspension system 200 by setting a first heat exchange flow path 12, so that the thermal management system 100 can efficiently cool the suspension system 200, so that the suspension system 200 can maintain a suitable operating temperature, thereby ensuring the working stability of the suspension system 200.

[0047] In some embodiments of the present invention, such as Figure 1 As shown, the first heat exchange path 12 includes a first throttling element 1211 and a suspension heat exchanger 1212 connected in series. The suspension heat exchanger 1212 is used to exchange heat with the suspension system 200.

[0048] Specifically, when the thermal management system 100 is in suspension system cooling mode, the compressor 11 can draw in refrigerant and compress it. The compressed refrigerant can flow into the heat exchanger to release heat. The refrigerant after releasing heat flows into the first heat exchange path 12. The first throttling element 1211 can throttle the refrigerant flowing into the first heat exchange path 12, so that the refrigerant flowing into the suspension heat exchanger 1212 can expand and absorb heat to cool the suspension. The refrigerant after absorbing heat flows back to the compressor 11. Thus, the first heat exchange path 12 can effectively cool the suspension system 200, improving the working stability of the suspension system 200.

[0049] Of course, the present invention is not limited to this, and the suspension heat exchanger 1212 of the first heat exchange flow path 12 can also be integrated into the suspension system 200. This is beneficial for meeting different operating conditions.

[0050] In some embodiments of the present invention, such as Figure 1 As shown, the first heat exchange flow path 12 includes a plurality of first sub-flow paths 121 connected in parallel. Each first sub-flow path 121 includes a first throttling element 1211 and a suspension heat exchanger 1212 connected in series. The plurality of first sub-flow paths 121 are used to exchange heat on the suspension system 200 respectively.

[0051] For example, multiple suspension systems 200 can be configured, each corresponding to a multiple wheel. The first heat exchange flow path 12 can be configured to include multiple parallel first sub-flow paths 121, each corresponding to one of the multiple suspension systems 200. The first sub-flow path 121 is used for heat exchange with the corresponding suspension system 200. Alternatively, multiple first sub-flow paths 121 can be configured to exchange heat with the same suspension system 200. The present invention does not limit this.

[0052] The above settings ensure that the suspension system 200 is adequately cooled, improving the operational stability of the suspension system 200 and enhancing the practicality of the thermal management system 100.

[0053] In some embodiments of the present invention, such as Figure 1 As shown, the first subsystem 1 also includes a second heat exchange flow path 13, which is connected to the compressor 11 and is used to adjust the temperature of the crew cabin.

[0054] Specifically, when the thermal management system 100 is in passenger compartment cooling mode, the compressor 11 can draw in refrigerant and compress it. The compressed refrigerant can flow into the external heat exchanger 15 to release heat. The refrigerant that has released heat flows into the second heat exchange path 13 and expands to absorb heat in order to cool the passenger compartment. The refrigerant that has absorbed heat flows to the compressor 11.

[0055] The above configuration enables the thermal management system 100 to exchange heat with the crew compartment, thus improving the practicality of the thermal management system 100.

[0056] In some embodiments of the present invention, the vehicle thermal management system 100 of the present invention further includes an integrated module 3. The integrated module 3 is provided with a plurality of refrigerant communication channels. Each refrigerant communication channel has a first connection interface located in the integrated module 3. The compressor 11, the first heat exchange flow path 12 and the second heat exchange flow path 13 are respectively connected to the first connection interface. The first heat exchange flow path 12 is connected to the compressor 11 through the integrated module 3, and the second heat exchange flow path 13 is connected to the compressor 11 through the integrated module 3.

[0057] For example, refer to Figure 1As shown, the thermal management system 100 also includes an integration module 3, which has multiple refrigerant communication channels. The integration module 3 can selectively switch the on / off state of the refrigerant communication channels, and each refrigerant communication channel has a first connection interface located on the outer peripheral wall of the integration module 3.

[0058] The compressor 11, the first heat exchange flow path 12 and the second heat exchange flow path 13 are respectively connected to the corresponding first connection interface. The first heat exchange flow path 12 can be connected to the compressor 11 through the integrated module 3, and the second heat exchange flow path 13 can be connected to the compressor 11 through the integrated module 3.

[0059] Specifically, when the thermal management system 100 is in suspension system cooling mode, the first heat exchange path 12 can be connected to the compressor 11 through the integrated module 3. The compressor 11 can draw in refrigerant and compress it. The compressed refrigerant can flow into the external heat exchanger 15 to release heat. The refrigerant that has released heat flows into the first heat exchange path 12 and expands to absorb heat, thereby cooling the suspension system 200. The refrigerant that has absorbed heat can flow back to the compressor 11.

[0060] When the thermal management system 100 is in passenger compartment cooling mode, the second heat exchange path 13 can be connected to the compressor 11 through the integrated module 3. The compressor 11 can draw in refrigerant and compress it. The compressed refrigerant can flow into the external heat exchanger 15 to release heat. The refrigerant that has released heat flows into the second heat exchange path 13 and expands to absorb heat in order to cool the passenger compartment. The refrigerant that has absorbed heat can flow back to the compressor 11.

[0061] The above settings enable the thermal management system 100 to switch between different modes stably, thus improving the practicality of the thermal management system 100.

[0062] In some embodiments of the present invention, such as Figure 1 As shown, the first subsystem 1 also includes a third heat exchange flow path 14. The two ends of the third heat exchange flow path 14 are respectively connected to the first connection interface. The third heat exchange flow path 14 is connected to the compressor 11 through the integrated module 3. The third heat exchange flow path 14 is used to exchange heat with the vehicle's battery.

[0063] For example, when the thermal management system 100 is in battery cooling mode, the third heat exchange path 14 can be connected to the compressor 11 through the integrated module 3. The compressor 11 can draw in refrigerant and compress it. The compressed refrigerant can flow into the external heat exchanger 15 to release heat. The refrigerant that has released heat flows into the third heat exchange path 14 and expands to absorb heat in order to cool the battery. The refrigerant that has absorbed heat can flow back to the compressor 11.

[0064] The above settings enable the thermal management system 100 to be used for cooling the battery, thus improving the practicality of the thermal management system 100.

[0065] In some embodiments of the present invention, such as Figure 1 As shown, multiple third heat exchange paths 14 can be arranged in parallel, and these multiple third heat exchange paths 14 are used to exchange heat with different locations on the battery. For example, two third heat exchange paths 14 can be provided, located on the upper and lower sides of the battery respectively, so that the third heat exchange paths 14 can cool the battery from both sides. This ensures the temperature uniformity of the battery and improves the practicality of the thermal management system 100.

[0066] In some embodiments of the present invention, such as Figure 1 As shown, the third heat exchange path 14 includes a battery heat exchanger 141 and a filter 142. The battery heat exchanger 141 is used for heat exchange with the battery, and the filter 142 can be disposed at at least one end of the battery heat exchanger 141. The filter 142 is used to filter impurities in the refrigerant. This reduces the impact of impurities on the first subsystem 1 and improves the reliability of the thermal management system 100.

[0067] In some embodiments of the present invention, such as Figure 1 As shown, the first heat exchange path 12 and the second heat exchange path 13 can be connected in parallel, and the first heat exchange path 12 and the third heat exchange path 14 can also be connected in parallel. This configuration allows the thermal management system 100 to activate any one of the following modes: suspension system cooling mode, passenger compartment cooling mode, and battery cooling mode, thus meeting different operating conditions.

[0068] For example, when the thermal management system 100 simultaneously activates the suspension system cooling mode, passenger compartment cooling mode, and battery cooling mode, the first heat exchange path 12, the second heat exchange path 13, and the third heat exchange path 14 can be connected to the compressor 11 via the integrated module 3. The compressor 11 can draw in refrigerant and compress it. The compressed refrigerant can flow into the external heat exchanger 15 to release heat. The refrigerant after heat release is divided into three parts: the first part of the refrigerant can flow into the first heat exchange path 12 and expand to absorb heat, thereby cooling the suspension system 200; the second part of the refrigerant can flow into the second heat exchange path 13 and expand to absorb heat, thereby cooling the passenger compartment; the third part of the refrigerant can flow into the third heat exchange path 14 and expand to absorb heat, thereby cooling the battery; the refrigerant after absorbing heat can converge and flow together to the compressor 11.

[0069] In some embodiments of the present invention, the first subsystem 1 includes an external heat exchanger 15, and the second heat exchange flow path 13 includes an evaporator 131 and an internal condenser 132. The first end of the external heat exchanger 15 is connected to the exhaust port of the compressor 11. The exhaust port of the compressor 11, the return port of the compressor 11, the second end of the external heat exchanger 15, the two ends of the evaporator 131 and the two ends of the internal condenser 132 are respectively connected to the integrated module 3 to form a refrigeration circuit and a heating circuit.

[0070] For example, refer to Figure 1 As shown, the first subsystem 1 includes an external heat exchanger 15, which is located outside the vehicle and used for heat exchange with the external environment. The second heat exchange path 13 includes an evaporator 131 and an internal condenser 132, both of which are located inside the passenger compartment so that both can be used for heat exchange with the passenger compartment.

[0071] The first end of the external heat exchanger 15 (reference) Figure 1 The c-end shown connects to the exhaust port of the compressor 11 (reference) via the first switching valve 17. Figure 1 Connect to port b shown, the exhaust port of compressor 11, and the return port of compressor 11 (see reference). Figure 1 (as shown in port a), the second end of the external heat exchanger 15 (reference) Figure 1 The two ends of the evaporator 131 and the two ends of the in-vehicle condenser 132 shown in the figure are connected to the integrated module 3 to form a refrigeration circuit and a heating circuit, respectively.

[0072] Meanwhile, a second throttling element 16 can be provided between the second end of the external heat exchanger 15 and the integrated module 3, and a second switching valve 18 can be provided between the exhaust port of the compressor 11 and the integrated module 3.

[0073] Specifically, when the thermal management system 100 is in passenger compartment cooling mode, the first switching valve 17 is open and the second switching valve 18 is closed. The integrated module 3 can connect the second throttling element 16 to one end of the evaporator 131 and connect the return port of the compressor 11 to the other end of the evaporator 131, thereby forming a refrigeration circuit. The compressor 11 can draw in refrigerant and compress it. The compressed refrigerant can flow to the external heat exchanger 15 to release heat. The refrigerant after releasing heat flows through the second throttling element 16 and the integrated module 3 to flow into the evaporator 131. The refrigerant expands and absorbs heat in the evaporator 131 to cool the passenger compartment. The refrigerant after absorbing heat flows through the integrated module 3 to the return port of the compressor 11.

[0074] When the thermal management system 100 is in passenger compartment heating mode, the first switching valve 17 is closed and the second switching valve 18 is open. The integrated module 3 can connect the exhaust port of the compressor 11 to one end of the in-vehicle condenser 132, and connect the other end of the in-vehicle condenser 132 to one end of the first heat exchange flow path 12, and connect the return port of the compressor 11 to the other end of the first heat exchange flow path 12, thereby forming a heating circuit. The compressor 11 can draw in refrigerant and compress it. The compressed refrigerant can flow through the integrated module 3 into the in-vehicle condenser 132. The compressed refrigerant releases heat in the in-vehicle condenser 132 to heat the passenger compartment. The refrigerant after releasing heat flows through the integrated module 3 into the first heat exchange flow path 12. The refrigerant expands and absorbs heat in the first heat exchange flow path 12 to cool the suspension system 200. The refrigerant after absorbing heat flows through the integrated module 3 to the return port of the compressor 11.

[0075] When the thermal management system 100 is in battery cooling mode, the first switching valve 17 is open and the second switching valve 18 is closed. The integrated module 3 can connect the second throttling element 16 to one end of the third heat exchange flow path 14 and connect the return port of the compressor 11 to the other end of the third heat exchange flow path 14. The compressor 11 can draw in refrigerant and compress it. The compressed refrigerant can flow to the external heat exchanger 15 to release heat. The refrigerant after releasing heat flows through the second throttling element 16 and the integrated module 3 into the third heat exchange flow path 14. The refrigerant expands and absorbs heat in the third heat exchange flow path 14 to cool the battery. The refrigerant after absorbing heat flows through the integrated module 3 to the return port of the compressor 11.

[0076] When the thermal management system 100 is in suspension system cooling mode, the first switching valve 17 is open and the second switching valve 18 is closed. The integrated module 3 can connect the second end of the external heat exchanger 15 to one end of the first heat exchange flow path 12, and connect the return port of the compressor 11 to the other end of the first heat exchange flow path 12. The compressor 11 can draw in refrigerant and compress it. The compressed refrigerant can flow to the external heat exchanger 15 to release heat. The refrigerant after releasing heat flows through the integrated module 3 and into the first heat exchange flow path 12. The refrigerant expands and absorbs heat in the first heat exchange flow path 12 to cool the suspension system 200. The refrigerant after absorbing heat flows through the integrated module 3 to the return port of the compressor 11.

[0077] The above settings enable stable switching between different modes of the thermal management system 100, which helps improve the practicality of the thermal management system 100.

[0078] In some embodiments of the present invention, such as Figure 1As shown, the second end of the external heat exchanger 15 can be connected to the first heat exchange flow path 12. With the above configuration, in the suspension cooling mode, the refrigerant in the external heat exchanger 15 can flow directly from the second end to the first heat exchange flow path 12 without flowing through the integrated module 3, which simplifies the structure of the integrated module 3 and improves the practicality of the thermal management system 100.

[0079] In some embodiments of the present invention, the vehicle thermal management system 100 of the present invention further includes a storage box and a fourth heat exchange branch. The storage box is used to store items, such as food, and the fourth heat exchange branch is used to regulate the temperature of the storage box. The fourth heat exchange branch is connected to the compressor 11.

[0080] Specifically, the compressor 11 can draw in refrigerant and compress it. The compressed refrigerant can flow into the heat exchanger to release heat. The refrigerant that has released heat flows into the fourth heat exchange path and expands to absorb heat in order to cool the storage tank. The refrigerant that has absorbed heat flows back to the compressor 11.

[0081] With the above settings, the thermal management system 100 can be used to cool the storage box, so that vehicles with storage boxes do not need to set up a separate flow path for the storage box, which helps to simplify the vehicle structure.

[0082] In some embodiments of the present invention, the vehicle thermal management system 100 of the present invention further includes: a second subsystem 2, the second subsystem 2 including a radiator 21 and a first heat exchanger 22 connected together, the radiator 21 being used for heat exchange with the external environment, and the first heat exchanger 22 being used for heat exchange with the suspension controller.

[0083] For example, refer to Figure 1 As shown, the thermal management system 100 also includes a second subsystem 2, in which coolant flows. The second subsystem 2 includes a connected radiator 21, a water pump 23, and a first heat exchanger 22. The radiator 21 is installed outside the vehicle and is used for heat exchange with the external environment. The first heat exchanger 22 is installed on the suspension controller and is used for heat exchange with the suspension controller.

[0084] Specifically, the water pump 23 can drive the coolant to flow into the first heat exchanger 22, where the coolant exchanges heat with the suspension controller to cool the suspension controller. The coolant, after absorbing heat, flows into the radiator 21 to release heat to the external environment.

[0085] With the above settings, the thermal management system 100 can cool the suspension controller, so that the suspension controller can maintain a suitable operating temperature, and the suspension controller can better control the suspension system 100 to perform active damping, thereby improving the vehicle's operating stability.

[0086] In some embodiments of the present invention, the vehicle thermal management system 100 of the present invention further includes an integrated module 3. The integrated module 3 is provided with a plurality of refrigerant connecting channels and liquid cooling connecting channels. Each refrigerant connecting channel has a first connection interface located in the integrated module 3, and the liquid cooling connecting channel has a second connection interface located in the outer peripheral wall of the integrated module 3. The compressor 11 and the first heat exchange flow path 12 are respectively connected to the first connection interface. The first heat exchange flow path 12 is connected to the compressor 11 through the refrigerant connecting channels. The radiator 21 and the first heat exchanger 22 are respectively connected to the second connection interface so that the radiator 21 and the first heat exchanger 22 are connected through the liquid cooling connecting channels.

[0087] For example, refer to Figure 1 As shown, the thermal management system 100 also includes an integrated module 3. The integrated module 3 has multiple refrigerant connecting channels and liquid cooling connecting channels. The integrated module 3 can switch the on / off state of the cooling flow channels and the connection of multiple refrigerant flow channels. Each refrigerant flow channel has a first connection interface, and the liquid cooling connecting channel has a second connection interface. The first connection interface and the second connection interface are respectively located on the outer peripheral wall of the integrated module 3.

[0088] The compressor 11 and the first heat exchange flow path 12 are respectively connected to the first connection interface. The first heat exchange flow path 12 is connected to the compressor 11 through the refrigerant connection channel. The liquid cooling connection channel has two second connection interfaces. The radiator 21 and the first heat exchanger 22 are respectively connected to the two second connection interfaces so that the radiator 21 and the first heat exchanger 22 can be connected through the liquid cooling connection channel.

[0089] Specifically, when the thermal management system 100 is in suspension system cooling mode, the compressor 11 can draw in and compress refrigerant. The compressed refrigerant can flow into the refrigerant flow channel and exchange heat with the liquid cooling communication channel. After heat exchange, the refrigerant can flow into the first heat exchange flow path 12 and expand to generate heat, absorbing the heat from the suspension system 200. The refrigerant after absorbing heat flows to the return port of the compressor 11. At the same time, the water pump 23 can drive the coolant to flow to the first heat exchanger 22. The coolant exchanges heat with the suspension controller in the first heat exchanger 22 to cool the suspension controller. The coolant after absorbing heat flows into the radiator 21 to dissipate heat. The coolant after dissipating heat flows into the liquid cooling communication channel to absorb the heat from the refrigerant communication channel, and after absorbing heat, flows into the first heat exchanger 22.

[0090] Of course, the radiator 21 can also be used to dissipate heat from the second heat exchange path 13 and the third heat exchange path 14, which will not be elaborated here.

[0091] The above settings enable the second subsystem 2 to dissipate heat from the first subsystem 1, which helps to meet the needs of different operating conditions, such as when the external heat exchanger 15 frosts or has insufficient heat dissipation efficiency, thus improving the reliability of the thermal management system 100.

[0092] In some embodiments of the present invention, the first subsystem 1 further includes a second heat exchange flow path 13, the second heat exchange flow path 13 further includes an in-vehicle condenser 132, and the two ends of the in-vehicle condenser 132 are respectively connected to the integrated module 3.

[0093] Specifically, when the thermal management system 100 is in passenger compartment waste heat heating mode, the integrated module 3 connects the vehicle interior condenser 132 to the compressor 11. The compressor 11 can send compressed refrigerant into the vehicle interior condenser 132, where the refrigerant releases heat to heat the passenger compartment. The refrigerant, after releasing heat, flows into the refrigerant connecting channel and absorbs heat from the liquid cooling connecting channel. The refrigerant, after absorbing heat, flows to the return port of the compressor 11. This allows for the recovery of waste heat from the suspension controller, improving the heating efficiency of the passenger compartment.

[0094] In some embodiments of the present invention, such as Figure 1 As shown, the first subsystem 1 also includes a muffler 191, which is connected to the exhaust port of the compressor 11 and is used to reduce the noise of the compressor 11 during the exhaust process. This reduces the overall noise of the thermal management system 100.

[0095] In some embodiments of the present invention, such as Figure 1 As shown, the first subsystem 1 also includes a liquid storage tank 192, which is connected to the second end of the external heat exchanger 15. The liquid storage tank 192 stores refrigerant and can reduce the fluctuation of refrigerant during its flow. This improves the operational stability of the thermal management system 100.

[0096] The present invention also proposes a vehicle.

[0097] like Figures 1-2 As shown, a vehicle according to an embodiment of the present invention includes: a suspension system 200 and a vehicle thermal management system 100 according to any of the above embodiments, the vehicle thermal management system 100 being used to exchange heat with the suspension system 200.

[0098] According to an embodiment of the present invention, the vehicle can efficiently cool the suspension system 200 by setting a thermal management system 100, so that the suspension system 200 can work stably, thereby ensuring the smoothness of the vehicle when driving on bumpy roads and improving passenger comfort.

[0099] In some embodiments of the present invention, such as Figure 2As shown, the suspension system 200 includes a linear motor 201, which includes a stator assembly 2011. A first heat exchange path 12 is used to exchange heat with the stator assembly 2011. This configuration allows for efficient cooling of the linear motor 201, improving the operational stability of the suspension system 200.

[0100] In some embodiments of the invention, the stator assembly 2011 includes a stator shaft 20111, with at least a portion of the first heat exchange path 12 located within the stator shaft 20111.

[0101] For example, refer to Figure 2 As shown, the suspension system 200 also includes a mover assembly 2012, which is movably sleeved on the outside of the stator assembly 2011. The stator assembly 2011 includes a stator shaft 20111 and a stator winding 20112. The stator winding 20112 is sleeved and connected to the outer peripheral wall of the stator shaft 20111. A direct cooling channel 20113 is provided inside the stator shaft 20111, which forms the suspension heat exchanger 1212 of the first heat exchange path 12. The direct cooling channel 20113 has a direct cooling inlet 20114 and a direct cooling outlet 20115. Refrigerant can flow into the direct cooling channel 20113 from the direct cooling inlet 20114 and flow out from the direct cooling outlet 20115 after absorbing heat, so as to fully cool the stator winding 20112.

[0102] The above settings can improve the cooling effect of the thermal management system 100 on the suspension system 200, and make full use of the space inside the suspension system 200, which is conducive to reducing the size of the suspension system 200 and achieving lightweight design.

[0103] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0104] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system (100) for a vehicle, said vehicle including a suspension system (200), characterized in that, The thermal management system (100) includes: The first subsystem (1) includes a compressor (11) and a first heat exchange path (12), which is connected to the compressor (11) and is used to exchange heat with the suspension system (200).

2. The vehicle thermal management system (100) according to claim 1, characterized in that, The first heat exchange path (12) includes a first throttling element (1211) and a suspension heat exchanger (1212) connected in series, the suspension heat exchanger (1212) being used to exchange heat with the suspension system (200).

3. The vehicle thermal management system (100) according to claim 2, characterized in that, The first heat exchange flow path (12) includes a plurality of first sub-flow paths (121) connected in parallel, each of the first sub-flow paths (121) including the first throttling element (1211) and the suspension heat exchanger (1212) connected in series.

4. The vehicle thermal management system (100) according to claim 1, characterized in that, The first subsystem (1) further includes a second heat exchange flow path (13), which is connected to the compressor (11) and is used to adjust the temperature of the crew cabin.

5. The vehicle thermal management system (100) according to claim 4, characterized in that, It also includes an integrated module (3), which has multiple refrigerant communication channels. Each refrigerant communication channel has a first connection interface located in the integrated module (3). The compressor (11), the first heat exchange path (12), and the second heat exchange path (13) are respectively connected to the first connection interface. The first heat exchange path (12) is connected to the compressor (11) through the integrated module (3), and the second heat exchange path (13) is connected to the compressor (11) through the integrated module (3).

6. The vehicle thermal management system (100) according to claim 5, characterized in that, The first subsystem (1) further includes a third heat exchange flow path (14), which is connected to the first connection interface. The third heat exchange flow path (14) is connected to the compressor (11) through the integrated module (3). The third heat exchange flow path (14) is used to exchange heat with the battery of the vehicle.

7. The vehicle thermal management system (100) according to claim 6, characterized in that, The third heat exchange flow path (14) consists of multiple paths connected in parallel.

8. The vehicle thermal management system (100) according to claim 6, characterized in that, The first heat exchange flow path (12) is connected in parallel with the second heat exchange flow path (13); the first heat exchange flow path (12) is connected in parallel with the third heat exchange flow path (14).

9. The vehicle thermal management system (100) according to claim 5, characterized in that, The first subsystem (1) includes an external heat exchanger (15), and the second heat exchange flow path (13) includes an evaporator (131) and an internal condenser (132). The first end of the external heat exchanger (15) is connected to the exhaust port of the compressor (11). The exhaust port of the compressor (11), the return port of the compressor (11), the second end of the external heat exchanger (15), the two ends of the evaporator (131) and the two ends of the internal condenser (132) are respectively connected to the integrated module (3) to form a refrigeration circuit and a heating circuit.

10. The vehicle thermal management system (100) according to claim 1, characterized in that, It also includes a storage tank and a fourth heat exchange branch for regulating the temperature of the storage tank, the fourth heat exchange branch being connected to the compressor (11).

11. The vehicle thermal management system (100) according to any one of claims 1-10, characterized in that, Also includes: The second subsystem (2) includes a connected radiator (21) and a first heat exchanger (22), wherein the radiator (21) is used for heat exchange with the external environment and the first heat exchanger (22) is used for heat exchange with the suspension controller.

12. The vehicle thermal management system (100) according to claim 11, characterized in that, It also includes an integrated module (3), which has multiple refrigerant communication channels and liquid cooling communication channels. Each refrigerant communication channel has a first connection interface located in the integrated module (3), and each liquid cooling communication channel has a second connection interface located on the outer peripheral wall of the integrated module (3). The compressor (11) and the first heat exchange path (12) are respectively connected to the first connection interface. The first heat exchange path (12) is connected to the compressor (11) through the refrigerant communication channel. The radiator (21) and the first heat exchanger (22) are respectively connected to the second connection interface so that the radiator (21) and the first heat exchanger (22) are connected through the liquid cooling communication channel.

13. A vehicle, characterized in that, include: The suspension system (200) and the vehicle thermal management system (100) according to any one of claims 1-12, wherein the vehicle thermal management system (100) is used to exchange heat with the suspension system (200).

14. The vehicle according to claim 13, characterized in that, The suspension system (200) includes a linear motor (201), the linear motor (201) includes a stator assembly (2011), and the first heat exchange path (12) is used to exchange heat with the stator assembly (2011).

15. The vehicle according to claim 14, characterized in that, The stator assembly (2011) includes a stator shaft (20111), and at least a portion of the first heat exchange path (12) is located within the stator shaft (20111).

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