Centralized control system for automobile thermal management

Abstract

A control system for centralized automobile heat management comprises a whole automobile wire harness, a front / rear air conditioner wire harness, a centralized heat management controller, a front / rear air conditioner box assembly, a heat management integrated module, a whole automobile controller and the like. The centralized heat management controller is a control system core, realizes control logic of a refrigerating or heating function, and comprises a temperature acquisition module, a pressure acquisition module, a power management module, a CAN communication module, an LIN communication module, a logic calculation MCU module, an air blower driving module, an air door motor driving module, a cooling fan driving module and a voltage stabilization module. Signal interaction between the centralized thermal management controller and other electric appliance parts of the thermal management system is achieved through connection of the whole vehicle wire harness and the front / rear air conditioner wire harness. The system is designed according to a platform, and can be cut as required according to a whole vehicle thermal management framework. Through the design of the invention, a solution with wide applicability and economical efficiency is provided for automobile thermal management control.

Description

Technical Field

[0001] This invention relates to a control system in the field of automotive thermal management technology, and in particular to an automotive thermal management control system with a centralized thermal management controller as its core. Background Technology

[0002] The thermal management system of new energy vehicles provides suitable operating temperatures for the three core electric components (motor, battery, and electronic control system) and adjusts the air conditioning vents in the passenger compartment to a comfortable level. With the widespread adoption of new energy vehicles, to meet the diverse needs of consumers, there are increasingly more models and configurations available. Under this trend, the thermal management system needs to be more universally applicable while also catering to differentiated high and low configurations. As a complex system involving many sensors and actuators, the existing control architecture employs two approaches: one is to break down the system, with the air conditioning assembly as a subsystem, the heat pump system as a subsystem, the motor and electronic control system cooling as a subsystem, and the battery cooling and winter heating as another subsystem, each with its own controller; the other is to integrate the thermal management system control into the vehicle domain control, sharing a single controller with other vehicle control functions.

[0003] Whether the thermal management system is broken down into multiple subsystems or integrated with the vehicle's domain controller, both approaches increase cost and control complexity. Breaking down the thermal management system means each subsystem has its own controller, increasing component costs. Furthermore, the extensive data interaction between different subsystems increases the workload of software development collaboration. In a fully integrated system, the domain controller must perform numerous control functions, further increasing hardware and software complexity. Failure of any control module necessitates replacing the entire domain controller, increasing after-sales maintenance costs. To address these shortcomings, this invention provides a thermal management control system solution that is both economical and applicable. Summary of the Invention

[0004] This invention addresses the economic and applicability requirements of thermal management control systems by proposing an automotive thermal management control system centered on a centralized thermal management controller. Through the connection of the vehicle wiring harness, front air conditioning wiring harness, and rear air conditioning wiring harness, this invention enables the centralized thermal management controller to interact with other electrical components of the thermal management system. The control logic for cooling or heating functions is implemented by the centralized thermal management controller. Using this invention, one branch of the vehicle wiring harness connects to the vehicle controller, providing power and control commands to the centralized thermal management controller; another branch connects to the thermal management integrated module, converting electrical energy from the power battery into heat energy or dissipating waste heat into the air to achieve heating or cooling. The front and rear air conditioning wiring harnesses connect the centralized thermal management controller to the front and rear air conditioning unit assemblies, respectively, controlling the blower and damper motors inside the air conditioning unit to deliver comfortable cool or warm air into the passenger compartment. This system is designed as a platform and can be tailored to the vehicle's thermal management architecture as needed.

[0005] This invention is achieved through the following technical solution: It includes a vehicle wiring harness, a front air conditioning wiring harness, a rear air conditioning wiring harness, a centralized thermal management controller, a front air conditioning box assembly, a rear air conditioning box assembly, a thermal management integrated module, and a vehicle controller. The centralized thermal management controller, as the core of the thermal management system, is located in the passenger compartment. It is characterized by further including a temperature acquisition module, a pressure acquisition module, a power management module, a CAN communication module, a LIN communication module, a logic computing MCU module, a blower drive module, a damper motor drive module, a cooling fan drive module, and a voltage regulator module. The vehicle wiring harness is further divided into two branches: vehicle wiring harness 1 and vehicle wiring harness 2. The thermal management integrated module is installed in the engine compartment and includes sub-components such as an electronic water pump, an electric compressor, a high-pressure water heater, an electronic expansion valve, a temperature sensor, a pressure sensor, and a cooling fan.

[0006] Furthermore, in this invention, the vehicle wiring harness 1 is used to connect to the vehicle controller, providing power and control commands to the centralized thermal management controller; the vehicle wiring harness 2 is directly connected to the thermal management integrated module, converting the electrical energy of the power battery into heat energy or dissipating waste heat into the air to achieve heating or cooling; the front air conditioning wiring harness and the rear air conditioning wiring harness connect the centralized thermal management controller to the front air conditioning box assembly and the rear air conditioning box assembly, respectively, and blow comfortable cool or warm air into the passenger compartment by controlling the blower and damper motor inside the air conditioning box.

[0007] Furthermore, in this invention, the temperature acquisition module, pressure acquisition module, power management module, CAN communication module, LIN communication module, blower drive module, damper motor drive module, cooling fan drive module, and voltage regulator module are all electrically connected to the logic computing MCU module and integrated on a single printed circuit board assembly (PCBA).

[0008] Furthermore, in this invention, the board-end connectors of the vehicle wiring harness, the front air conditioning wiring harness, and the rear air conditioning wiring harness are of model 1-1318751-2; the voltage regulator module is of model NSR35150-QTOAR; the CAN communication module is of model TPT1043Q-SO2R-S; the LIN communication module is of model TPT1021Q-SO1R-S; the logic computing MCU module is of model FS32K148HATOMLLT; and the blower drive module is of model LM2904A-SO1R-S.

[0009] In this invention, the temperature acquisition module, pressure acquisition module, power management module, CAN communication module, LIN communication module, and voltage regulation module all transmit analog voltages to the logic calculation MCU module for calculation. The logic calculation MCU module controls the blower drive module, damper motor drive module, and cooling fan drive module based on the acquisition and calculation results, and transmits data signals and control signals to the front air conditioning box assembly, rear air conditioning box assembly, thermal management integration module, and vehicle controller through the vehicle wiring harness, front air conditioning wiring harness, and rear air conditioning wiring harness.

[0010] Compared with existing technologies, the advantages of this invention are as follows: It can be tailored to the specific thermal management needs of the vehicle. For example, if the vehicle configuration does not include a rear air conditioner at the system level, the rear air conditioner wiring harness and rear air conditioner assembly can be omitted. The centralized thermal management controller, as a core component, can also have its functions tailored or different circuit configurations adopted. For example, in models without a rear air conditioner, the components related to the rear air conditioner drive circuit inside the centralized thermal management controller do not need to be soldered. Commonly used damper motors include stepper motors and servo motors; the centralized thermal management controller is also designed with a drive circuit that allows selection between stepper motors and servo motors, which can be chosen as needed. Through the design of this invention, a new approach to optimizing the control of automotive thermal management systems is provided. Attached Figure Description

[0011] Figure 1 This is a schematic diagram of the control system for centralized automotive thermal management according to the present invention.

[0012] Figure 2 This is a schematic diagram of the functional modules of the centralized thermal management controller in the centralized automotive thermal management control system of the present invention.

[0013] Figure 3 This is a schematic diagram showing the connection of the thermal management integrated module of the centralized automotive thermal management control system of the present invention;

[0014] Figure 4 This is a schematic diagram of the board-end connector of the centralized thermal management controller in the centralized automotive thermal management control system of the present invention.

[0015] Figure 5This is a schematic diagram of the logic calculation MCU module of the centralized thermal management controller in the centralized automotive thermal management control system of the present invention.

[0016] Figure 6 This is a schematic diagram of the CAN communication module of the centralized thermal management controller in the centralized automotive thermal management control system of the present invention.

[0017] Figure 7 This is a schematic diagram of the LIN communication module of the centralized thermal management controller in the centralized automotive thermal management control system of the present invention.

[0018] Figure 8 This is a schematic diagram of the voltage regulator module of the centralized thermal management controller in the centralized automotive thermal management control system of the present invention. Detailed Implementation

[0019] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. These embodiments are based on the technical solutions of the present invention and provide detailed implementation methods and specific operation processes. However, the scope of protection of the present invention is not limited to the following embodiments.

[0020] Example

[0021] The structure of the present invention is as follows Figures 1 to 8 As shown, the system includes a vehicle wiring harness (101), a front air conditioning wiring harness (102), a rear air conditioning wiring harness (103), and a centralized thermal management controller (104). It also includes a front air conditioning unit assembly (105), a rear air conditioning unit assembly (106), a thermal management integration module (107), and a vehicle controller (108). The centralized thermal management controller (104), as the core of the thermal management system, is located in the passenger compartment. Its features include a temperature acquisition module (104.1), a pressure acquisition module (104.2), a power management module (104.3), a CAN communication module (104.4), a LIN communication module (104.5), and a logic computing MCU module (108). 04.6), blower drive module (104.7), damper motor drive module (104.8), cooling fan drive module (104.9), voltage regulator module (104.10); the vehicle wiring harness is divided into two branches: vehicle wiring harness 1 (101.1) and vehicle wiring harness 2 (101.2); the thermal management integrated module (107) is installed in the engine compartment and includes sub-components such as electric water pump (107.1), electric compressor (107.2), high-pressure water heater (107.3), electronic expansion valve (107.4), temperature sensor (107.5), pressure sensor (107.6), cooling fan (107.7), and multi-way water valve (107.8);

[0022] The front air conditioning unit assembly (105), the rear air conditioning unit assembly (106), the thermal management integrated module (107), and the vehicle controller (108) are electrically connected to the centralized thermal management controller (104) through the vehicle wiring harness 1 (101.1), the vehicle wiring harness 2 (101.2), the front air conditioning wiring harness (102), and the rear air conditioning wiring harness (103);

[0023] The temperature acquisition module (104.1), pressure acquisition module (104.2), power management module (104.3), CAN communication module (104.4), LIN communication module (104.5), blower drive module (104.7), damper motor drive module (104.8), cooling fan drive module (104.9), and voltage regulator module (104.10) are all electrically connected to the logic computing MCU module (104.6) and integrated on a printed circuit board assembly (PCBA).

[0024] Vehicle wiring harness 1 (101.1) is used to connect to the vehicle controller (108) to provide power and control commands to the centralized thermal management controller (104); vehicle wiring harness 2 (101.2) is directly connected to the thermal management integrated module (107) to convert the electrical energy of the power battery into heat energy or dissipate waste heat into the air to achieve heating or cooling; the front air conditioning wiring harness (102) and the rear air conditioning wiring harness (103) connect the centralized thermal management controller (104) to the front air conditioning box assembly (105) and the rear air conditioning box assembly (106), and blow comfortable cool or warm air into the passenger compartment by controlling the blower and damper motor inside the air conditioning box.

[0025] The temperature acquisition module (104.1), pressure acquisition module (104.2), power management module (104.3), CAN communication module (104.4), LIN communication module (104.5), and voltage regulator module (104.10) all transmit analog voltages to the logic calculation MCU module (104.6) for calculation. The logic calculation MCU module (104.6) controls the blower drive module (104.7), damper motor drive module (104.8), and cooling fan drive module (104.9) based on the acquisition and calculation results, and transmits the data signals and control signals to the front air conditioning box assembly (105), rear air conditioning box assembly (106), thermal management integration module (107), and vehicle controller (108) through the vehicle wiring harness (101), front air conditioning wiring harness (102), and rear air conditioning wiring harness (103).

[0026] The board-end connectors for the vehicle wiring harness (101), front air conditioning wiring harness (102), and rear air conditioning wiring harness (103) are model 1-1318751-2. These connectors feature a compact three-in-one design; ports A, B, and C can connect to the vehicle wiring harness (101), front air conditioning wiring harness (102), and rear air conditioning wiring harness (103) respectively, avoiding wiring harness crossing and facilitating the overall vehicle wiring harness layout. The voltage regulator module (104.10) is model NSR35150-QTOAR, and the CAN communication module (111) is...

[0027] The TPT1043Q-SO2R-S model, the LIN communication module (112) is the TPT1021Q-SO1R-S model, the logic calculation MCU module (118) is the FS32K148HATOMLLT model, and the blower drive module (120) is the LM2904A-SO1R-S model.

[0028] The automotive thermal management control system is designed on a platform and can be tailored to meet the thermal management needs of the vehicle. For example, if the vehicle configuration does not include a rear air conditioner, the rear air conditioner wiring harness (103) and the rear air conditioner box assembly (106) can be omitted. The centralized thermal management controller (104), as the core component, can also have its functions tailored or different circuit configurations adopted. For example, for models without a rear air conditioner, the components related to the rear air conditioner drive circuit inside the centralized thermal management controller (104) do not need to be soldered. The commonly used damper motors are stepper motors and servo motors. The centralized thermal management controller (104) is also designed with a drive circuit that allows for selection between stepper motors and servo motors, which can be chosen as needed.

[0029] The temperature acquisition module 104.1, equipped with a pull-up resistor, is connected in series with the system's NTC temperature sensor to divide the voltage. The voltage division value is then transmitted to the logic computing MCU module 104.6. The logic computing MCU module 104.6 uses the RT curve to convert the resistance value to the actual temperature and performs open / short circuit detection. There can be one or more temperature acquisition modules 104.1 to adapt to different thermal management system architectures.

[0030] The pressure acquisition module 104.2, equipped with pull-up and pull-down resistors, transmits the output voltage of the system's pressure sensor to the logic computing MCU module 104.6. The logic computing MCU module 104.6 uses the PV curve to convert the voltage value to the actual pressure and performs open / short circuit detection. There can be one or more pressure acquisition modules 104.2 to adapt to different thermal management system architectures.

[0031] The power management module 104.3 receives the CAN network management signal and IGN key signal sent by the vehicle controller 107. Either the CAN network management signal or the IGN key signal can wake up the logic calculation MCU module 104.6. The logic calculation MCU module 104.6 transmits the wake-up signal to the thermal management integration module 107 through the LIN communication module 104.5. When both the CAN network management signal and the IGN key signal are stopped, the logic calculation MCU module 106.6 sends a sleep signal to the thermal management integration module 107, and then switches the centralized thermal management controller 104 to sleep mode, ensuring that the entire thermal management system enters a low-power standby state and extends the standby time of the constant-charge battery.

[0032] The CAN communication module 104.4 uses the TPT1043Q-SO2R-S model. The TPT1043Q-SO2R-S chip is a high-speed CAN transceiver compliant with ISO11898, applicable to CAN FD networks up to 5Mbps, offering enhanced timing margins and higher data rates in long-term, high-load networks. The TPT1043Q-SO2R-S uses extremely low power management to control the centralized thermal management controller (104) in standby or sleep mode; enabling the power management module 104.3 to identify local and remote wake-up sources via the chip's INH interface. The TPT1043Q-SO2R-S includes numerous protection functions, improving the robustness of the chip and the CAN network. This invention uses the TPT1043Q-SO2R-S model to provide CAN communication support for the centralized thermal management controller (104). One or more CAN communication modules 104.4 can be used to adapt to different thermal management system architectures.

[0033] The LIN communication module 104.5 uses the TPT1021Q-SO1R-S model, providing LIN communication support for the centralized thermal management controller (104). The TPT1021Q-SO1R-S complies with ISO 17987-4, SAE J2602, and the physical layer standards LIN 2.0, LIN 2.1, LIN 2.2, and LIN 2.2A. The TPT1021Q-SO1R-S supports a maximum LIN transmission speed of 20kBd, meeting the low-speed data transmission requirements of modern vehicle LIN networks. It features multiple protections to enhance network robustness, and its compact SOIC-8 package meets AEC-Q100 automotive-grade certification. One or more LIN communication modules 104.5 can be used to adapt to different thermal management system architectures.

[0034] The logic calculation MCU module 104.6 uses the FS32K148HATOMLLT model. The temperature acquisition module (104.1), pressure acquisition module (104.2), power management module (104.3), CAN communication module (104.4), LIN communication module (104.5), and voltage regulator module (104.10) all transmit analog voltages to the logic calculation MCU module (104.6) for calculation. The logic calculation MCU module (104.6) controls the blower drive module (104.7), damper motor drive module (104.8), and cooling fan drive module (104.9) based on the acquisition and calculation results. It also transmits data signals and control signals to the front air conditioning box assembly (105), rear air conditioning box assembly (106), thermal management integration module (107), and vehicle controller (108) through the vehicle wiring harness (101), front air conditioning wiring harness (102), and rear air conditioning wiring harness (103). The FS32K148HATOMLLT is a 32-bit Arm Cortex-M4 core MCU that integrates ISOCAN FD, CSEc hardware security, and ASIL-B ISO26262 functional safety. This MCU features an FPU floating-point unit and an 80MHz clock speed, meeting the computing power requirements of a thermal management system. Additionally, 2MB of Flash memory allows for software A / B area backup, accommodating normal software upgrades and rollbacks in case of anomalies.

[0035] The blower drive module 104.7 uses the LM2904A-SO1R-S model. The LM2904A-SO1R-S is an automotive-grade operational amplifier that has passed AEC-Q100 reliability testing. Its 0.9MHz bandwidth and 0.5V / µs voltage sag rate enable...

[0036] The LM2904A-SO1R-S features excellent AC performance, with an input common-mode voltage down to V- and an output voltage capable of rail-to-rail oscillation. The blower drive module 104.7 performs differential calculations on the supply voltage and feedback voltage of the blower speed control module, and converts the PWM signal output by the logic calculation MCU module 118 based on the calculation and acquisition results into a linear signal to drive the blower speed control module and thus control the blower speed. One or two blower drive modules 104.7 can be used to adjust the airflow of the front and rear air conditioning modules.

[0037] The damper motor drive module (104.8) is designed with a selectable drive circuit for either a stepper motor or a servo motor. When configured as a servo motor, the forward and reverse rotation control is achieved through the H-bridge driver chip TMP7308A, precisely controlling the opening angle by comparing the position feedback voltage with the voltage corresponding to the target opening degree. When configured as a stepper motor, the forward and reverse rotation control is achieved through the stepper motor driver chip E520.03, precisely controlling the opening angle by controlling the number of forward and reverse steps of the stepper motor. Both the H-bridge driver chip TMP7308A and the stepper motor driver chip E520.03 use SPI interfaces, facilitating the implementation of a two-way selector circuit design.

[0038] The cooling fan drive module (104.9) uses an integrated PWM signal I / O design. When the fan is working normally, it outputs a PWM drive signal with an adjustable duty cycle to adjust the cooling fan speed. When the fan is working abnormally, the port is continuously pulled low, and different durations of the pull-low signal represent different fault signals. The logic calculation MCU module 104.6 can decode the fault signals to realize the diagnostic function.

[0039] The voltage regulator module 104.10 uses the NSR35150-QTOAR model. The NSR35150-QTOAR is a 500mA output low-dropout linear power dissipation (LDO) chip designed for direct battery-powered automotive applications. Its wide supply range of 3V to 14V makes it well-suited for harsh operating conditions, including load dumping, cold starts, and start-stop cycles. With a quiescent current of 5μA under light loads, it is ideal for automotive applications where standby power consumption is strictly limited. Through integrated compensation and the use of low-ESR (1mΩ to 5Ω) ceramic output capacitors, it can operate stably in the range of 1μF to 200μF.

[0040] The above embodiments are merely illustrative of the design principles and applications of the present invention, and are not intended to limit the present invention. To meet the requirements of platform-based design, the centralized thermal management controller (104) also reserves high and low side drive modules for controlling solenoid valves and relays. Anyone skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A centralized automotive thermal management control system, comprising a vehicle wiring harness (101), a front air conditioning wiring harness (102), a rear air conditioning wiring harness (103), a centralized thermal management controller (104), and further comprising a front air conditioning box assembly (105), a rear air conditioning box assembly (106), a thermal management integrated module (107), and a vehicle controller (108); wherein, The centralized thermal management controller (104), as the core of the thermal management system, is located in the crew compartment. It is characterized by further comprising a temperature acquisition module (104.1), a pressure acquisition module (104.2), a power management module (104.3), a CAN communication module (104.4), a LIN communication module (104.5), a logic computing MCU module (104.6), a blower drive module (104.7), a damper motor drive module (104.8), and a cooling fan drive module (104.9). The voltage regulator module (104.10) is divided into two branches: vehicle wiring harness 1 (101.1) and vehicle wiring harness 2 (101.2). The thermal management integrated module (107) is installed in the engine compartment and includes sub-components such as an electric water pump (107.1), an electric compressor (107.2), a high-pressure water heater (107.3), an electronic expansion valve (107.4), a temperature sensor (107.5), a pressure sensor (107.6), a cooling fan (107.7), and a multi-way water valve (107.8). The front air conditioning unit assembly (105), the rear air conditioning unit assembly (106), the thermal management integrated module (107), and the vehicle controller (108) are electrically connected to the centralized thermal management controller (104) through the vehicle wiring harness 1 (101.1), the vehicle wiring harness 2 (101.2), the front air conditioning wiring harness (102), and the rear air conditioning wiring harness (103); The temperature acquisition module (104.1), pressure acquisition module (104.2), power management module (104.3), CAN communication module (104.4), LIN communication module (104.5), blower drive module (104.7), damper motor drive module (104.8), cooling fan drive module (104.9), and voltage regulator module (104.10) are all electrically connected to the logic computing MCU module (104.6) and integrated on a printed circuit board assembly (PCBA).

2. The control system for automotive thermal management according to claim 1, characterized in that... The vehicle wiring harness 1 (101.1) is used to connect to the vehicle controller (108) and provide power and control commands to the centralized thermal management controller (104); the vehicle wiring harness 2 (101.2) is directly connected to the thermal management integrated module (107) to convert the electrical energy of the power battery into heat energy or dissipate waste heat into the air to achieve heating or cooling; the front air conditioning wiring harness (102) and the rear air conditioning wiring harness (103) connect the centralized thermal management controller (104) to the front air conditioning box assembly (105) and the rear air conditioning box assembly (106), and blow comfortable cool or warm air into the passenger compartment by controlling the blower and damper motor inside the air conditioning box.

3. The control system for automotive thermal management according to claim 1, characterized in that... The temperature acquisition module (104.1), pressure acquisition module (104.2), power management module (104.3), CAN communication module (104.4), LIN communication module (104.5), and voltage regulator module (104.10) all transmit analog voltages to the logic calculation MCU module (104.6) for calculation. The logic calculation MCU module (104.6) controls the blower drive module (104.7), damper motor drive module (104.8), and cooling fan drive module (104.9) based on the acquisition and calculation results, and transmits the data signals and control signals through the vehicle wiring harness (101), front air conditioning wiring harness (102), and rear air conditioning wiring harness (103) to the front air conditioning box assembly (105), rear air conditioning box assembly (106), thermal management integration module (107), and vehicle controller (108).

4. The control system for automotive thermal management according to claim 1, characterized in that... The board-end connectors of the vehicle wiring harness (101), the front air conditioning wiring harness (102), and the rear air conditioning wiring harness (103) are of model 1-1318751-2. The voltage regulator module (104.10) is of model NSR35150-QTOAR. The CAN communication module (111) is of model TPT1043Q-SO2R-S. The LIN communication module (112) is of model TPT1021Q-SO1R-S. The logic computing MCU module (118) is of model FS32K148HATOMLLT. The blower drive module (120) is of model LM2904A-SO1R-S.

5. The control system for automotive thermal management according to claim 1, characterized in that... The system can be customized according to the thermal management requirements of the vehicle. For example, if the vehicle configuration does not include a rear air conditioner at the system level, the rear air conditioner wiring harness (103) and the rear air conditioner box assembly (106) can be omitted. The centralized thermal management controller (104), as a core component, can also have its functions customized or different circuit configurations adopted. For example, for models without a rear air conditioner, the components related to the rear air conditioner drive circuit inside the centralized thermal management controller (104) do not need to be soldered. The commonly used damper motors are stepper motors and servo motors. The centralized thermal management controller (104) is also designed with a drive circuit that allows for selection between stepper motors and servo motors, which can be selected as needed.

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