Thermal management system for vehicle and vehicle

Abstract

The utility model discloses a thermal management system for a vehicle and the vehicle. The thermal management system for the vehicle comprises an integrated module, the integrated module comprises a base and a switching valve, a refrigerant loop used for circulating a refrigerant is arranged in the base, a liquid cooling loop and a plurality of liquid cooling flow paths are arranged in the base, and the liquid cooling loop exchanges heat with the refrigerant loop; the switching valve acts to replace a liquid cooling flow path communicated with the liquid cooling loop and / or enable different liquid cooling flow paths to be communicated, and each liquid cooling flow path is provided with a first interface arranged on the base; the first heat exchange subsystem comprises a battery heat exchange flow path used for carrying out heat exchange with the battery pack, and the battery heat exchange flow path is provided with a first driving module used for driving cooling liquid to flow; and the first heat exchange subsystem is connected with the first interface, so that the first heat exchange subsystem is configured to enable the battery heat exchange flow path to be coupled with the liquid cooling flow path so as to utilize the energy of the cooling liquid of the liquid cooling flow path. The method is applied to the commercial vehicle, the energy consumption of the commercial vehicle can be reduced, and the endurance is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle thermal management, in particular to a thermal management system for a vehicle and the vehicle. BACKGROUND

[0002] In related technologies, the thermal management system of a commercial vehicle using a battery as a driving source mostly uses a unit for cooling and heating, or uses the most basic air conditioning system or a simple water circuit coupling form for cooling and heating. In actual use, the power consumption of cooling and heating is large, which affects the endurance of the commercial vehicle. CONTENT OF THE UTILITY MODEL

[0003] In view of the above problems, the embodiments of the present application provide a thermal management system for a vehicle and the vehicle, aiming to solve the problem of high energy consumption of the thermal management system of a commercial vehicle in related technologies, which affects the endurance of the commercial vehicle.

[0004] In a first aspect, the embodiments of the present application provide a thermal management system for a vehicle, comprising: at least one integrated module, each integrated module comprising a base and a switching valve, the base being provided with a refrigerant circuit for circulating refrigerant, the base being provided with a liquid cooling circuit and a plurality of liquid cooling flow paths, a plurality of valve ports of the switching valve being connected with the liquid cooling circuit and the plurality of liquid cooling flow paths respectively, the liquid cooling circuit being in heat exchange with the refrigerant circuit, the switching valve being actuated to replace the liquid cooling flow path connected with the liquid cooling circuit and / or to connect different liquid cooling flow paths, each liquid cooling flow path being provided with a first interface arranged on the base; and a first heat exchange subsystem, the first heat exchange subsystem comprising a battery heat exchange flow path for heat exchange with a battery pack, the battery heat exchange flow path being provided with a first driving module for driving the flow of cooling liquid, the first heat exchange subsystem being connected with the first interface so that the first heat exchange subsystem is configured such that the battery heat exchange flow path is coupled with the liquid cooling flow path to utilize the energy of the cooling liquid of the liquid cooling flow path.

[0005] The heat management system for a vehicle provided by the embodiments of the present application directly uses an integrated module commonly applied to a passenger vehicle, which can make good use of the waste heat of the commercial vehicle, reduce the energy consumption of the heat management system, thereby reducing the consumption of the electric energy of the battery pack by the heat management system, and further achieve the purpose of increasing the endurance of the commercial vehicle. On the other hand, the integrated module commonly applied to the passenger vehicle is directly used, and the heat management system does not need to be separately developed, which greatly reduces the development cost of the heat management system of the commercial vehicle, thereby being conducive to reducing the production cost of the commercial vehicle. On the other hand, for the commercial vehicle, the inner diameter of the battery heat exchange flow path is usually large, and the flow resistance is larger. The inner diameter of the flow path of the integrated module is usually small. Therefore, by arranging the first driving module in the battery heat exchange flow path to drive the flow of the cooling liquid, the problem of large flow resistance of the battery heat exchange flow path can be well overcome or alleviated, so that the flow of the battery heat exchange flow path meets the requirements, and a good heat exchange effect is obtained.

[0006] In some embodiments, the battery heat exchange flow path is connected with two of the first interfaces to form a first loop, and the first loop is connected in series with the first driving module.

[0007] In the above technical solution, the battery heat exchange flow path is directly connected with two first interfaces, so that the structure of the first heat exchange subsystem is relatively simple, and the use cost is low.

[0008] In some embodiments, the first heat exchange subsystem includes a first heat exchanger, the first heat exchanger includes a first heat exchange flow path and a second heat exchange flow path which exchange heat with each other, two ends of the first heat exchange flow path are respectively connected with the first interfaces, two ends of the second heat exchange flow path are respectively connected with the battery heat exchange flow path to form a second loop, and the second loop is connected in series with the first driving module.

[0009] In the above technical solution, by arranging the first heat exchange subsystem including the first heat exchanger, the first heat exchanger can make the cooling liquids on both sides of the integrated module and the battery heat exchange flow path not interfere with each other, so that the first heat exchange subsystem can be designed according to the flow requirements of the commercial vehicle, the selection of the first driving module will not be too large, and the flow resistance and flow channel design requirements of the integrated module and other components can be reduced.

[0010] In some embodiments, the battery heat exchange flow path is multiple and is arranged in parallel, and the first driving module is configured to drive the liquid to flow to the multiple battery heat exchange flow paths respectively.

[0011] In the above technical solution, by arranging multiple parallel battery heat exchange flow paths, the cooling effect of the heat management system on the battery pack can be increased.

[0012] In some embodiments, the first driving module comprises a plurality of first water pumps, and each of the battery heat exchange flow paths is connected in series with a first water pump.

[0013] In the above technical solution, the working intensity of each first water pump can be independently adjusted according to the working state and temperature requirement of each battery pack, so that more precise energy management is achieved. For example, the energy consumption of the battery heat exchange flow path can be reduced in the case that some battery packs do not need to be cooled intensively, which helps to save energy.

[0014] In some embodiments, the thermal management system for a vehicle further comprises a second heat exchange subsystem, the second heat exchange subsystem comprising a motor heat dissipation flow path for dissipating heat of a motor and a second driving module arranged in the motor heat dissipation flow path, and the second heat exchange subsystem is connected with the first interfaces so that the motor heat dissipation flow path is coupled with the liquid cooling flow path to utilize the energy of the cooling liquid in the liquid cooling flow path.

[0015] In the above technical solution, the thermal management system for a vehicle can also be used for thermal management of the motor, for example, cooling or heating the motor, so that the motor can operate efficiently and has high conversion efficiency.

[0016] In some embodiments, the motor heat dissipation flow path is connected with two of the first interfaces to form a third loop, and the third loop is connected in series with the second driving module.

[0017] In the above technical solution, the motor heat dissipation flow path is directly connected with two first interfaces, so that the structure of the second heat exchange subsystem is relatively simple and the use cost is relatively low.

[0018] In some embodiments, the second heat exchange subsystem comprises a second heat exchanger, the second heat exchanger comprising a third heat exchange flow path and a fourth heat exchange flow path that exchange heat with each other, two ends of the third heat exchange flow path are connected with the first interfaces respectively, two ends of the fourth heat exchange flow path are connected with the motor heat dissipation flow path respectively to form a fourth loop, and the fourth loop is connected in series with the second driving module.

[0019] In the above technical solution, the second heat exchanger can make the cooling liquid on both sides of the integrated module and the motor heat dissipation flow path not interfere with each other, so that the second heat exchange subsystem can be designed according to the flow requirement of a commercial vehicle, the selection of the second driving module will not be too large, and the flow resistance of the integrated module and the design requirement of the flow channel can be reduced.

[0020] In some embodiments, the thermal management system for the vehicle further comprises a radiator connected to two of the first interfaces respectively; or, the thermal management system further comprises a radiator and a third heat exchanger, the third heat exchanger comprising a fifth heat exchange flow path and a sixth heat exchange flow path in heat exchange with each other, two ends of the fifth heat exchange flow path being connected to two of the first interfaces respectively, two ends of the sixth heat exchange flow path being connected to the radiator respectively to form a seventh loop, the seventh loop being in series with the third driving module.

[0021] In the above technical solution, the radiator can work in cooperation with the refrigerant loop in the integrated module to improve the refrigeration efficiency or play an auxiliary heat dissipation function.

[0022] In some embodiments, the thermal management system comprises a fourth heat exchanger for adjusting the temperature of the passenger compartment; the integrated modules are multiple, and the refrigerant loop of at least one of the integrated modules has a second interface arranged on the base, the second interface being connected to the fourth heat exchanger.

[0023] In the above technical solution, the fourth heat exchanger can utilize the heat pump system of the integrated module to realize refrigeration or exchange heat with the first heat exchange subsystem and the second heat exchange subsystem, so as to take away the heat of the passenger compartment or provide heating for the passenger compartment, thereby reducing the energy consumption in the refrigeration and heating process and improving the endurance of the vehicle.

[0024] In some embodiments, the first heat exchange subsystem is connected to the first interfaces of multiple integrated modules respectively to utilize the energy of the cooling liquid in the integrated modules.

[0025] In the above technical solution, by connecting multiple integrated modules to the first heat exchange subsystem, the first heat exchange subsystem can utilize the energy of the cooling liquid in the multiple integrated modules, and the ability of the thermal management system to heat or cool the battery can be greatly increased.

[0026] In some embodiments, an adjusting member for adjusting flow rate is arranged between each integrated module and the first heat exchange subsystem.

[0027] In the above technical solution, by arranging the adjusting member for adjusting flow rate, the flow rate of each integrated module can be accurately controlled to ensure that each integrated module can obtain the flow rate required by design, and ensure that each part in the thermal management system works in an optimal state, reduces energy loss, and improves overall energy efficiency.

[0028] In some embodiments, the thermal management system for the vehicle further comprises a plurality of second heat exchange subsystems, each of the second heat exchange subsystems comprising a motor heat dissipation flow path for dissipating heat of a motor and a second driving module arranged in the motor heat dissipation flow path, and the plurality of second heat exchange subsystems are connected to the first interfaces of different integrated modules so that the second heat exchange subsystems are configured to utilize the energy of the cooling liquid of the corresponding liquid cooling flow path.

[0029] In the above technical solution, a plurality of second heat exchange subsystems are arranged, for example, each of the second heat exchange subsystems is responsible for heat dissipation of one motor, which is beneficial to achieve better heat exchange effect of the motor.

[0030] In some embodiments, the plurality of integrated modules are the same, the second interface of one of the integrated modules is connected to the fourth heat exchanger, and the second interfaces of the remaining integrated modules are plugged by a plugging member.

[0031] In the above technical solution, the same integrated module is used, and the second interface that does not work is directly plugged, which is simple to operate and is beneficial to reduce the number of types of parts of the thermal management system and save costs.

[0032] In a second aspect, the embodiments of the present application provide a vehicle, which comprises the above-mentioned thermal management system for the vehicle, and the integrated module is used to adjust the temperature of the passenger compartment.

[0033] The embodiments of the present application can reduce the energy consumption of the vehicle and increase the endurance of the vehicle by arranging the thermal management system.

[0034] In some embodiments, the vehicle further comprises a controller, a first DC-DC converter, a second DC-DC converter, a first power consumption module, and a second power consumption module, the first DC-DC converter is configured to convert an input voltage into V voltage, the second DC-DC converter is configured to convert V voltage into V voltage, the first power consumption module comprises a plurality of first power consumption components, the second power consumption module comprises a plurality of second power consumption components, the plurality of first power consumption components comprise a switching valve, and the plurality of second power consumption components comprise the first driving module.

[0035] The controller is electrically connected to the second DC-DC converter, the first DC-DC converter is electrically connected to the second power consumption module through a first relay, the first DC-DC converter is electrically connected to the second DC-DC converter, and the second DC-DC converter is electrically connected to the first power consumption module through a second relay.

[0036] In the above technical solution, the scheme of distinguishing low-voltage power supply voltage through a module can ensure that 12V power supply parts are as few as possible, converter power is as small as possible, cost is saved, and DCDC converter selection difficulty is reduced.

[0037] The above description is only a summary of the technical solutions of the present application. In order to enable the technical means of the present application to be more clearly understood, and to be implemented according to the content of the description, and in order to enable the above and other purposes, characteristics and advantages of the present application to be more apparent and easy to understand, the following specific embodiments of the present application are described. BRIEF DESCRIPTION OF DRAWINGS

[0038] Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the alternative embodiments. The accompanying drawings are intended to depict only a limited number of embodiments, and therefore are not intended to limit the scope of the present application. Furthermore, the drawings are in no way intended to be exhaustive as to form, proportions, or details. The drawings are intended to serve as illustrative examples only and should not be considered as limiting the scope of the disclosure. In the drawings:

[0039] Figure 1 A structural block diagram of a thermal management system for a vehicle is provided for some embodiments of the present application, wherein the integrated module is provided with one;

[0040] Figure 2 A structural schematic diagram of an integrated module is provided for some embodiments of the present application, wherein the integrated module is provided with one;

[0041] Figure 3 A structural block diagram of a thermal management system for a vehicle is provided for some embodiments of the present application, wherein the integrated module is provided with one;

[0042] Figure 4 A structural block diagram of a thermal management system for a vehicle is provided for some embodiments of the present application, wherein the integrated module is provided with one;

[0043] Figure 5 A layout schematic diagram of a first drive module in some embodiments of the present application is provided;

[0044] Figure 6 A structural block diagram of a thermal management system for a vehicle is provided for some embodiments of the present application, wherein the integrated module is provided with one;

[0045] Figure 7 A structural block diagram of a thermal management system for a vehicle is provided for some embodiments of the present application, wherein the integrated module is provided with one;

[0046] Figure 8 A structural block diagram of a thermal management system for a vehicle is provided for some embodiments of the present application, wherein the integrated module is provided with two;

[0047] Figure 9 Structural diagram of a thermal management system for a vehicle provided for some embodiments of the present application, wherein it is illustrated that the integrated module is provided with two;

[0048] Figure 10 Structural diagram of a thermal management system for a vehicle provided for some embodiments of the present application, wherein it is illustrated that the integrated module is provided with two;

[0049] Figure 11 Structural diagram of a thermal management system for a vehicle provided for some embodiments of the present application, wherein it is illustrated that the integrated module is provided with two;

[0050] Figure 12 Structural diagram of a thermal management system for a vehicle provided for some embodiments of the present application, wherein it is illustrated that the integrated module is provided with two;

[0051] Figure 13 Power supply and control schematic diagram of a thermal management system for a vehicle provided for some embodiments of the present application;

[0052] Figure 14 Structural diagram of a vehicle provided for some embodiments of the present application.

[0053] Reference signs:

[0054] Vehicle 2000;

[0055] Thermal management system 1000;

[0056] Integrated module 100;

[0057] Base 10; refrigerant circuit 101; compressor 1011; evaporator 1012; condenser 1013;

[0058] Expansion valve 1014; liquid cooling circuit 102; liquid cooling flow path 103; switching valve 20;

[0059] First heat exchange subsystem 200;

[0060] Battery heat exchange flow path 201; first drive module 202; first water pump 2021; first heat exchanger 203;

[0061] First heat exchange flow path 2031; second heat exchange flow path 2032;

[0062] Second heat exchange subsystem 300;

[0063] Motor heat dissipation flow path 301; second drive module 302; second heat exchanger 303; third heat exchange flow path 3031;

[0064] Fourth heat exchange flow path 3032;

[0065] Radiator 400;

[0066] Third heat exchanger 401; fifth heat exchange passage 4011; sixth heat exchange passage 4012; third driving module 402;

[0067] Fourth heat exchanger 500; passenger cabin evaporator 501; heater core 502; adjusting piece 600;

[0068] Controller 701; first DC-DC converter 702; second DC-DC converter 703; first power consumption module 704;

[0069] Second power consumption module 705; first relay 706; second relay 707; OBC controller 708;

[0070] BDCS controller 709; vehicle control unit 710; battery management unit 711; power distribution unit 712;

[0071] Fifth heat exchanger 800; seventh heat exchange passage 801; eighth heat exchange passage 802; heating piece 900;

[0072] Battery pack 3000; motor 4000. DETAILED DESCRIPTION

[0073] The embodiments of the present application are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar notations represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by reference to the drawings are exemplary only, and are used only for explaining the present application, and cannot be understood as a limitation of the present application.

[0074] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application. In addition, the features limited as "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, unless otherwise stated, the meaning of "a plurality of" is two or more.

[0075] In the description of the utility model, it is necessary to explain that, unless there is definite stipulation and limitation, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixed connection, can also be detachable connection, or integrally connected; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium, it can be the communication inside two elements. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood according to specific circumstances.

[0076] With the development of new energy technology, the application range of battery pack as power source is more and more extensive. In the use process of battery pack, the performance of battery pack is easily affected by the use environment, especially the influence of environmental temperature.

[0077] For example, in a low-temperature environment (such as-10℃, -20℃ or lower), the performance of the battery pack may decrease to some extent relative to a normal temperature environment (such as 20℃), for example, the maximum available capacity of the battery pack may decrease by 10%-20%. At the same time, if the environmental temperature is too high, the charging and discharging efficiency of the battery pack may be affected, resulting in a decrease in the performance of the electric device, for example, an electric vehicle. For example, in a high-temperature environment, the battery pack may not be able to charge at the maximum rate, thereby prolonging the charging time.

[0078] Heating or cooling the battery pack will cause problems in energy consumption. That is, the energy consumed for heating the battery pack comes directly or indirectly from the power of the battery pack. If the energy consumption for heating and cooling the battery pack can be reduced, it means that more energy can be used for driving the electric vehicle, thereby improving the endurance mileage of the electric vehicle.

[0079] A heat pump system is a device that uses external energy (such as electricity) to transfer heat from a low-temperature heat source to a high-temperature heat source. Compared with traditional heating and refrigeration devices, heat pumps have higher energy efficiency and significant energy-saving effect. The waste heat of commercial vehicles using battery packs as driving sources is often large. If a heat pump system is used to fully utilize the waste heat of the vehicle end and the environment side to realize the refrigeration and heating process, and to realize the thermal management of the vehicle, it will greatly improve the energy consumption of the whole vehicle.

[0080] However, commercial vehicles often have fewer batches of a single vehicle type. If a heat management system including a heat pump system is developed separately for commercial vehicles, the research and development and verification costs will be very high, and the single vehicle will also be very high, which will greatly increase the production cost of commercial vehicles. At the same time, the heat management heat pump system of passenger cars using battery packs as driving sources is powerful, and provides a great positive effect on energy consumption and endurance.

[0081] Based on the above considerations, in order to improve the endurance of commercial vehicles while reducing the development cost of commercial vehicles, the application provides a thermal management system for a vehicle, which comprises at least one integrated module and a first heat exchange subsystem. Each integrated module comprises a base and a switching valve, the base is provided with a refrigerant circuit for circulating refrigerant, the base is provided with a liquid cooling circuit and a plurality of liquid cooling flow paths, a plurality of valve ports of the switching valve are respectively connected with the liquid cooling circuit and the plurality of liquid cooling flow paths, the liquid cooling circuit is in heat exchange with the refrigerant circuit, and the switching valve is actuated to replace the liquid cooling flow path communicated with the liquid cooling circuit and / or to make different liquid cooling flow paths communicated. Each liquid cooling flow path has a first interface provided on the base. The first heat exchange subsystem comprises a battery heat exchange flow path for heat exchange with a battery pack, the battery heat exchange flow path is provided with a first driving module for driving the flow of cooling liquid, and the first heat exchange subsystem is connected with the first interface so that the first heat exchange subsystem is configured to couple the battery heat exchange flow path with the liquid cooling flow path to utilize the energy of the cooling liquid of the liquid cooling flow path.

[0082] The thermal management system for a vehicle described above, on the one hand, directly uses the integrated module commonly applied to passenger cars, which can better utilize the waste heat of commercial vehicles, reduce the energy consumption of the thermal management system, thereby reducing the consumption of the electric energy of the battery pack by the thermal management system, and further achieving the purpose of increasing the endurance of the commercial vehicle. On the other hand, directly using the integrated module commonly applied to passenger cars, without the need to separately develop a thermal management system, greatly reduces the development cost of the thermal management system of the commercial vehicle, thereby being conducive to reducing the production cost of the commercial vehicle. On the other hand, for commercial vehicles, the inner diameter of the battery heat exchange flow path is usually larger and the flow resistance is larger, and the inner diameter of the flow path of the integrated module is usually smaller. Therefore, by providing the first driving module in the battery heat exchange flow path to drive the flow of cooling liquid, the problem of large flow resistance of the battery heat exchange flow path can be better overcome or alleviated, so that the flow of the battery heat exchange flow path meets the requirements and better heat exchange effect is obtained.

[0083] The vehicle in the application can include a pure electric commercial vehicle, a hybrid electric commercial vehicle using electric power, an extended range commercial vehicle, and of course, the vehicle in the application can also include a passenger car. The commercial vehicle can include a truck, a bus, a special vehicle (such as a special operation vehicle, an engineering mechanical vehicle and a commercial service vehicle), a tractor and a pickup truck, etc.

[0084] Reference will be made to the following Figures 1 to 12 The thermal management system 1000 for a vehicle according to the embodiments of the application is described.

[0085] Please refer to Figures 1 to 12The embodiment of the present application provides a thermal management system 1000 for a vehicle, comprising at least one integrated module 100 and a first heat exchange subsystem 200. Each integrated module 100 comprises a base 10 and a switching valve 20, the base 10 is provided with a refrigerant circuit 101 for circulating refrigerant, the base 10 is provided with a liquid cooling circuit 102 and a plurality of liquid cooling flow paths 103, a plurality of valve ports of the switching valve 20 are connected with the liquid cooling circuit 102 and the plurality of liquid cooling flow paths 103 respectively, the liquid cooling circuit 102 is in heat exchange with the refrigerant circuit 101, and the switching valve 20 is actuated to replace the liquid cooling flow path 103 communicated with the liquid cooling circuit 102 and / or to make different liquid cooling flow paths 103 communicated, each liquid cooling flow path 103 has a first interface arranged in the base 10; the first heat exchange subsystem 200 comprises a battery heat exchange flow path 201 for heat exchange with a battery pack 3000, the battery heat exchange flow path 201 is provided with a first driving module 202 for driving the flow of cooling liquid, and the first heat exchange subsystem 200 is connected with the first interface so that the first heat exchange subsystem 200 is configured to couple the battery heat exchange flow path 201 with the liquid cooling flow path 103 to utilize the energy of the cooling liquid of the liquid cooling flow path 103.

[0086] The thermal management system 1000 for a vehicle of the embodiment of the present application comprises at least one integrated module 100, for example, refer to Figures 1 to 4 , Figure 6 and Figure 7 , the integrated module 100 can be provided with only one; or, refer to Figures 7 to 11 , the integrated module 100 can be provided with two; it can be understood that the integrated module 100 can also be provided with three or even more according to requirements. The thermal management system 1000 with more integrated modules 100 has stronger refrigeration capacity and can meet the requirement of large vehicles 2000 with battery as a driving source to have larger refrigeration capacity.

[0087] The base 10 is provided with a refrigerant circuit 101 for circulating refrigerant, for example, refer to Figure 2 , Figure 2The structure schematic diagram of the integrated module provided for some embodiments of the present application is shown in FIG. 1. The refrigerant circuit 101 is provided with a compressor 1011, an evaporator 1012, a condenser 1013 and an expansion valve 1014 to form a heat pump system. The low-temperature and low-pressure liquid refrigerant enters the evaporator 1012 to absorb the heat of the low-temperature heat source. After absorbing the heat, the refrigerant changes from liquid state to gaseous state (evaporation). The gaseous refrigerant is sucked into and compressed by the compressor 1011, and the pressure and temperature are significantly increased. The compressor 1011 consumes electric energy or mechanical energy to convert the low-temperature and low-pressure gas into high-temperature and high-pressure gas. The high-temperature and high-pressure gaseous refrigerant enters the condenser 1013 to release heat to the high-temperature heat source. After releasing the heat, the refrigerant changes from gaseous state to liquid state (condensation). The high-pressure liquid refrigerant passes through the expansion valve 1014, and the pressure and temperature are sharply decreased. The refrigerant changes to low-temperature and low-pressure liquid, and re-enters the evaporator 1012 to start a new cycle.

[0088] The integrated module 100 directly used in the present embodiment is commonly used in passenger cars, and the integrated module 100 includes the refrigerant circuit 101. Therefore, the integrated module 100 can better utilize the waste heat of the vehicle 2000 and the environment side, reduce the energy consumption of the thermal management system 1000, reduce the consumption of the electric energy of the battery pack 3000 by the thermal management system 1000, and further achieve the purpose of increasing the endurance of the vehicle 2000. Directly using the integrated module 100 commonly used in passenger cars, the thermal management system 1000 does not need to be separately developed, which greatly reduces the development cost of the thermal management system 1000 of the vehicle 2000, thereby being conducive to reducing the production cost of the vehicle 2000.

[0089] The base 10 is provided with a liquid cooling circuit 102 and a plurality of liquid cooling flow paths 103. The liquid cooling circuit 102 can also be provided with a plurality of liquid cooling circuits 102. The liquid cooling circuit 102 exchanges heat with the refrigerant circuit 101, so that the cooling liquid in the liquid cooling circuit 102 is heated or the cooling liquid in the liquid cooling circuit 102 is cooled by taking away the heat of the cooling liquid. For example, refer to Figure 2 One liquid cooling circuit 102 is connected with the evaporator 1012 to exchange heat with the refrigerant circuit 101, and the other liquid cooling circuit 102 is connected with the condenser 1013 to exchange heat with the refrigerant circuit 101.

[0090] The switching valve 20 is actuated to replace the liquid cooling flow path 103 communicated with the liquid cooling circuit 102. For example, the switching valve 20 is actuated to make the liquid cooling flow path 103 communicated with the liquid cooling circuit 102 absorbing the heat of the refrigerant circuit 101, so that the cooling liquid flowing out of the liquid cooling flow path 103 can heat the battery and the like. For example, the switching valve 20 is actuated to make the liquid cooling flow path 103 communicated with the liquid cooling circuit 102 transferring the heat to the refrigerant circuit 101, so that the cooling liquid flowing out of the liquid cooling flow path 103 can cool the battery and the like. Specifically, the switching valve can be a multi-way water valve.

[0091] The switching valve 20 is actuated to make different liquid cooling flow paths 103 communicate, for example, refer to Figure 1 The first interface of the partial liquid cooling flow path 103 can be connected to an external heat dissipation source (the warm air core 502 and the radiator 400, etc.) and a heat source (the heat generated by the motor 4000 and the battery pack 300, etc.) to compensate for the insufficient refrigerant circuit 101 refrigeration or heating capacity or to achieve more efficient energy utilization. In some embodiments, the switching valve 20 is actuated to replace the liquid cooling flow path 103 in communication with the liquid cooling circuit 102 and make different liquid cooling flow paths 103 communicate.

[0092] The first heat exchange subsystem 200 is connected to the first interface, that is, the cooling liquid in the liquid cooling flow path 103 can enter the first heat exchange subsystem 200. The battery heat exchange flow path 201 is coupled to the liquid cooling flow path 103 to utilize the energy of the cooling liquid in the liquid cooling flow path 103, which can include that the cooling liquid in the liquid cooling flow path 103 directly enters the battery heat exchange flow path 201 to exchange heat with the battery pack 3000 (for example, refer to Figure 1 ), or the cooling liquid in the liquid cooling flow path 103 enters the first heat exchanger 203 (for example, refer to Figure 3 ), and the battery heat exchange flow path 201 exchanges heat with the liquid cooling flow path 103 through the first heat exchanger 203.

[0093] It should be noted that the inner diameter of the battery heat exchange flow path 201 of the vehicle 2000 is generally larger and the flow resistance is also larger, while the inner diameter of the flow path of the integrated module 100 commonly used in passenger cars is generally smaller. The embodiments of the present application drive the flow of the cooling liquid by arranging the first driving module 202 in the battery heat exchange flow path 201, which can better overcome or alleviate the problem of large flow resistance of the battery heat exchange flow path 201, so that the flow of the battery heat exchange flow path 201 meets the requirements and better heat exchange effect is obtained.

[0094] According to some embodiments of the present application, refer to Figure 1 , Figure 1 The structural diagram of the thermal management system for a vehicle provided by some embodiments of the present application is shown, in which one integrated module is provided; the battery heat exchange flow path 201 is connected to two first interfaces to form a first circuit, and the first driving module 202 is connected in series in the first circuit.

[0095] That is, the battery heat exchange flow path 201 is directly connected to the liquid cooling flow path 103, and the cooling liquid in the liquid cooling flow path 103 can directly enter the battery heat exchange flow path 201, and the first driving module 202 can drive the cooling liquid to circulate in the first circuit.

[0096] The battery heat exchange flow path 201 is directly connected to two first interfaces, so that the structure of the first heat exchange subsystem 200 is relatively simple and the use cost is relatively low.

[0097] According to some embodiments of the present application, reference can be made to Figure 3 The first heat exchange subsystem 200 includes a first heat exchanger 203, the first heat exchanger 203 includes first and second heat exchange flow paths 2031 and 2032 that exchange heat with each other, two ends of the first heat exchange flow path 2031 are respectively connected with the first interface, two ends of the second heat exchange flow path 2032 are respectively connected with the battery heat exchange flow path 201 to form a second loop, and the second loop is in series with the first driving module 202.

[0098] That is, the battery heat exchange flow path 201 does not directly communicate with the liquid cooling loop 102, but exchanges heat through the first heat exchanger 203 and the liquid cooling flow path 103. It should be noted that for commercial vehicles, the flow demand of the cooling liquid for cooling the battery pack 3000 is much larger than that of passenger cars, so the flow resistance of the battery heat exchange flow path 201 is much larger than that of the battery heat exchange flow path of the passenger car.

[0099] It should be noted that in the embodiments of the present application, by providing the first heat exchange subsystem 200 including the first heat exchanger 203, the first heat exchanger 203 can make the integrated module 100 and the cooling liquid on both sides of the battery heat exchange flow path 201 not interfere with each other, so that the first heat exchange subsystem 200 can be designed to fully meet the flow requirements of commercial vehicles, the selection of the first driving module 202 will not be too large, and the flow resistance and flow channel design requirements of the integrated module 100 and other components can be reduced. The first heat exchanger 203 can be provided with one or more, and in the embodiment where multiple first heat exchangers 203 are provided, the multiple first heat exchangers 203 can be arranged in series.

[0100] According to some embodiments of the present application, reference can be made to Figure 5 As shown in FIG. 5, the battery heat exchange flow path 201 is multiple and arranged in parallel, and the first driving module 202 is configured to drive the liquid to flow to the multiple battery heat exchange flow paths 201, respectively.

[0101] For the battery circuit of the commercial vehicle, it is usually composed of multiple battery packs 3000 in parallel, and the multiple battery packs 3000 can correspond to multiple battery heat exchange flow paths 201. One battery heat exchange flow path 201 can be used to cool one battery pack 3000, or one battery heat exchange flow path 201 can be used to cool multiple battery packs 3000, or multiple battery heat exchange flow paths 201 can be used to cool one battery pack 3000. By providing multiple parallelly arranged battery heat exchange flow paths 201, the cooling effect of the thermal management system 1000 on the battery pack 3000 can be increased.

[0102] The first driving module 202 can include only one first water pump 2021, and the one first water pump 2021 can be arranged in the flow path before or after the multiple parallelly arranged battery heat exchange flow paths 201 (such asFigure 5 In some embodiments, the first driving module 202 includes one first water pump 2021, and each battery heat exchange flow path 201 is connected in series with the first water pump 2021 (as shown in FIG. 2B). Figure 5 In some embodiments, the first driving module 202 includes multiple first water pumps 2021, and each battery heat exchange flow path 201 is connected in series with the first water pump 2021 (as shown in FIG. 2C). Figure 5 In some embodiments, the first driving module 202 includes multiple first water pumps 2021, and each battery heat exchange flow path 201 is connected in series with the first water pump 2021 (as shown in FIG. 2B). Figure 5 In some embodiments, the first driving module 202 includes multiple first water pumps 2021, and each battery heat exchange flow path 201 is connected in series with the first water pump 2021 (as shown in FIG. 2C).

[0103] In some embodiments, the first driving module 202 includes multiple first water pumps 2021, and each battery heat exchange flow path 201 is connected in series with the first water pump 2021. That is, the flow of each battery heat exchange flow path 201 can be independently adjusted.

[0104] In this way, the working strength of each first water pump 2021 can be independently adjusted according to the working state and temperature requirement of each battery pack 3000, so as to achieve more precise energy management. For example, in the case that some battery packs 3000 do not need to be cooled intensively, the energy consumption of the battery heat exchange flow path 201 can be reduced, which helps to save energy.

[0105] In some embodiments, the first driving module 202 includes one first water pump 2021, and each battery heat exchange flow path 201 is connected in series with the first water pump 2021 (as shown in FIG. 2B). Figure 3 Figure 4 Figure 6 Figure 7 In some embodiments, the first driving module 202 includes multiple first water pumps 2021, and each battery heat exchange flow path 201 is connected in series with the first water pump 2021 (as shown in FIG. 2C).

[0106] That is, the thermal management system 1000 for a vehicle according to the embodiments of the present application can also be used for thermal management of the motor 4000, for example, cooling or heating the motor 4000, so that the motor 4000 can operate efficiently and has high conversion efficiency.

[0107] ​​​Since the integrated module 100 is usually used in passenger cars, the heat generated by the motor of the passenger car is less and the volume is small, so the fluid flow in the integrated module 100 does not need to be too large. For commercial vehicles, the heat generated by the motor 4000 when operating is large, and the volume is large, so the inner diameter of the heat exchange flow path of the motor 4000 of the commercial vehicle is usually large, the flow of the cooling liquid in the motor heat dissipation flow path 301 is large, the flow resistance of the motor heat dissipation flow path 301 is large, and the inner diameter of the flow path of the integrated module 100 is usually small. The second driving module 302 is arranged in the motor heat dissipation flow path 301 to drive the cooling liquid to flow, which can better overcome or alleviate the problem of large flow resistance of the motor heat dissipation flow path 301, so that the flow of the motor heat dissipation flow path 301 meets the requirements and better heat exchange effect is obtained.

[0108] The second heat exchange subsystem 300 is connected with the first interface, that is, the cooling liquid in the liquid cooling flow path 103 can enter the second heat exchange subsystem 300. The motor heat dissipation flow path 301 is coupled with the liquid cooling flow path 103 to utilize the energy of the cooling liquid in the liquid cooling flow path 103. Here, it can be included that the cooling liquid in the liquid cooling flow path 103 directly enters the motor heat dissipation flow path 301 to exchange heat with the motor 4000; or the cooling liquid in the liquid cooling flow path 103 enters the second heat exchanger 303, and the motor heat dissipation flow path 301 exchanges heat with the liquid cooling flow path 103 through the second heat exchanger 303. Figure 3 and Figure 4 The cooling liquid in the liquid cooling flow path 103 directly enters the motor heat dissipation flow path 301 to exchange heat with the motor 4000; or the cooling liquid in the liquid cooling flow path 103 enters the second heat exchanger 303, and the motor heat dissipation flow path 301 exchanges heat with the liquid cooling flow path 103 through the second heat exchanger 303.

[0109] According to some embodiments of the present application, it can be referred to Figure 3 、 Figure 4 and Figure 7 , Figure 3 for another embodiment of the present application provides a structural diagram of a thermal management system for a vehicle, wherein it is shown that the integrated module is provided with one; Figure 4 for another embodiment of the present application provides a structural diagram of a thermal management system for a vehicle, wherein it is shown that the integrated module is provided with one; Figure 7 for another embodiment of the present application provides a structural diagram of a thermal management system for a vehicle, wherein it is shown that the integrated module is provided with one. The motor heat dissipation flow path 301 is connected with two first interfaces to form a third loop, and the second driving module 302 is connected in series in the third loop.

[0110] That is, the motor heat dissipation flow path 301 is directly connected with the liquid cooling flow path 103, and the cooling liquid in the liquid cooling flow path 103 can directly enter the motor heat dissipation flow path 301, and the second driving module 302 can drive the cooling liquid to circulate in the third loop.

[0111] The motor heat dissipation flow path 301 is directly connected with two first interfaces, so that the structure of the second heat exchange subsystem 300 is relatively simple, and the use cost is low.

[0112] According to some embodiments of the present application, reference can be made to Figure 6 , Figure 6 A structural diagram of a thermal management system for a vehicle is provided for yet some embodiments of the present application, in which an integrated module is provided with one. The second heat exchange subsystem 300 includes a second heat exchanger 303, which includes a third heat exchange flow path 3031 and a fourth heat exchange flow path 3032 that exchange heat with each other, two ends of the third heat exchange flow path 3031 are connected with the first interfaces respectively, and two ends of the fourth heat exchange flow path 3032 are connected with the motor heat dissipation flow path 301 respectively to form a fourth loop, and the fourth loop is connected in series with the second drive module 302.

[0113] That is, the motor heat dissipation flow path 301 does not directly communicate with the liquid cooling loop 102, but exchanges heat through the second heat exchanger 303 and the liquid cooling flow path 103. It should be noted that for commercial vehicles, the flow requirement of the cooling liquid for cooling the motor 4000 is much larger than that of passenger vehicles, and therefore the flow resistance of the motor heat dissipation flow path 301 is much larger than that of the motor heat dissipation flow path 301 of the passenger vehicle.

[0114] It should be noted that in the embodiments of the present application, by providing the second heat exchange subsystem 300 including the second heat exchanger 303, the second heat exchanger 303 can make the cooling liquid on both sides of the integrated module 100 and the motor heat dissipation flow path 301 not interfere with each other, so that the second heat exchange subsystem 300 can be designed according to the flow requirement of the commercial vehicle, the selection of the second drive module 302 will not be too large, and the flow resistance and flow channel design requirement of the integrated module 100 and other components can be reduced. The second heat exchanger 303 can be provided with one or multiple, and in the embodiments in which multiple second heat exchangers 303 are provided, the multiple second heat exchangers 303 can be connected in series.

[0115] According to some embodiments of the present application, reference can be made to Figure 6 The thermal management system 1000 for a vehicle further includes a radiator 400 connected with two of the first interfaces respectively.

[0116] The radiator 400 can be provided at the front of the vehicle and play a role of exchanging heat with the surrounding environment, and the radiator 400 can work cooperatively with the refrigerant loop 101 in the integrated module 100 to improve the refrigeration efficiency or play an auxiliary heat dissipation function.

[0117] The heat sink 400 is connected with two first interfaces respectively, that is, the heat sink 400 can form a circulation loop together with the liquid cooling loop 102 directly through the liquid cooling flow path 103, to work cooperatively with the heat pump system in the integrated module 100; or the heat sink 400 is connected with the first heat exchange subsystem 200, and so on. The heat sink 400 absorbs heat generated by the battery pack 3000, the motor 4000 or other electronic and electric power equipment through the circulating coolant, and dissipates the heat to the outside air.

[0118] According to some embodiments of the present application, reference can be made to Figure 7 The heat management system 1000 further includes a heat sink 400 and a third heat exchanger 401. The third heat exchanger 401 includes a fifth heat exchange flow path 4011 and a sixth heat exchange flow path 4012 which exchange heat with each other. Two ends of the fifth heat exchange flow path 4011 are connected with two first interfaces respectively. Two ends of the sixth heat exchange flow path 4012 are connected with the heat sink 400 respectively to form a fourth loop. The third driving module 402 is connected in series with the fourth loop.

[0119] For some commercial vehicle models, the motor 4000 generates a large amount of heat, and the heat dissipation surface of the heat sink 400 is small. In this case, the coolant flow of the heat sink 400 can be increased to increase the heat exchange amount. However, if the heat sink 400 is directly connected with the liquid cooling flow path 103, the increase of the flow of the heat sink 400 will increase the design requirements of the integrated module 100, and the flow distribution requirements of the multi-way water valve will also be higher. According to the embodiments of the present application, the third heat exchanger 401 is arranged. The heat sink 400 exchanges heat with the liquid cooling flow path 103 through the third heat exchanger 401. Therefore, the flow of the coolant in the heat sink 400 and the liquid cooling flow path 103 can be different, so that the design requirements of the integrated module 100 can be reduced, and the adaptability of the heat management system 1000 can be improved.

[0120] According to some embodiments of the present application, the heat management system 1000 includes a fourth heat exchanger 500 for adjusting the temperature of the passenger compartment. Reference can be made to Figure 1 The fourth heat exchanger 500 can include a passenger compartment evaporator 501 arranged in the passenger compartment. The passenger compartment evaporator 501 and the evaporator 1012 are connected in parallel at two ends of the compressor 1011. The passenger compartment evaporator 501 absorbs heat of the passenger compartment to cool the passenger compartment. Alternatively, the fourth heat exchanger 500 can include a heating core 502 for heating.

[0121] According to some embodiments of the present application, a plurality of integrated modules 100 are provided. The refrigerant loop 101 of at least one integrated module 100 has a second interface arranged on the base 10. The second interface is connected with the fourth heat exchanger 500.

[0122] That is, the thermal management system 1000 of the present application is also used to adjust the temperature of the passenger cabin, and the fourth heat exchanger 500 is connected to the integrated module 100, so that the fourth heat exchanger 500 can use the heat pump system of the integrated module 100 to realize refrigeration or heat exchange with the first heat exchange subsystem 200 and the second heat exchange subsystem 300, to take away the heat of the passenger cabin or to heat the passenger cabin, so as to reduce the energy consumption of the refrigeration and heating process and improve the endurance of the vehicle 2000.

[0123] It can be referred to Figures 8 to 12 As shown in the figure, the integrated module 100 is provided with two, and one of the second interfaces of the integrated module 100 is connected with the fourth heat exchanger 500.

[0124] In order to further reduce the development cost and reduce the number of types of integrated modules 100, the structures of the plurality of integrated modules 100 can be completely the same. In the embodiment in which the integrated module 100 is provided with a plurality of, for the second interface of the integrated module 100 which is not connected with the fourth heat exchanger 500 and is connected with the compressor 1011, the thermal management system 1000 can further include a fifth heat exchanger 800, the fifth heat exchanger 800 includes a seventh heat exchange circuit 801 and an eighth heat exchange circuit 802, two ends of the seventh heat exchange circuit 801 are respectively connected with two second interfaces provided on the base 10 to form a seventh loop, and two ends of the eighth heat exchange circuit 802 are respectively connected with the battery heat exchange circuit 201 to form an eighth loop, so as to realize heat exchange between the first heat exchange subsystem 200 and the refrigerant circuit 101, and to further enhance the cooling capacity of the thermal management system 1000 on the battery pack 3000. For the remaining second interfaces, a short circuit connection can be adopted, and they do not participate in the heat exchange process.

[0125] According to some embodiments of the present application, the first heat exchange subsystem 200 is connected with the first interfaces of the plurality of integrated modules 100 respectively to utilize the energy of the cooling liquid in the integrated module 100.

[0126] For example, it can be referred to Figures 8 to 12 that the plurality of integrated modules 100 are connected in series through the first interfaces, and then connected in series with the first heat exchange subsystem 200, so that the cooling liquids in the two integrated modules 100 both flow through the first heat exchange subsystem 200 to exchange heat with the battery pack 3000. Alternatively, the plurality of integrated modules 100 are respectively connected with the first heat exchange subsystem 200 through the first interfaces respectively and independently, to exchange heat with the battery pack 3000, which should all be within the protection scope of the present application.

[0127] By connecting the plurality of integrated modules 100 with the first heat exchange subsystem 200, the first heat exchange subsystem 200 can utilize the energy of the cooling liquid in the plurality of integrated modules 100, which can greatly increase the heating or cooling capacity of the thermal management system 1000 on the battery.

[0128] According to some embodiments of the present application, as shown in Figures 8 to 11 An adjusting member 600 for adjusting flow rate is arranged between each integrated module 100 and the first heat exchange subsystem 200. For example, the adjusting member 600 can be a flow resistance balancing baffle.

[0129] Due to the influence of flow path length, diameter difference or other factors, the flow rate of the flow paths where the integrated modules 100 are located can be uneven. By arranging the adjusting member 600 for adjusting flow rate, the flow rate of each integrated module 100 can be accurately controlled to ensure that each integrated module 100 can obtain the designed flow rate, and ensure that each part in the thermal management system 1000 works in the optimal state, reduces energy loss, and improves overall energy efficiency.

[0130] In some embodiments, a heating member 900 (for example, a PTC, Positive Temperature Coefficient, positive temperature coefficient thermistor) can also be directly arranged in the first heat exchange subsystem 200 to heat the cooling liquid, so that the first heat exchange subsystem 200 has stronger heating capacity.

[0131] According to some embodiments of the present application, as shown in Figure 8 、 Figure 11 and Figure 12 The thermal management system 1000 for a vehicle further includes a plurality of second heat exchange subsystems 300, each second heat exchange subsystem 300 includes a motor heat dissipation flow path 301 for heat dissipation of an electric motor 4000 and a second driving module 302 arranged in the motor heat dissipation flow path 301, and the plurality of second heat exchange subsystems 300 are connected with the first interfaces of different integrated modules 100 so that the second heat exchange subsystems 300 are configured to utilize the energy of the cooling liquid of the corresponding liquid cooling flow path 103.

[0132] For example, most large pure electric commercial vehicles, such as pure electric heavy trucks, adopt a front-rear dual electric drive scheme (i.e., two electric motors 4000 are arranged to achieve driving), and a plurality of second heat exchange subsystems 300 are arranged, for example, each second heat exchange subsystem 300 is responsible for heat dissipation of one electric motor 4000, which is beneficial to achieve better heat exchange effect of the electric motor 4000. The second driving module 302 is used to increase the flow rate of the battery heat dissipation flow path to obtain better heat dissipation effect.

[0133] In some embodiments, the thermal management system 1000 for a vehicle can also include only one second heat exchange subsystem 300 and a plurality of integrated modules 100, and the plurality of integrated modules 100 all have first interfaces for being connected with the second heat exchange subsystem 300, that is, the plurality of integrated modules 100 are connected in parallel and then connected to the second heat exchange subsystem 300 (for reference Figure 9As shown, the first heat exchanger 300 and the second heat exchanger 400 are connected to the same motor 4000 to provide heat dissipation or provide heat. More specifically, for the loop with a shorter flow path in the loop corresponding to the plurality of integrated modules 100, a flow resistance balancing baffle can be configured to balance the flow resistance of the motor 4000 to the integrated module 100.

[0134] According to some embodiments of the present application, the plurality of integrated modules 100 are the same, and the second interfaces of one integrated module 100 are connected to the fourth heat exchanger 500, and the second interfaces of the remaining integrated modules 100 are blocked by the blocking member.

[0135] Using the same integrated module 100, directly blocking the non-functional second interface is simple to operate, which is conducive to reducing the number of types of parts of the thermal management system 1000 and saving costs.

[0136] For details, refer to Figure 14 As shown, the present application further provides a vehicle 2000, which comprises the above-mentioned thermal management system 1000 for a vehicle, and the integrated module 100 is used to adjust the temperature of the passenger compartment.

[0137] The present application can reduce the energy consumption of the vehicle and increase the endurance of the vehicle by setting the thermal management system.

[0138] The vehicle 2000 in the present application can include a pure electric commercial vehicle, and can also include a hybrid electric commercial vehicle using electric power, an extended range commercial vehicle, and of course, the vehicle 2000 in the present application can also include a passenger vehicle. The commercial vehicle can include a truck, a bus, a special-purpose vehicle (such as a special operation vehicle, an engineering mechanical vehicle, and a commercial service vehicle), a tractor, and a pickup truck, etc.

[0139] According to some embodiments of the present application, as Figure 13 shown, Figure 13 The present application provides a power supply and control schematic diagram of the thermal management system for a vehicle. The vehicle 2000 further comprises a controller 701, a first DC-DC converter 702, a second DC-DC converter 703, a first power consumption module 704, and a second power consumption module 705, the first DC-DC converter 702 is configured to convert an input voltage into a 24V voltage, the second DC-DC converter 703 is configured to convert the 24V voltage into a 12V voltage, the first power consumption module 704 comprises a plurality of first power consumption components, the second power consumption module 705 comprises a plurality of second power consumption components, the plurality of first power consumption components comprises the switching valve 20, and the plurality of second power consumption components comprises the first driving module 202.

[0140] The controller 701 is electrically connected with the second DC-DC converter 703, the first DC-DC converter 702 is electrically connected with the second power consumption module 705 through the first relay 706, that is, the first DC-DC converter 702 converts the voltage into 24V and then supplies power to the second power consumption module 705, for example, the first driving module 202; the first DC-DC converter 702 is electrically connected with the second DC-DC converter 703, the second DC-DC converter 703 is electrically connected with the first power consumption module 704 through the second relay 707, and the second DC-DC converter 703 continues to convert the voltage converted by the first DC-DC converter 702 into 12V and then supplies power to the first power consumption module 704, for example, the switching valve 20.

[0141] The power supply voltage of the low-voltage power supply platform of the passenger car and the commercial vehicle is different, and the passenger car is usually 12V, and the commercial vehicle is usually 24V. Therefore, the low-voltage power supply voltage of the integrated module 100 is usually 12V, and the low-voltage power supply voltage of the first heat exchange subsystem 200 is usually 24V. Therefore, the vehicle 2000 of the embodiment of the application is provided with the first DC-DC converter 702 and the second DC-DC converter 703, so that the vehicle 2000 can meet the power supply demand of the integrated module 100 and complete the low-voltage power supply demand of the first heat exchange subsystem 200. Through the scheme of distinguishing the low-voltage power supply voltage of the module, it can be ensured that the 12V power supply parts are as few as possible, the converter power can be as small as possible, and the cost and the difficulty of DCDC converter selection are saved.

[0142] For the use on the commercial vehicle, the controller power distribution scheme and the sleep wake-up link can be used as follows. It can be referred to Figure 13 When the vehicle 2000 is powered on, the external wake-up source wakes up the corresponding controller (the OBC controller 708 (OBC, On-Board Charger (vehicle-mounted charger)) is woken up by the plug-in gun, the BDCS controller 709 is woken up by the Bluetooth), and then the vehicle control unit 710 (VCU, Vehicle Control Unit) is woken up, the battery management unit 711 (BMU, Battery Management Unit) is woken up in turn, the power distribution unit 712 (PDU, Power Distribution Unit) is woken up, the first DC-DC converter 702 is woken up at this time, and the vehicle 2000 has 24V low-voltage power supply, the second DC-DC converter 703 is woken up, and the second DC-DC converter 703 supplies 12V power to the controller 701 (TCU, Thermal Management Control Unit) of the thermal management system 1000.

[0143] The 12V power supply of the first power module 704 is completed by sequentially closing the second relay 707 through the vehicle control unit 710 (VCU, Vehicle Control Unit), and the power supply of the second power module 705 is completed by sequentially closing the first relay 706, so as to ensure that the controller 701 is woken up first, and the communication loss of the first power module 704 and the second power module 705 does not occur when the first power module 704 and the second power module 705 are powered on; when the controller 701 needs to sleep or delay sleep, the controller 701 first closes all the power consumers of the thermal management system 1000, and then sends a sleep or delay sleep request, the VCU sequentially disconnects the first DC-DC converter 702 and the second DC-DC converter 703, so as to ensure that the power consumers are powered off when there is communication, and the controller 701 is powered off last, so as to avoid the communication loss of the power consumers, and the power consumers can also be designed to have a more complex communication loss strategy.

[0144] In some embodiments, since the low-voltage components of the thermal management system 1000 of the embodiments of the present application have both 12V and 24V, and the controller 701 of the thermal management system 1000 has a 12V power supply voltage, the controller 701 of the thermal management system 1000 cannot output a 24V PWM signal without adding a voltage conversion function, so the thermal management system 1000 of the embodiments of the present application uses LIN communication (LIN (Local Interconnect Network) is a low-cost serial communication network) for control, without considering the voltage of the low-voltage components of the thermal management system 1000. In addition, the high-voltage components of the thermal management system 1000, such as the compressor 1011 and the heating element 900, are normally powered by high voltage, and the communication mode is selected as CAN communication (CAN (Controller Area Network) is a higher level communication protocol mode).

[0145] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "exemplary embodiment", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present application, the exemplary description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0146] Although the embodiments of the present application have been shown and described, those skilled in the art can understand that various changes, modifications, replacements and variations can be made to these embodiments without departing from the principles and purposes of the present application, and the scope of the present application is defined by the claims and their equivalents.

Claims

1. A thermal management system for a vehicle, characterized by, The application relates to a heat exchange system for a battery pack and a motor, comprising: at least one integrated module, each of which comprises a base and a switching valve, the base is provided with a refrigerant circuit for circulating refrigerant, the base is provided with a liquid cooling circuit and a plurality of liquid cooling flow paths, a plurality of valve ports of the switching valve are connected with the liquid cooling circuit and the plurality of liquid cooling flow paths respectively, the liquid cooling circuit is in heat exchange with the refrigerant circuit, and the switching valve is actuated to replace the liquid cooling flow path communicated with the liquid cooling circuit and / or to make different liquid cooling flow paths communicated; each of the liquid cooling flow paths is provided with a first interface arranged on the base; a first heat exchange subsystem, the first heat exchange subsystem comprises a battery heat exchange flow path for heat exchange with a battery pack, the battery heat exchange flow path is provided with a first driving module for driving the flow of cooling liquid, and the first heat exchange subsystem is connected with the first interface so that the first heat exchange subsystem is configured to couple the battery heat exchange flow path with the liquid cooling flow path to utilize the energy of the cooling liquid of the liquid cooling flow path.

2. The thermal management system for a vehicle of claim 1, wherein, The battery heat exchange flow path is connected with two of the first interfaces to form a first circuit, and the first circuit is connected in series with the first driving module.

3. The thermal management system for a vehicle of claim 1, wherein, The first heat exchange subsystem comprises a first heat exchanger, the first heat exchanger comprises a first heat exchange flow path and a second heat exchange flow path in heat exchange with each other, two ends of the first heat exchange flow path are connected with the first interface respectively, two ends of the second heat exchange flow path are connected with the battery heat exchange flow path respectively to form a second circuit, and the second circuit is connected in series with the first driving module.

4. The thermal management system for a vehicle of claim 1, wherein, The battery heat exchange flow path is a plurality of and is arranged in parallel, and the first driving module is configured to drive the flow of liquid to the plurality of battery heat exchange flow paths respectively.

5. The thermal management system for a vehicle of claim 4, wherein, The first driving module comprises a plurality of first water pumps, and each of the battery heat exchange flow paths is connected in series with the first water pump.

6. The thermal management system for a vehicle of claim 1, wherein, The application further comprises a second heat exchange subsystem, the second heat exchange subsystem comprises a motor heat dissipation flow path for heat dissipation of a motor and a second driving module arranged in the motor heat dissipation flow path, the second heat exchange subsystem is connected with the first interface so that the second heat exchange subsystem is configured to couple the motor heat dissipation flow path with the liquid cooling flow path to utilize the energy of the cooling liquid of the liquid cooling flow path.

7. The thermal management system for a vehicle of claim 6, wherein, The motor heat dissipation flow path is connected with two of the first interfaces to form a third circuit, and the third circuit is connected in series with the second driving module.

8. The thermal management system for a vehicle of claim 6, wherein, The second heat exchange subsystem comprises a second heat exchanger, the second heat exchanger comprises a third heat exchange flow path and a fourth heat exchange flow path in heat exchange with each other, two ends of the third heat exchange flow path are connected with the first interface respectively, two ends of the fourth heat exchange flow path are connected with the motor heat dissipation flow path respectively to form a fourth circuit, and the fourth circuit is connected in series with the second driving module.

9. The thermal management system for a vehicle of claim 1, wherein, The application further comprises a radiator, the radiator is connected with two of the first interfaces respectively; or The heat management system further comprises a radiator and a third heat exchanger, the third heat exchanger comprising a fifth heat exchange flow path and a sixth heat exchange flow path in heat exchange with each other, two ends of the fifth heat exchange flow path being connected with two first interfaces respectively, two ends of the sixth heat exchange flow path being connected with the radiator respectively to form a fourth loop, the fourth loop being connected with a third driving module in series.

10. The thermal management system for a vehicle according to any one of claims 1-9, characterized in that, The heat management system comprises a fourth heat exchanger for adjusting temperature of a passenger compartment. The integrated modules are multiple, the refrigerant loop of at least one of the integrated modules having a second interface provided on the base, the second interface being connected with the fourth heat exchanger.

11. The thermal management system for a vehicle of claim 10, wherein, The first heat exchange subsystem is connected with the first interfaces of the multiple integrated modules respectively to utilize energy of the cooling liquid in the integrated modules.

12. The thermal management system for a vehicle of claim 11, wherein, An adjusting member for adjusting flow rate is provided between each of the integrated modules and the first heat exchange subsystem.

13. The thermal management system for a vehicle of claim 10, wherein, Further comprising multiple second heat exchange subsystems, each of the second heat exchange subsystems comprising a motor heat dissipation flow path for heat dissipation of a motor and a second driving module provided on the motor heat dissipation flow path, The multiple second heat exchange subsystems are connected with the first interfaces of different integrated modules so that the second heat exchange subsystems are configured to utilize energy of the cooling liquid of the corresponding liquid cooling flow path.

14. The thermal management system for a vehicle of claim 10, wherein, The multiple integrated modules are identical, the second interface of one of the integrated modules being connected with the fourth heat exchanger, and the second interfaces of the remaining integrated modules being blocked by a blocking member.

15. A vehicle characterized by comprising: The heat management system for a vehicle according to any one of claims 1-14, the integrated modules being used for adjusting temperature of a passenger compartment.

16. The vehicle of claim 15, wherein, Further comprising a controller, a first DC-DC converter, a second DC-DC converter, a first power consumption module and a second power consumption module, the first DC-DC converter being configured to convert an input voltage into a 24V voltage, the second DC-DC converter being configured to convert the 24V voltage into a 12V voltage, the first power consumption module comprising multiple first power consumption members, the second power consumption module comprising multiple second power consumption members, the multiple first power consumption members comprising a switching valve, and the multiple second power consumption members comprising the first driving module; The controller is electrically connected with the second DC-DC converter, the first DC-DC converter is electrically connected with the second power consumption module through a first relay, the first DC-DC converter is electrically connected with the second DC-DC converter, and the second DC-DC converter is electrically connected with the first power consumption module through a second relay.

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