Automobile thermal management system and electric automobile

Abstract

This invention provides an automotive thermal management system and an electric vehicle, comprising: a vehicle controller, a front compartment drive transceiver unit, a passenger compartment drive transceiver unit, a solenoid valve group, a pump group, a first sensor group, a drive motor group, and a second sensor group. The vehicle controller is connected to both the front compartment drive transceiver unit and the passenger compartment drive transceiver unit. The front compartment drive transceiver unit collects front compartment operating condition signals and sends them to the vehicle controller, and controls at least one of the solenoid valve group, the pump group, and the first sensor group according to a first drive signal issued by the vehicle controller. The passenger compartment drive transceiver unit collects passenger compartment operating condition signals and sends them to the vehicle controller, and controls at least one of the drive motor group and the second sensor group according to a second drive signal issued by the vehicle controller. This invention achieves regionalized acquisition and drive control of thermal management functions, thereby reducing wiring harness complexity and cost, and improving system reliability and scalability.

Description

Technical Field

[0001] This utility model relates to the field of electric vehicle technology, and in particular to an automotive thermal management system and an electric vehicle. Background Technology

[0002] Currently, with the rapid development of electric vehicle technology, the importance of the vehicle's thermal management system is becoming increasingly prominent. In traditional electric vehicle thermal management systems, a separate thermal management controller is typically used for temperature acquisition, strategy processing, and drive execution. This separate controller was initially often integrated with the air conditioning panel or existed as a separate air conditioning control box.

[0003] However, with the development of electric vehicle platformization and integration, the architecture of the above-mentioned independent controller has gradually exposed the following problems: On the one hand, it is difficult to achieve deep integration and coordinated control between the thermal management system and other systems of the vehicle, such as the battery management system, power system, and intelligent driving system; on the other hand, the independent controller has high hardware costs and complex wiring harness layout, which leads to increased vehicle costs, insufficient control flexibility, and difficulty in subsequent fault diagnosis and system upgrades.

[0004] Therefore, there is a lack of existing technologies that can achieve efficient integration of thermal management functions with the vehicle system, while also being cost-effective, highly reliable, easy to maintain and upgrade. Summary of the Invention

[0005] In view of the problems existing in the prior art, this utility model provides an automotive thermal management system and an electric vehicle to solve or partially solve the technical problems of the prior art that are difficult to meet the requirements of vehicle integrated control, and have high cost and insufficient control flexibility.

[0006] In a first aspect, embodiments of this application provide an automotive thermal management system, including: a vehicle controller, a front compartment drive transceiver unit, a passenger compartment drive transceiver unit, a solenoid valve group, a pump group, a first sensor group, a drive motor group, and a second sensor group. The solenoid valve group, pump group, first sensor group, and front compartment drive transceiver unit are disposed in the front compartment area of ​​the vehicle, while the drive motor group, second sensor group, and passenger compartment drive transceiver unit are disposed in the passenger compartment area of ​​the vehicle. The vehicle controller is connected to both the front compartment drive transceiver unit and the passenger compartment drive transceiver unit. The front compartment drive transceiver unit is connected to the solenoid valve group, pump group, and first sensor group. The passenger compartment drive transceiver unit is connected to the drive motor group and the second sensor group. The front compartment drive transceiver unit is used to acquire front compartment operating condition signals from the solenoid valve group, pump group and first sensor group, and send the front compartment operating condition signals to the vehicle controller. The passenger compartment drive transceiver unit is used to acquire passenger compartment operating condition signals from the drive motor group and the second sensor group, and send the passenger compartment operating condition signals to the vehicle controller. The vehicle controller is used to send a first drive signal to the front compartment drive transceiver unit based on the front compartment operating condition signal, and to send a second drive signal to the passenger compartment drive transceiver unit based on the passenger compartment operating condition signal. The forward cabin drive transceiver unit is also used to send the first drive signal to at least one of the solenoid valve group, the pump group, and the first sensor group; The crew cabin drive transceiver unit is also used to control at least one of the drive motor group and the second sensor group with the second drive signal.

[0007] In one or more optional embodiments of this application, the solenoid valve group includes a multi-way valve, a heater three-way valve, and an intelligent driving unit three-way valve; the multi-way valve is disposed between the battery cooling circuit, the radiator, and the heat pump circuit; the heater three-way valve is disposed between the heater heat exchanger and the radiator; and the intelligent driving unit three-way valve is disposed between the intelligent driving control unit and the radiator. The front cabin drive transceiver unit is connected to the multi-way valve, the heater three-way valve, and the intelligent driving unit three-way valve, respectively.

[0008] In one or more optional embodiments of this application, the pump set includes a motor water pump, a battery water pump, and an intelligent driving water pump; the intelligent driving water pump is disposed in the cooling circuit of the intelligent driving control unit; The front cabin drive transceiver unit is connected to the motor water pump, the battery water pump, and the intelligent driving water pump, respectively.

[0009] In one or more optional embodiments of this application, the first sensor group includes a high-pressure refrigerant circuit temperature sensor, a low-pressure refrigerant circuit temperature sensor, and a heat pump outlet temperature sensor. The front compartment drive transceiver unit is connected to the high-pressure refrigerant circuit temperature sensor, the low-pressure refrigerant circuit temperature sensor, and the heat pump outlet temperature sensor, respectively.

[0010] In one or more optional embodiments of this application, a vehicle passenger compartment air conditioning unit is further included, wherein the passenger compartment drive transceiver unit is connected to the vehicle passenger compartment air conditioning unit.

[0011] In one or more optional embodiments of this application, the drive motor assembly includes a mode damper motor and a heating / cooling damper motor; the mode damper motor is disposed in the air supply duct of the air conditioning unit, and the heating / cooling damper motor is disposed in the mixing channel between the evaporator and the heating heat exchanger. The crew cabin drive transceiver unit is connected to the mode damper motor and the hot / cold damper motor, respectively.

[0012] In one or more optional embodiments of this application, the drive motor assembly includes a circulating damper motor and an air purification device motor; the circulating damper motor is disposed in the air intake channel of the air conditioning unit, and the air purification device motor is disposed in the air purification device of the air conditioning unit; The passenger compartment drive transceiver unit is connected to the circulating damper motor and the air purification device motor, respectively.

[0013] In one or some optional embodiments of this application, the second sensor group includes a duct temperature sensor, which is disposed in the air supply duct of the air conditioning unit. The crew cabin drive transceiver unit is connected to the air duct temperature sensor.

[0014] In one or more optional embodiments of this application, the second sensor group includes an air quality sensor, which is disposed in the passenger compartment; The crew cabin drive transceiver unit is connected to the air quality sensor.

[0015] Secondly, embodiments of this application provide an electric vehicle, including the vehicle thermal management system described in the first aspect above.

[0016] The beneficial effects of the above-mentioned technical solutions provided in the embodiments of this application include at least the following: This application provides an automotive thermal management system, including a vehicle controller, a front compartment drive transceiver unit, and a passenger compartment drive transceiver unit. By setting up front compartment drive transceivers and passenger compartment drive transceivers in the front compartment and passenger compartment areas respectively, and establishing connections between the vehicle controller and these units, the system enables regionalized data acquisition and drive control of actuators and sensors in each area. This reduces hard-wired connections between actuators and the vehicle controller, lowers the number of wiring harnesses and wiring complexity, and effectively saves hardware costs and installation space. Simultaneously, the vehicle controller centrally processes the thermal management logic and then sends drive signals to the front compartment and passenger compartment drive transceivers via bus communication. This improves the centralization and scalability of the thermal management strategy and avoids interface redundancy and maintenance difficulties caused by the vehicle controller directly controlling all actuators. It can combine modular, distributed and centralized control of the thermal management system, and achieve coordinated control between the thermal management system and other systems in the vehicle. This not only improves the reliability and maintainability of the vehicle system, but also facilitates subsequent functional upgrades and iterations, and achieves the overall goal of cost reduction, efficiency improvement and thermal management performance optimization.

[0017] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings: Figure 1 A schematic diagram of the overall structure of the automotive thermal management system provided in this embodiment of the utility model; Figure 2 A schematic diagram of the solenoid valve assembly provided for an embodiment of this utility model; Figure 3 A schematic diagram of the pump unit provided for an embodiment of this utility model; Figure 4 A schematic diagram of the first sensor group provided in an embodiment of this utility model; Figure 5 A schematic diagram of the drive motor assembly provided in an embodiment of this utility model; Figure 6 A schematic diagram of the second sensor group provided in an embodiment of this utility model. Detailed Implementation

[0019] The specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit the scope of the present invention.

[0020] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0021] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0022] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of indicated technical features. Therefore, features defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0023] Figure 1 A functional block diagram of an automotive thermal management system in one embodiment is shown, such as... Figure 1 As shown, the automotive thermal management system may include: a vehicle controller 10, a front compartment drive transceiver unit 20, and a passenger compartment drive transceiver unit 30.

[0024] The vehicle comprises a solenoid valve assembly 21, a pump assembly 22, a first sensor assembly 23, a drive motor assembly 31, and a second sensor assembly 32. The solenoid valve assembly 21, pump assembly 22, first sensor assembly 23, and front compartment drive transceiver unit 20 are located in the front compartment area of ​​the vehicle. The drive motor assembly 31, second sensor assembly 32, and passenger compartment drive transceiver unit 30 are located in the passenger compartment area of ​​the vehicle. The vehicle controller 10 is connected to both the front compartment drive transceiver unit 20 and the passenger compartment drive transceiver unit 30. The front compartment drive transceiver unit 20 is connected to the solenoid valve assembly 21, pump assembly 22, and first sensor assembly 23. The passenger compartment drive transceiver unit 30 is connected to the drive motor assembly 31 and the second sensor assembly 32. The front compartment drive transceiver unit 20 is used to acquire front compartment operating condition signals from the solenoid valve group 21, the pump group 22 and the first sensor group 23, and send the front compartment operating condition signals to the vehicle controller 10. The passenger compartment drive transceiver unit 30 is used to acquire passenger compartment operating condition signals from the drive motor group 31 and the second sensor group 32, and send the passenger compartment operating condition signals to the vehicle controller 10. The vehicle controller 10 is used to send a first drive signal to the front cabin drive transceiver unit 20 according to the front cabin operating condition signal, and to send a second drive signal to the passenger cabin drive transceiver unit 30 according to the passenger cabin operating condition signal. The forward cabin drive transceiver unit 20 is also used to send the first drive signal to at least one of the solenoid valve group 21, the pump group 22 and the first sensor group 23; The crew cabin drive transceiver unit 30 is also used to control at least one of the drive motor group 31 and the second sensor group 32 with the second drive signal.

[0025] This invention establishes a front-cabin drive transceiver unit 20 and a passenger-cabin drive transceiver unit 30 in the front compartment and passenger-cabin areas respectively, and connects the vehicle controller 10 to both units. This allows the front-cabin drive transceiver unit 20 and the passenger-cabin drive transceiver unit 30 to thermal management-related components, enabling regionalized data acquisition and drive control of actuators and sensors in each area. This reduces hard-wired connections between actuators and the vehicle controller, lowers the number of wiring harnesses and wiring complexity, and effectively saves hardware costs and installation space. Simultaneously, the vehicle controller centrally processes thermal management logic and then sends drive signals to the front-cabin and passenger-cabin drive transceiver units via bus communication. This improves the centralization and scalability of the thermal management strategy while avoiding interface redundancy and maintenance difficulties caused by the vehicle controller directly controlling all actuators. It can combine modular, distributed and centralized control of the thermal management system, and achieve coordinated control between the thermal management system and other systems in the vehicle. This not only improves the reliability and maintainability of the vehicle system, but also facilitates subsequent functional upgrades and iterations, and achieves the overall goal of cost reduction, efficiency improvement and thermal management performance optimization.

[0026] In this utility model, the vehicle controller 10 serves as the logical core and decision-making unit of the automotive thermal management system. It is installed in the vehicle central data unit or the vehicle's electronic and electrical architecture and is responsible for communicating and coordinating with the front compartment drive transceiver unit 20, the passenger compartment drive transceiver unit 30, and other control units, such as the battery management unit (BMS), power control unit, vehicle gateway unit, and intelligent driving control unit.

[0027] The vehicle controller 10 includes, but is not limited to: processor units (Central Processing Unit (CPU) / Microcontroller Unit (MCU)), communication interface modules (Controller Area Network (CAN) / Local Interconnect Network (LIN) transceiver and gateway modules), real-time operating system and task scheduling module, thermal management strategy module, diagnostic and fault management module, data logging and remote upgrade module, etc.

[0028] The vehicle controller 10 establishes connections with the front compartment drive transceiver unit 20 and the passenger compartment drive transceiver unit 30 via the automotive bus network. A CAN bus can be used as the main communication channel, and a LIN bus can be used for low-speed nodes or specific slave devices when necessary. This connection method differs from existing technologies where actuators and sensors are often directly connected to the thermal management controller via hard wires. This invention uses a CAN bus or LIN bus for communication between the vehicle controller 10 and the front compartment drive transceiver unit 20 and the passenger compartment drive transceiver unit 30. Bus communication significantly reduces the number of hard wires and connectors, lowers wiring harness costs and complexity, and reduces overall vehicle weight. Simultaneously, bus transmission is a digital communication method, enabling information sharing and status feedback among multiple nodes, improving communication stability and anti-interference capabilities. The bus-based topology facilitates functional expansion and system upgrades, and allows for subsequent optimization of thermal management strategies through software iterations.

[0029] This invention employs a hybrid mechanism of periodic heartbeat and event reporting: the vehicle controller 10 broadcasts current thermal management commands and adjustment targets at fixed intervals (e.g., 10-100 ms), while the front compartment drive transceiver unit 20 and the passenger compartment drive transceiver unit 30 send front compartment operating condition signals and passenger compartment operating condition signals to the vehicle controller 10 periodically or via events. These operating condition signals include information such as sensor sampling and actuator status. When the vehicle controller 10 receives a front compartment operating condition signal, it determines the first drive information corresponding to the signal based on several control strategies in its thermal management strategy module and sends the first drive signal to the front compartment drive transceiver unit 20.

[0030] Similarly, when the vehicle controller 10 receives the passenger compartment operating condition signal, it determines the second drive information corresponding to the passenger compartment operating condition signal according to several control strategies in the thermal management strategy module of the vehicle controller 10, and sends the second drive signal to the passenger compartment drive transceiver unit 30.

[0031] The vehicle controller 10 includes a thermal management strategy module that incorporates several control strategies, such as a battery-priority cooling / heating strategy, a vehicle energy consumption optimization strategy, a passenger compartment comfort-priority strategy, and an intelligent driving condition-priority strategy. The vehicle controller 10 can also calculate actuator targets, such as pump speed, valve position, and damper position, based on priority rules under different driving modes and ambient temperature conditions, and send drive signals to the corresponding front compartment drive transceiver unit 20 or passenger compartment drive transceiver unit 30 to drive the corresponding units to complete the drive signal.

[0032] Meanwhile, since this utility model integrates the thermal management strategy module into the vehicle controller 10, the vehicle controller can realize cross-domain message interaction with the battery management system (BMS), drive motor controller and intelligent driving module to obtain information such as battery state of charge (SOC) / temperature, vehicle operating conditions, driving mode, etc., so as to make more intelligent global thermal management decisions.

[0033] The aforementioned front compartment drive transceiver unit 20, as the core execution and data acquisition module of the automotive thermal management system, is deployed in the front compartment area of ​​the vehicle. It is connected to the solenoid valve group 21, the pump group 22, and the first sensor group 23, respectively, and is used to centrally manage the drive and signal transmission / reception functions of the solenoid valve group 21, the pump group 22, and the first sensor group 23. The front compartment drive transceiver unit 20 is connected to the vehicle controller 10, receiving drive signals from the vehicle controller 10 to drive the corresponding devices to perform operations. Simultaneously, it collects front compartment operating condition signals in real time and sends them to the vehicle controller 10. These front compartment operating condition signals consist of various sensor data from the front compartment area of ​​the vehicle.

[0034] Reference Figure 2 The solenoid valve assembly 21 includes a multi-way valve 211, a heater three-way valve 212, and a smart driving unit three-way valve 213. The front compartment drive transceiver unit 20 drives the opening and closing of various solenoid valves and adjusts their opening degree according to the drive signal sent by the vehicle controller 10, thereby flexibly switching the flow path of coolant or refrigerant.

[0035] The multi-way valve 211 is located between the battery cooling circuit, radiator, and heat pump circuit, and is used to control the flow direction or distribution of coolant between the various branches according to the vehicle's thermal management strategy. During communication, the vehicle controller 10 sends the required cooling mode as a digital message to the front compartment drive transceiver unit 20, which then interprets it as a drive signal and sends it to the multi-way valve 211, causing the valve core to switch to the corresponding path. For example, when the vehicle is traveling at high speed and the battery temperature rises, the multi-way valve 211 can be instructed to switch to the battery cooling circuit to ensure battery safety.

[0036] A three-way heater valve 212 is located between the heater core and the radiator to control the flow of coolant between them. The front cabin drive transceiver unit 20 adjusts the opening of the three-way heater valve 212 based on drive signals from the vehicle controller 10, allowing some coolant to flow into the heater core for vehicle heating. For example, in low-temperature winter conditions, the vehicle controller 10 issues a "heating priority" command based on passenger compartment heating needs. The front cabin drive transceiver unit 20 controls the three-way heater valve 212 to divert high-temperature coolant to the heater core, while simultaneously feeding back valve position and actual temperature data to ensure controllable heating performance.

[0037] The intelligent driving unit three-way valve 213 is located between the intelligent driving control unit and the radiator, and is used to control the flow direction or distribution of coolant between the intelligent driving control unit and the radiator. When the front compartment drive transceiver unit 20 receives the "intelligent driving unit cooling priority" command, it switches the valve of the intelligent driving unit three-way valve 213 to the intelligent driving circuit, causing the coolant flow to change from the radiator side to the intelligent driving control unit side, ensuring that the intelligent driving chip and controller maintain a suitable temperature during high-load operation. For example, when the vehicle enters autonomous driving mode, the vehicle controller 10 automatically sends a drive signal, and the front compartment drive transceiver unit 20 drives the valve of the intelligent driving unit three-way valve 213 to switch to the intelligent driving circuit, and reports the valve position and flow status in real time to ensure the stable operation of the intelligent driving system.

[0038] Reference Figure 3 The pump unit 22 includes an electric motor water pump 221, a battery water pump 222, and an intelligent driving water pump 223. The front cabin drive transceiver unit 20 can start, stop, and control the speed of each water pump to meet the cooling requirements under different operating conditions.

[0039] The motor water pump 221 is located in the motor's cooling circuit and is used for motor coolant circulation. The motor cooling requirements issued by the vehicle controller 10 are transmitted to the front-side drive transceiver unit 20 via the vehicle bus network. The front-side drive transceiver unit 20 drives the motor water pump 221 to adjust the flow rate using pulse width modulation (PWM). For example, when the motor temperature exceeds a threshold, the vehicle controller 10 issues a first drive signal to set the water pump speed to 80%, and the front-side drive transceiver unit 20 executes and feeds back the actual speed.

[0040] The battery water pump 222 is installed in the cooling circuit of the power battery for the circulation of coolant. When the front compartment drive transceiver unit 20 receives a "battery cooling priority" command, it immediately drives the battery water pump 222 to increase the flow rate to accelerate coolant flow. For example, when the BMS detects that the battery temperature exceeds 45°C, the vehicle controller 10 sends a first drive signal, and the front compartment drive transceiver unit 20 drives the battery water pump 222 to run at 100% speed and returns status parameters such as operating current and speed.

[0041] The intelligent driving water pump 223 is installed in the cooling circuit of the intelligent driving control unit for the circulation of coolant in the intelligent driving unit. When the front compartment drive transceiver unit 20 receives the intelligent driving system activation signal, it will drive the intelligent driving water pump 223 to start operation. For example, in autonomous driving mode, the vehicle controller 10 sends a first drive signal of "intelligent driving cooling activated", and the front compartment drive transceiver unit 20 drives the intelligent driving water pump 223 to run and uploads pump speed, flow rate and power consumption data in real time to ensure that the cooling circuit is in normal condition.

[0042] Reference Figure 4 The first sensor group 23 includes a high-pressure refrigerant circuit temperature sensor 231, a low-pressure refrigerant circuit temperature sensor 232, and a heat pump outlet temperature sensor 233. The front compartment drive transceiver unit 20 collects temperature data from each sensor in real time and performs preliminary data processing to obtain front compartment operating condition signals, ensuring data stability and accuracy. The collected temperature information comprehensively reflects the operating status of the thermal management system in the front compartment area, providing a reliable basis for the vehicle controller 10's strategy judgment and scheduling.

[0043] The high-pressure refrigerant circuit temperature sensor 231 is used to collect the temperature of the high-pressure refrigerant circuit. The data is collected by the front compartment drive transceiver unit 20 and then uploaded to the vehicle controller 10 for use in determining the heat pump efficiency and cooling strategy.

[0044] The low-pressure refrigerant circuit temperature sensor 232 is used to collect the temperature of the low-pressure refrigerant circuit. After the data is collected by the front compartment drive transceiver unit 20, it is uploaded to the vehicle controller 10. The vehicle controller 10 determines whether the compressor and condenser are operating normally based on the temperature difference between the high-pressure side and the low-pressure side temperature.

[0045] The heat pump outlet temperature sensor 233 is used to collect the heat pump outlet temperature. The data is collected by the front compartment drive transceiver unit 20 and uploaded to the vehicle controller 10. When the vehicle controller 10 detects an abnormal temperature, it will adjust the valves and pump speed. For example, when the heat pump outlet temperature exceeds a set threshold, the front compartment drive transceiver unit 20 collects the front compartment operating condition signal and immediately reports it via the CAN bus. Upon receiving this signal, the vehicle controller 10 sends a first drive signal, instructing the battery water pump 222 to increase its flow rate and drive the multi-way valve 211 to switch to high-efficiency cooling mode.

[0046] Through the above design, the front compartment drive transceiver unit 20 realizes centralized management of the solenoid valve group 21, the pump group 22 and the first sensor group 23, which simplifies the wiring harness layout in the front compartment area of ​​the vehicle and improves the response efficiency of execution and data acquisition, providing support for the efficient operation of the vehicle thermal management system.

[0047] The aforementioned passenger compartment drive transceiver unit 30, serving as the execution and sensing module of the vehicle's thermal management system in the passenger compartment area, is located near the air conditioning unit and connected to the drive motor assembly 31 and the second sensor assembly 32. It centrally manages the operating status of the drive motor assembly 31 and the second sensor assembly 32 and is connected to the vehicle controller 10. Upon receiving the second drive signal from the vehicle controller 10, the passenger compartment drive transceiver unit 30 can drive the corresponding motor to perform functions such as airflow adjustment and air purification. Simultaneously, it collects real-time sensor data within the compartment, integrates it into passenger compartment operating condition signals, and sends them to the vehicle controller 10 to support the dynamic scheduling of the thermal management strategy.

[0048] Reference Figure 5 The drive motor assembly 31 includes a mode damper motor 311, a heating / cooling damper motor 312, a circulation damper motor 313, and an air purification device motor 314. The passenger compartment drive transceiver unit 30 drives the various motors according to the second drive signal sent by the vehicle controller 10, thereby flexibly adjusting the airflow direction, temperature distribution, and air quality.

[0049] The mode damper motor 311 is installed in the air supply duct of the air conditioning unit and is used to control the airflow mode. When the passenger compartment drive transceiver unit 30 receives the second drive signal from the vehicle controller 10, it drives the mode damper motor 311 to rotate to the designated position to switch the air supply mode. For example, when the vehicle is in defogging mode, the vehicle controller 10 issues a "windshield defogging" command, the passenger compartment drive transceiver unit 30 drives the mode damper motor 311 to direct the airflow to the windshield vents, and feeds back the damper angle to the vehicle controller 10.

[0050] The hot and cold air damper motor 312 is located in the mixing channel between the evaporator and the heater core, and is used to adjust the mixing ratio of hot and cold air. When the passenger compartment drive transceiver unit 30 receives a second drive signal from the vehicle controller 10 indicating "cabin heating" or "cabin cooling," it adjusts the opening degree of the hot and cold air damper motor 312 to change the mixing ratio of cold and hot air. For example, when the user sets the temperature to 24°C, the vehicle controller 10 issues a specific opening command through the air conditioning strategy, and the passenger compartment drive transceiver unit 30 drives the hot and cold air damper motor 312 to the corresponding position to ensure that the interior temperature meets the set requirements.

[0051] The circulating damper motor 313 is installed in the air intake channel of the air conditioning unit, connecting the external air intake and the internal air intake, and is used to switch between the internal and external air circulation modes. When the air quality is poor, the vehicle controller 10 sends a second drive signal indicating "internal circulation priority", and the passenger compartment drive transceiver unit 30 drives the circulating damper motor 313 to close the external air intake and maintain the internal air circulation. When the external air quality is good and ventilation is required, it switches to external circulation mode and opens the external air intake.

[0052] An air purification motor 314 is installed in the air purification device of the air conditioning unit and is used to drive the air purification module. When the passenger compartment drive transceiver unit 30 receives a second drive signal indicating that air purification is activated, it starts the air purification motor 314 to ensure the air quality inside the cabin. For example, when the air quality sensor detects that the particulate matter concentration is too high, the vehicle controller 10 issues an "air purification on" command, the passenger compartment drive transceiver unit 30 drives the air purification motor 314 to run, and uploads the operating status to the vehicle controller 10.

[0053] Reference Figure 6 The second sensor group 32 includes a duct temperature sensor 321 and an air quality sensor 322. The passenger compartment drive transceiver unit 30 collects the data from the above sensors in real time, integrates them into passenger compartment operating condition signals, and transmits them to the vehicle controller 10 via bus to provide real-time basis for the in-vehicle climate control strategy.

[0054] The air duct temperature sensor 321 is installed in the air supply duct to collect the air temperature in the duct. After data collection, it is transmitted to the vehicle controller 10, which determines whether the opening of the heating / cooling damper has reached the preset target value. For example, when the detected temperature deviates from the set value, the vehicle controller 10 will send a second drive signal indicating correction to the passenger compartment drive transceiver unit 30, which will further drive the heating / cooling damper motor 312 to adjust the opening.

[0055] An air quality sensor 322 is installed in the passenger compartment to collect the concentration of particulate matter or harmful gases in the cabin air. After the data is uploaded, the vehicle controller 10 determines whether to activate the air purification device motor 314 or switch to recirculation mode based on the air quality conditions. For example, when the external PM10 concentration is detected to be too high, the vehicle controller 10 sends a second drive signal representing recirculation + air purification, which is executed by the passenger compartment drive transceiver unit 30, which then feeds back the execution result.

[0056] In this embodiment of the application, the passenger compartment drive transceiver unit 30 further includes: the passenger compartment drive transceiver unit 30 is arranged near the air conditioning unit and connected to the vehicle passenger compartment air conditioning unit, and is used to receive the second drive signal sent by the vehicle controller 10 to indicate the adjustment of the air conditioning, thereby realizing functions such as air supply mode switching, hot and cold air ratio adjustment, internal and external circulation switching and air purification.

[0057] In this embodiment, the system further includes a compact integrated design for the front cabin drive transceiver unit 20. This design encapsulates the solenoid valve group 21, pump group 22, and first sensor group 23 in the same functional module, forming a unified drive and signal transceiver interface. This design reduces wiring redundancy caused by the dispersed arrangement of components, shortens signal and power transmission paths, effectively reduces the space occupied and wiring complexity of the front cabin layout, and improves modular assembly efficiency.

[0058] The passenger compartment drive transceiver unit 30 is integrated with the air conditioning unit as an independent module, centrally managing the in-cabin drive motor assembly 31 and the second sensor assembly 32. It connects to the vehicle controller 10 via a standardized interface, achieving functional partitioning and decoupling from the front compartment drive transceiver unit 20. This allows the passenger compartment to maintain its integrity while flexibly adapting to the air conditioning systems of different vehicle models. This independent design facilitates vehicle system upgrades and expansions, as well as future fault diagnosis and module replacement.

[0059] Furthermore, in terms of operation and maintenance, the communication between the various modules of this system is real-time and stable, ensuring the response speed and control accuracy of the thermal management strategy module under different operating scenarios. When the thermal management strategy module malfunctions, technicians can directly inspect and troubleshoot the integrated module, quickly locating the problem and shortening repair time. At the same time, due to the modular design, subsequent system upgrades or functional expansions can be easily achieved by replacing or upgrading unit modules, improving the maintainability and scalability of the entire vehicle.

[0060] In summary, this utility model, through its innovative electronic control architecture of centralized logic and modular execution, balances system cost, reliability, flexibility, and maintainability, and can well adapt to the current trend of electric vehicle thermal management towards integration and intelligence.

[0061] Based on the same concept, this application provides an electric vehicle including the high-voltage architecture system described above. The structure of the vehicle's thermal management system can be referred to in the above embodiments, and will not be repeated here. It is understood that because the electric vehicle of this application adopts the technical solution of the above-described vehicle thermal management system, the electric vehicle has all the aforementioned beneficial effects.

[0062] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the present invention.

[0063] The above description is merely a preferred embodiment of the present utility model and is not intended to limit the scope of protection of the present utility model. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present utility model should be included within the scope of protection of the present utility model.

Claims

1. An automotive thermal management system, characterized in that, include: The system includes a vehicle controller, a front compartment drive transceiver unit, a passenger compartment drive transceiver unit, a solenoid valve group, a pump group, a first sensor group, a drive motor group, and a second sensor group. The solenoid valve group, pump group, first sensor group, and front compartment drive transceiver unit are located in the front compartment area of ​​the vehicle, while the drive motor group, second sensor group, and passenger compartment drive transceiver unit are located in the passenger compartment area. The vehicle controller is connected to both the front compartment drive transceiver unit and the passenger compartment drive transceiver unit. The front compartment drive transceiver unit is connected to the solenoid valve group, pump group, and first sensor group. The crew cabin drive transceiver unit is connected to the drive motor assembly and the second sensor assembly, respectively; wherein... The front compartment drive transceiver unit is used to acquire front compartment operating condition signals from the solenoid valve group, pump group and first sensor group, and send the front compartment operating condition signals to the vehicle controller. The passenger compartment drive transceiver unit is used to acquire passenger compartment operating condition signals from the drive motor group and the second sensor group, and send the passenger compartment operating condition signals to the vehicle controller. The vehicle controller is used to send a first drive signal to the front compartment drive transceiver unit based on the front compartment operating condition signal, and to send a second drive signal to the passenger compartment drive transceiver unit based on the passenger compartment operating condition signal. The forward cabin drive transceiver unit is also used to send the first drive signal to at least one of the solenoid valve group, the pump group, and the first sensor group; The crew cabin drive transceiver unit is also used to control at least one of the drive motor group and the second sensor group with the second drive signal.

2. The automotive thermal management system according to claim 1, characterized in that, The solenoid valve group includes a multi-way valve, a heater three-way valve, and an intelligent driving unit three-way valve; the multi-way valve is located between the battery cooling circuit, the radiator, and the heat pump circuit; the heater three-way valve is located between the heater heat exchanger and the radiator; and the intelligent driving unit three-way valve is located between the intelligent driving control unit and the radiator. The front cabin drive transceiver unit is connected to the multi-way valve, the heater three-way valve, and the intelligent driving unit three-way valve, respectively.

3. The automotive thermal management system according to claim 1, characterized in that, The pump set includes a motor water pump, a battery water pump, and an intelligent driving water pump; the intelligent driving water pump is installed in the cooling circuit of the intelligent driving control unit; The front cabin drive transceiver unit is connected to the motor water pump, the battery water pump, and the intelligent driving water pump, respectively.

4. The automotive thermal management system according to claim 1, characterized in that, The first sensor group includes a high-pressure refrigerant circuit temperature sensor, a low-pressure refrigerant circuit temperature sensor, and a heat pump outlet temperature sensor; The front compartment drive transceiver unit is connected to the high-pressure refrigerant circuit temperature sensor, the low-pressure refrigerant circuit temperature sensor, and the heat pump outlet temperature sensor, respectively.

5. The automotive thermal management system according to claim 1, characterized in that, It also includes a vehicle passenger compartment air conditioning unit, and the passenger compartment drive transceiver unit is connected to the vehicle passenger compartment air conditioning unit.

6. The automotive thermal management system according to claim 1, characterized in that, The drive motor assembly includes a mode damper motor and a hot / cold damper motor; the mode damper motor is installed in the air supply duct of the air conditioning unit, and the hot / cold damper motor is installed in the mixing channel between the evaporator and the heating heat exchanger. The crew cabin drive transceiver unit is connected to the mode damper motor and the hot / cold damper motor, respectively.

7. The automotive thermal management system according to claim 1, characterized in that, The drive motor assembly includes a circulating damper motor and an air purification device motor; the circulating damper motor is installed in the air intake channel of the air conditioning unit, and the air purification device motor is installed in the air purification device of the air conditioning unit; The passenger compartment drive transceiver unit is connected to the circulating damper motor and the air purification device motor, respectively.

8. The automotive thermal management system according to claim 1, characterized in that, The second sensor group includes a duct temperature sensor, which is installed in the air supply duct of the air conditioning unit; The crew cabin drive transceiver unit is connected to the air duct temperature sensor.

9. The automotive thermal management system according to claim 1, characterized in that, The second sensor group includes an air quality sensor, which is located inside the passenger compartment; The crew cabin drive transceiver unit is connected to the air quality sensor.

10. An electric vehicle, characterized in that, The vehicle thermal management system includes any one of claims 1 to 9.

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