WO2023208033A1 - 热管理部件、系统和车辆 - Google Patents

热管理部件、系统和车辆 Download PDF

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Publication number
WO2023208033A1
WO2023208033A1 PCT/CN2023/090818 CN2023090818W WO2023208033A1 WO 2023208033 A1 WO2023208033 A1 WO 2023208033A1 CN 2023090818 W CN2023090818 W CN 2023090818W WO 2023208033 A1 WO2023208033 A1 WO 2023208033A1
Authority
WO
WIPO (PCT)
Prior art keywords
substrate
thermal management
interface
refrigerant
sub
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2023/090818
Other languages
English (en)
French (fr)
Inventor
王雷
翁健
朱晓勇
张万山
邵嘉怡
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Huawei Technologies Co Ltd
Original Assignee
Huawei Technologies Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Huawei Technologies Co Ltd filed Critical Huawei Technologies Co Ltd
Priority to CN202380034534.3A priority Critical patent/CN119053823A/zh
Priority to EP23795465.6A priority patent/EP4495496A4/en
Publication of WO2023208033A1 publication Critical patent/WO2023208033A1/zh
Priority to US18/930,784 priority patent/US20250050727A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00007—Combined heating, ventilating, or cooling devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00292—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for steering wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00321—Heat exchangers for air-conditioning devices
    • B60H1/00342—Heat exchangers for air-conditioning devices of the liquid-liquid type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00421—Driving arrangements for parts of a vehicle air-conditioning
    • B60H1/00428—Driving arrangements for parts of a vehicle air-conditioning electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00485—Valves for air-conditioning devices, e.g. thermostatic valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/02—Heating, cooling or ventilating devices the heat being derived from the propulsion plant
    • B60H1/04—Heating, cooling or ventilating devices the heat being derived from the propulsion plant from cooling liquid of the plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/02—Heating, cooling or ventilating devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating devices the heat being derived from the propulsion plant other than from cooling liquid of the plant
    • B60H1/143—Heating, cooling or ventilating devices the heat being derived from the propulsion plant other than from cooling liquid of the plant the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • H01M10/6568—Liquids characterised by flow circuits, e.g. loops, located externally to the cells or cell casings
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries

Definitions

  • the present application relates to the field of thermal management technology, and specifically to a thermal management component, system and vehicle.
  • the vehicle thermal management of electric vehicles is extremely complex.
  • HVAC heating, ventilation and air conditioning
  • the thermal management system requires a large number of water pumps and water valves for water circuit driving and switching.
  • thermal management and heat energy recovery design are required for the passenger compartment, electric drive system and battery circuit. If a traditional scattered component arrangement is adopted, the driving components of the thermal management center are mainly located in the front cabin, which takes up a large space, has too many pipeline parts, causes low production and assembly efficiency, and makes quality control difficult, which greatly affects production and assembly efficiency and production quality hazards.
  • thermal management components, systems and vehicles that can achieve comprehensive thermal management of the passenger compartment, electric drive system and battery circuit, reduce the space occupied by the thermal management system, and improve assembly efficiency.
  • the thermal management component can simplify the complexity of water pipe layout design and avoid the waste of waste heat of redundant pipelines by integrating coolant flow channels onto a substrate to replace water pipes. , and can reduce the space occupied by the thermal management system, thereby improving the assembly efficiency of the thermal management system and the vehicle.
  • a thermal management component in a first aspect, includes: a first substrate and a second substrate; wherein, the first substrate is provided with at least 7 interfaces, and the first substrate is provided with at least 7 flows. channels, the at least 7 flow channels are connected with the at least 7 interfaces, and the first substrate is provided with a control valve, the control valve is used to control one of the at least 7 interfaces by controlling the communication between the at least 7 flow channels.
  • the second substrate is provided on the first side of the first substrate, the second substrate is provided with a through hole corresponding to the interface provided on the first side of the first substrate, and the third substrate of the first substrate is The interfaces provided on one side pass through the corresponding through holes.
  • the specific arrangement of the at least seven interfaces includes but is not limited to: seven interfaces are provided on the first side of the first substrate, and no interface is provided on the second side of the first substrate; or, the first There is no interface provided on the first side of the first substrate, and seven interfaces are provided on the second side of the first substrate; or, n interfaces are provided on the first side of the first substrate, and (7-n) interfaces are provided on the second side of the first substrate. , where n is a positive integer greater than or equal to 1.
  • the first substrate is provided with more than seven interfaces in total, they can still be arranged according to the above allocation method.
  • control valve may be a multi-way valve, including but not limited to a four-way valve, a five-way valve, a six-way valve, a seven-way valve, an eight-way valve, and a nine-way valve.
  • the thermal management component is provided with one or more control valves, and the one or more control valves may be dispersedly arranged on the first side or the second side of the first substrate. It should be understood that the second side of the first substrate is the side facing away from the second substrate.
  • the complexity of the water pipe layout design in the thermal management scenario can be simplified; moreover, the space occupied by the thermal management components can be reduced, which helps to improve the front of the vehicle. Cabin volume utilization.
  • the centralized arrangement of coolant flow channels can also prevent the waste of waste heat in the thermal management loop caused by too long water pipes, helping to improve the heat energy recovery rate.
  • the utilization rate of the board exchange and heat dissipation space can be improved, and the space occupied by the thermal management system can be effectively reduced.
  • control valves By arranging one or more control valves on the first substrate, the control valves can control the direction of the coolant in the flow channel of the thermal management component, thereby achieving control of flexible switching of multiple thermal management modes in the thermal management system.
  • the thermal management component supports motor waste heat recovery, compressor waste heat recovery, etc., which helps to achieve flexible control of the battery thermal management loop, passenger cabin thermal management loop and electric drive thermal management loop to achieve multiple thermal management modes.
  • the at least 7 interfaces include first to seventh interfaces, wherein the first interface and the second interface are used to connect with the passenger cabin thermal management circuit , the third interface and the fourth interface are used to connect to the battery thermal management circuit, the fifth interface and the sixth interface are used to connect to the thermal management circuit of the electric drive system, the seventh interface is used to connect to the rehydration container, the The fluid replenishing container is used to refill or compensate for coolant in the thermal management system, which includes the passenger compartment thermal management circuit, the battery thermal management circuit and the electric drive thermal management circuit.
  • the passenger compartment thermal management loop includes but is not limited to compressor, condenser, battery cooler, or may also include PTC and plate heat exchanger HEX, etc.
  • the battery thermal management loop includes but is not limited to battery modules, where the batteries in the battery module may include one or more of lead-acid batteries, nickel-metal hydride batteries, nickel-chromium batteries, and lithium batteries.
  • the electric drive thermal management circuit includes an electric drive module, where the electric drive module may include at least one of the following: a high-voltage power distribution unit (PDU), a motor control unit (MCU), and a drive (motor).
  • the electric drive thermal management loop also includes a heat sink of the front-end module.
  • the interface provided on the first side of the first substrate includes an eighth interface and a ninth interface, and the eighth interface and the ninth interface pass through respective The corresponding through hole is connected to a first thermal management device, and the first thermal management device is one of a condenser and a battery cooler.
  • the interface provided on the first side of the first substrate further includes a tenth interface and an eleventh interface, and the tenth interface and the eleventh interface
  • the second thermal management device is connected to the second thermal management device through the corresponding through hole, and the second thermal management device is a device other than the first thermal management device in the condenser and the battery cooler.
  • the interface for connecting with the first thermal management device and/or the second thermal management device on the other side of the first substrate, it is possible to realize at least one of the condenser and the battery cooler.
  • the stacked installation of the first substrate helps save the space occupied by the thermal management components and improves assembly efficiency.
  • a cavity for storing refrigerant is further provided inside the second substrate.
  • the cavity for storing refrigerant can be obtained by forging or die-casting.
  • the refrigerant storage capacity can be further expanded and space utilization can be maximized.
  • the first side of the second substrate is provided with a refrigerant container interface
  • the refrigerant container interface is used to connect with the refrigerant container
  • the refrigerant container stack is provided on the first side.
  • the above-mentioned refrigerant container may be a liquid storage tank, or may be another container for storing refrigerant, which is not specifically limited in this application.
  • the refrigerant container is plate-shaped or cuboid-shaped, so that the refrigerant container and the second substrate are stacked and installed.
  • the projected area of the refrigerant container on the refrigerant substrate is limited, resulting in the inability to increase the volume of the refrigerant container.
  • the demand for increasing the volume of the refrigerant container can be met by increasing the height of the refrigerant container without increasing the occupied area of the refrigerant container. It can realize the long-term evolution of the refrigerant container volume and help solve the problem that the thermal management system occupies insufficient area to support The problem of expanding the volume of the refrigerant container.
  • the thermal management component further includes: a first profile bracket and a second profile bracket for stacking the first thermal management device or the second thermal management device on the above the refrigerant container.
  • the volume of the refrigerant container needs to be increased or decreased, only the height of the refrigerant container can be adjusted, and then the height of the profile brackets installed on both sides of the refrigerant container can be adjusted to control the installation position of the first thermal management device or the second thermal management device.
  • each thermal management component into the first substrate helps to simplify the assembly process and reduce the difficulty of assembly. Building-block assembly of each thermal management component can effectively improve the assembly efficiency of the entire vehicle.
  • control valve is disposed on a second side of the first substrate, and the second side of the first substrate is a side away from the second substrate.
  • the first side of the first substrate is provided with one or more water pump interfaces, the one or more water pump interfaces are used to install a water pump, and the water pump is used to control Coolant circulation in this thermal management system.
  • the thermal management component may include a water pump interface for installing a water pump, which may be the water pump of any thermal management circuit in the above thermal management system; or, the thermal management component may include three water pump interfaces , so as to integrate the water pumps in the passenger compartment thermal management circuit, the battery thermal management circuit and the electric drive thermal management circuit into the above thermal management component; alternatively, the thermal management component may also include other numbers of water pump interfaces.
  • one or more water pumps and one or more control valves may also be disposed between the first substrate and the second substrate.
  • the cooling liquid substrate includes: a first sub-substrate, a second sub-substrate and a third sub-substrate, the third sub-substrate is disposed between the first sub-substrate and the first sub-substrate.
  • the first sub-substrate is provided with N half-flow channels inside
  • the second sub-substrate is provided with M half-flow channels inside
  • one side of the third sub-substrate is provided with
  • N half flow channels corresponding to the inner side of the first sub-substrate
  • M half flow channels corresponding to the inner side of the second sub-substrate are provided on the other side of the third sub-substrate to form the at least 7 flow channels.
  • M and N are positive integers greater than or equal to 1.
  • the “inside” of the first sub-substrate and the “inside” of the second sub-substrate refer to the parts that are in contact with the third sub-substrate.
  • One side; the “outside” of the first sub-board and the “outside” of the second sub-board refer to the side used to connect to external devices.
  • the outside of the first sub-substrate and the outside of the second sub-substrate are two sides of the first substrate respectively.
  • one side of the third sub-substrate is provided with N half-flow channels "corresponding" to the inside of the first sub-substrate means: after the first sub-substrate and the third sub-substrate are spliced, the third sub-substrate has The N half flow channels on one side and the N half flow channels on the inner side of the first sub-substrate can be combined into N complete flow channels; the other side of the third sub-substrate is provided with an inner side of the second sub-substrate.
  • the "corresponding" M half-flow channels refer to: after the second sub-substrate and the third sub-substrate are spliced, the M half-flow channels on the other side of the third sub-substrate and the M half-flow channels on the inside of the second sub-substrate
  • the channels can be combined into M complete flow channels.
  • the first sub-substrate, the second sub-substrate and the third sub-substrate constitute a first substrate.
  • a plurality of third sub-substrates such as two third sub-substrates, may be included between the first sub-substrate and the second sub-substrate to increase the flow channel integration of the first substrate.
  • the complexity of the water pipe layout design in the thermal management scenario can be simplified; by adding a third sub-substrate, the flow channel integration of the coolant substrate can be improved Spend.
  • the first substrate is a cooling liquid substrate, and the at least 7 flow channels are used for cooling liquid circulation;
  • the second substrate is a refrigerant substrate, and the refrigerant substrate is provided inside There are flow channels for the circulation of refrigerant.
  • the first substrate is further provided with a temperature sensor interface for connecting to the temperature sensor.
  • the temperature sensor is used to detect the coolant temperature, so that the control module can adjust the working mode of the thermal management system according to the coolant temperature signal obtained from the temperature sensor.
  • an integrated thermal management system in a second aspect, includes a coolant system, a refrigerant system, a passenger compartment thermal management circuit, a battery thermal management circuit and an electric drive thermal management circuit.
  • the coolant system is used to pass The coolant circulation controls the heat exchange of the passenger compartment thermal management circuit, the battery thermal management circuit and the electric drive thermal management circuit, and the refrigerant system is used to control the heat exchange of the passenger compartment thermal management circuit through refrigerant circulation; wherein, the cooling
  • the liquid system includes a first substrate as in the first aspect or any possible implementation of the first aspect, and the refrigerant system includes a second substrate as in the first aspect or any possible implementation of the first aspect.
  • the control valve provided on the first side of the first substrate controls the working mode of the coolant system, and the working mode includes: a first mode, in which In the first mode, one of the passenger compartment thermal management circuit, the battery thermal management circuit and the electric drive thermal management circuit operates independently; in the second mode, in the second mode, the passenger compartment thermal management circuit, the At least two of the battery thermal management loop and the electric drive thermal management loop operate in parallel.
  • the first mode to the third mode include multiple sub-modes, where the sub-modes in the first mode include but are not limited to: passenger cabin thermal management circuit heating mode, passenger cabin thermal management circuit temperature equalization mode. , battery thermal management circuit heating mode, battery thermal management circuit cooling mode, electric drive thermal management circuit cooling mode, electric drive thermal management circuit heating mode.
  • the control valve controls the first interface to connect with the second interface, controls the third interface and/or the fourth interface to close, and controls the fifth interface and/or the sixth interface to close, thereby realizing passenger
  • the heating mode or temperature equalization mode of the cabin thermal management circuit or, control the third interface to be connected to the fourth interface through the control valve, control the first interface and/or the second interface to close, and the fifth interface and/or the sixth interface.
  • the interface is closed to realize the heating mode or cooling mode of the battery thermal management loop; or, the fifth interface is connected to the sixth interface through the control valve, the first interface and/or the second interface are controlled to be closed, and the third interface and/or The fourth interface is closed to realize the heating mode or cooling mode of the electric drive thermal management loop.
  • Sub-modes in the second mode include but are not limited to: the passenger compartment thermal management circuit and the battery thermal management circuit operate in parallel, such as passenger compartment thermal management circuit heating and battery thermal management circuit cooling; passenger compartment thermal management circuit and electric drive thermal management The circuits run in parallel, such as the passenger compartment thermal management circuit is temperature equalizing and the electric drive thermal management circuit is heating; the battery thermal management circuit and the electric drive thermal management circuit operate in parallel, such as the battery thermal management circuit is temperature equalizing and the electric drive thermal management circuit is cooling; passengers The cabin thermal management loop, electric drive thermal management loop, and battery thermal management loop operate in parallel, such as passenger cabin thermal management loop temperature equalization, electric drive thermal management loop heating, and battery thermal management loop cooling.
  • control valve is used to control the first interface to be connected to the second interface, to control the third interface to be connected to the fourth interface, and to close the fifth interface and/or the sixth interface to achieve passenger compartment heating.
  • Parallel operation of management loop and battery thermal management loop when two or more thermal management loops run in parallel, the coolant between the two or more thermal management loops can be heat exchanged through the first substrate.
  • the integrated thermal management system further includes a control module, the control module is used to control the the coolant system and/or the refrigerant system.
  • the above control module can be a thermal management drive control module (thermal drive unit, TDU).
  • TDU thermal management drive control module
  • TDU intelligent data management of the integrated thermal management system is realized through TDU, which helps to flexibly switch the thermal management mode according to the scenario.
  • a vehicle including the thermal management component as in the first aspect or any possible implementation of the first aspect; or, including the second aspect or any possible implementation of the second aspect. integrated thermal management system.
  • Figure 1 is a schematic exploded diagram of a complete architecture of a thermal management system provided by an embodiment of the present application.
  • Figure 2 is a schematic diagram of an integrated form of a thermal management system and components provided by an embodiment of the present application.
  • FIG. 3 is a schematic diagram of a cooling liquid substrate provided by an embodiment of the present application.
  • Figure 4 is a schematic exploded view of a complete architecture of a thermal management component provided by an embodiment of the present application.
  • Figure 5 is a schematic structural diagram of a thermal management system provided by an embodiment of the present application.
  • Figure 6 shows a schematic diagram of the circulation process of water and refrigerant in the thermal management system in mode 1.
  • Figure 7 shows a schematic diagram of the circulation process of water and refrigerant in the thermal management system in mode two.
  • Figure 8 shows a schematic diagram of the circulation process of water and refrigerant in the thermal management system in mode three.
  • Figure 9 shows a schematic block diagram of a vehicle provided by an embodiment of the present application.
  • the thermal management components and systems provided by this application are suitable for vehicles and other complex thermal management scenarios where cooling and heating requirements exist simultaneously.
  • the thermal management system provided by this application can be applied to electric vehicles.
  • the above-mentioned electric vehicle is a vehicle suitable for driving by an electric drive.
  • Electric vehicles can be pure electric vehicle/battery electric vehicle (pure EV/battery EV), hybrid electric vehicle (HEV), range extended electric vehicle (REEV), plug-in Hybrid electric vehicle (plug-in hybrid electric vehicle, PHEV) or new energy vehicle (new energy vehicle, NEV), etc.
  • the thermal management system of the present application can use water to heat or cool the management object.
  • the management objects can be passenger cabins, batteries, control systems, etc.
  • water is used to transfer thermal energy.
  • the thermal management system of the present application can also use water and refrigerant to heat or cool the management object, where the refrigerant can transfer heat through evaporation and condensation. It should be understood that water can also be replaced with other cooling liquids to transfer thermal energy, which is not specifically limited in the embodiments of the present application.
  • FIG. 1 shows an exploded view of the complete architecture of a thermal management system provided by an embodiment of the present application.
  • the thermal management system 1000 may include a central integrated module 100, a compressor (compressor) 200, an intermediate thermal module 300 and a thermal management driver.
  • the central integrated module 100 may include an integrated base plate 110, a multi-way valve 120, a first water pump 130, a second water pump 140, a condenser 150, a liquid storage tank 160, and a battery cooler 170.
  • the integrated substrate 110 includes a coolant substrate 111 and a refrigerant substrate 112. More specifically, a coolant flow channel is arranged in the coolant substrate 111 to replace the existing water pipe; a refrigerant channel is arranged in the refrigerant substrate 112 to Realize the replacement of air conditioning ducts.
  • the multi-way valve 120 is connected to the coolant base plate 111. By controlling the mode of the multi-way valve, the flow direction of the coolant in the coolant base plate 111 is adjusted to achieve the corresponding heat exchange purpose.
  • the first water pump 130 is a battery circuit water pump, used to ensure the cooling fluid circulation and liquid volume stability of the battery thermal management circuit, and ensure the heat exchange efficiency of the system.
  • the second water pump 140 is an electric drive circuit water pump, used to ensure the stability of coolant circulation and liquid volume in the thermal management circuit of the electric drive module, and to ensure the heat exchange efficiency of the system.
  • the electric drive module includes but is not limited to: high-voltage power distribution unit (PDU), motor control unit (motor control unit, MCU) and drive (motor).
  • the condenser 150 is used to evaporate the liquid refrigerant so that the refrigerant changes from a liquid state to a gaseous state. It should be understood that the process of the refrigerant changing from liquid to gaseous state requires the absorption of heat from the environment.
  • the liquid storage tank 160 is used to store refrigerant.
  • the battery cooler 170 can be used to cool the refrigerant so that the refrigerant changes from a gaseous state to a liquid state. It should be understood that the process of the refrigerant changing from a gaseous state to a liquid state can release heat into the environment.
  • the liquid storage tank 160 may also be in other forms.
  • the liquid storage tank 160 may be provided in a plate shape, so that the liquid storage tank 160 and the integrated substrate 110 are stacked and installed.
  • the chiller and the evaporator are different devices.
  • the cooler and the evaporator may be the same device. In the heating process, the device acts as a cooler, and in the cooling process, the device acts as an evaporator.
  • the functions of cooler and evaporator are implemented by the battery cooler 170 .
  • those skilled in the art can use two devices to realize the functions of the cooler and the evaporator based on the concept of the present application, and this solution should also be included in the protection scope of the present application.
  • the condenser 150 , the liquid storage tank 160 and the battery cooler 170 are not only provided with corresponding interfaces on one side connected to the integrated substrate 110 , but also on the other side. Corresponding interfaces are provided, respectively: the condenser 150 is provided with a condenser inlet for connecting to the compressor outlet; the battery cooler 170 is provided with a battery cooler inlet for connecting with the compressor inlet; liquid storage The tank 160 is provided with a liquid storage tank interface for connecting to the HVAC.
  • the compressor 200 is a machine that compresses gas and simultaneously increases the pressure of the gas.
  • the compressor includes an input port and an output port.
  • Low-temperature gaseous refrigerant can enter the compressor from the input port.
  • the compressor can compress the gaseous refrigerant to convert the refrigerant from a low-temperature gas state to a high-temperature and high-pressure gas state.
  • the compressed refrigerant is output from the output port.
  • the interthermal module 300 may include a positive temperature coefficient thermistor (PTC) 310 , an interthermal module base plate 320 , a three-way valve 330 and a third water pump 340 .
  • the interthermal module substrate 320 includes a water substrate, which The water substrate is connected to the integrated substrate 110 , more specifically, the coolant substrate 111 .
  • the three-way valve 330 is connected to the battery cooler 170 and the water base plate respectively.
  • the third water pump 340 is a passenger compartment circuit water pump, used to ensure the cooling fluid circulation and liquid volume stability of the passenger compartment thermal management circuit, and ensure the heat exchange efficiency of the system.
  • the water substrate in the interheating module substrate 320 can be integrated into the integrated substrate 110, and further, the three-way valve 330 and the third water pump 340 can be integrated into the central integrated module 100; or, one or more electronics can also be integrated into the central integrated module 100.
  • An expansion valve (electronic expansion valve, EXV) is integrated into the central integrated module 100.
  • EXV electronic expansion valve
  • the electronic expansion valve is a device that uses electrical signals generated by adjusted parameters to control the voltage or current applied to the electronic expansion valve, thereby controlling the flow rate of the refrigerant. When the electronic expansion valve is opened, the electronic expansion valve can play the role of throttling and pressure reduction.
  • the integrated form of the complete frame exploded view of the thermal management system 1000 shown in FIG. 1 is shown in (a) of FIG. 2 (the compressor 200 is not shown).
  • the thermal management system 1000 may not include the inter-thermal module 300 and the TDU 400, and only include the central integrated module 100 as shown in (b) of Figure 2 .
  • the thermal management system 100 can also be split into four modules and flexibly arranged separately. For example, for the front cabin where arrangement is difficult, the central integrated module 100, the interheating module 200, the compressor 200 and the TDU 400 can be arranged in different positions respectively.
  • the compressor 200 and TDU400 support the selection of mass-produced compressors and TDUs.
  • the thermal management system provided by the embodiment of the present application uses a coolant substrate to replace water pipes, simplifying the complexity of waterway design, reducing the space occupied by the waterway layout, and also reducing the waste of waste heat caused by lengthy pipelines; by replacing the coolant substrate with Integrated arrangement with the refrigerant substrate can improve the utilization of the plate exchange and heat dissipation space and effectively reduce the space occupied by the thermal management system.
  • the thermal management system provided by this application supports the flexible arrangement of each module. When a component in a module fails, only the module where the component is located needs to be maintained or replaced, which helps to reduce the cost of maintaining or replacing thermal management components.
  • the structure of the coolant substrate 111 and the connection relationship between the coolant substrate 111 and each thermal management component and each module will be described below with reference to FIG. 3 . It should be noted that the structure of the coolant substrate 111 shown in Figure 3 is only an exemplary illustration. Those skilled in the art can change the interface position and the connection relationship at the interface based on the concept of this application. This solution should also be included in this application. within the scope of protection applied for.
  • FIG. 3 shows a schematic structural diagram of a coolant substrate for a thermal management system provided by an embodiment of the present application.
  • (a) in Figure 3 is a schematic three-dimensional structural diagram of the coolant substrate 111;
  • (b) in Figure 3 is a plan view of the side of the coolant substrate 111 used for installing water pumps and other components;
  • (c) in Figure 3 is A plan view of the side where the coolant substrate 111 and the refrigerant substrate 112 are in contact.
  • the cooling liquid substrate 111 includes a first sub-substrate 1111 , a third sub-substrate 1112 and a second sub-substrate 1113 .
  • the first side of the first sub-substrate 1111 is used to install components such as a water pump
  • the first side of the second sub-substrate 1113 is in contact with the refrigerant substrate 112
  • the third sub-substrate 1112 is disposed between the first sub-substrate 1111 and the second sub-substrate 1112. substrate between sub-substrates 1113.
  • the second side of the first sub-substrate 1111 is provided with a plurality of cooling liquid flow channels, which are connected with part of the interface of the multi-way valve 120; the second side of the second sub-substrate 1113 is also provided with a plurality of cooling liquid flow channels.
  • the first side and the second side of the third sub-substrate are respectively provided with the second side of the first sub-substrate 1111 and the second side of the second sub-substrate 1113.
  • the matching coolant flow channels on both sides enable two-layer coolant flow channels to be formed when the three sub-substrates are sealed and connected.
  • the multi-way valve 120 is controlled to control whether the coolant flow channels are connected to each other, thereby controlling the heat exchange situation of the thermal management system.
  • the multi-way valve 120 is a nine-way valve, and there are at least nine coolant flow channels between the three-layer substrates, which are respectively connected to nine sub-interfaces of the nine-way valve.
  • the coolant substrate 111 may include interfaces 01 to 17 .
  • the interfaces 01 to 10 are provided on one side of the coolant base plate 111 for installing components such as a water pump.
  • interface 01 and interface 02 are connected to the battery circuit respectively;
  • interface 03 is connected to the PTC.
  • interface 07 is connected to the three-way valve, and the two ports of the three-way valve are connected to the two interfaces on interface 07 respectively.
  • the remaining one port is connected to the HVAC plate heat exchanger (HEX), so that the PTC, HEX and coolant substrate form the passenger cabin thermal management loop; interfaces 04 to 06 are water pump interfaces, respectively used with Figure 1
  • the interface 10 is used to connect with the multi-way valve 120, where the interface 10 includes sub-interfaces 1 to 9.
  • the interfaces 11 to 17 are provided on the side where the coolant substrate 111 and the refrigerant substrate 112 are in contact.
  • the interface 11 is connected to the expansion kettle and the electric drive module through a three-way valve.
  • the expansion kettle is used to fill or compensate the thermal management system.
  • Coolant is used to bypass the radiator of the front-end module and directly connect to another interface of the electric drive module; interface 13 is used to connect to the radiator of the front-end module.
  • the interface 14 and the interface 16 are connected with the condenser; the interface 15 and the interface 17 are connected with the chiller.
  • the electric drive module, the radiator of the front-end module and the interface 12 are connected through a three-way valve.
  • the coolant base plate 111 is also provided with a plurality of fastener through holes and fastener blind holes to facilitate installation of water pumps and refrigerant base plates on the coolant base plate 111 .
  • interface 01, interface 02, interface 03, interface 07, interface 11, interface 12, interface 13, interface 15 and interface 17 respectively pass through the nine flow channels in the coolant base plate and the nine sub-interfaces in the interface 10 Connected.
  • interface 01 and interface 02 are respectively connected to sub-interface 4 and sub-interface 7 of interface 10 through two flow channels;
  • interface 03 and interface 07 are respectively connected to sub-interface 1 and sub-interface 8 of interface 10 through two flow channels.
  • Interface 12 and interface 13 are connected to sub-interface 5 and sub-interface 9 of interface 10 through two flow channels respectively;
  • Interface 13 is connected to sub-interface 9 of interface 10 through one flow channel;
  • Interface 15 and interface 17 are connected to each other through two flow channels.
  • the flow channel is connected to sub-interface 3 and sub-interface 6 of interface 10.
  • the nine-way valve 120 can control the connection and disconnection between any two of the above-mentioned sub-interfaces 1 to 9, thereby controlling the connection and disconnection between the nine flow channels in the coolant base plate. , thereby achieving control of the coolant circulation between various thermal management components.
  • a water temperature sensor is also installed on the coolant substrate 111 so that the control module can adjust the working mode of the thermal management system according to the temperature signal obtained from the water temperature sensor.
  • the control module may be the TDU400, or it may be other thermal management control modules, which is not specifically limited in the embodiment of the present application.
  • the coolant substrate provided by the embodiment of the present application can replace water pipes and simplify the complexity of waterway design; further, the coolant flow channel layout is constructed by three-layer substrates in the coolant substrate, which can improve the integration level of the coolant flow channel. Reduce the volume of the coolant substrate and further reduce the space occupied by the thermal management system.
  • the multi-way valve to control the connection and disconnection between the coolant flow channels flexible management and control of the three major systems of battery thermal management, passenger compartment thermal management, and electric drive system thermal management is achieved.
  • FIG. 4 shows an exploded view of the architecture of a thermal management component provided by an embodiment of the present application. More specifically, the exploded view shown in FIG. 4 is a schematic exploded view of the central integrated module 100 shown in (b) in FIG. 2 .
  • the central integrated module 100 in addition to the components shown in Figure 1, also includes an expansion valve 190, a one-way valve 1100, a three-way valve 330, a third water valve 340, and profile brackets 181 and 182 .
  • the expansion valve 190 plays the role of throttling and reducing pressure.
  • the expansion valve 190 can also control the flow of refrigerant to ensure that the outlet of the evaporator is completely filled with gaseous refrigerant.
  • the expansion valve 190 may be an electronic expansion valve.
  • the liquid storage tank 160 also adopts It is installed between the refrigerant substrate 112 and the battery cooler 170 in a stacked installation manner.
  • the liquid storage tank 160 is directly installed on the refrigerant base plate 112, and the battery cooler 170 is stacked and installed above the liquid storage tank 160 using profile brackets 181 and 182.
  • the gap between the liquid tanks 160 is directly installed on the refrigerant base plate 112, and the battery cooler 170 is stacked and installed above the liquid storage tank 160 using profile brackets 181 and 182.
  • the refrigerant substrate 112 is provided with through holes corresponding to the interfaces 11 to 17 of the coolant substrate 111 so that the interfaces 11 to 17 of the coolant substrate 111 can pass through the refrigerant substrate 112 to connect to corresponding components and modules.
  • the side of the refrigerant substrate 112 used to install the condenser and the battery cooler is also provided with interfaces 11201 and 11202 connected to the battery cooler (the component that implements the evaporator function); the refrigerant substrate 112 is also provided with a storage device.
  • the interface 11203 connected to the liquid tank 160, and the interface 11204 connected to the expansion valve 190.
  • the refrigerant base plate 112 is also provided with a plurality of fastener through holes and fastener blind holes to facilitate assembly.
  • each component is also provided with corresponding interfaces on the other side, respectively: the condenser 150 is provided with a condenser inlet. , used to connect with the compressor outlet; the battery cooler 170 is provided with a refrigerant outlet, which is connected to the compressor inlet through a three-way valve.
  • a space for storing refrigerant can also be created on the refrigerant substrate 112 by forging or die-casting to expand the refrigerant storage capacity.
  • the refrigerant substrate 112 and the coolant substrate 111 are stacked and installed. It should be noted that “equal width” means that the areas in the direction in which the refrigerant substrate 112 and the coolant substrate 111 are in contact are substantially equal.
  • the thermal management components and system provided by embodiments of the present application realize the integration of the coolant system and the refrigerant system by stacking and installing the coolant substrate and the refrigerant substrate, thereby improving the volume utilization of the thermal management system and effectively reducing the cost of thermal management components.
  • occupying space traditional thermal management components occupy about 100L of space in the entire vehicle, while the integrated thermal management system provided by the embodiment of the present application can save 55L of occupied space.
  • the liquid storage tank and the integrated substrate adopt an upper and lower stacking layout, which can solve the problem of insufficient plane space in the integrated module format. Then, the height of the liquid storage tank can be flexibly adjusted, combined with the lifting or lowering of the profile brackets on both sides, to adjust the central integrated module. The actual volume of space occupied. Therefore, the evolution of demand to support increasing tank volumes is supported.
  • the refrigerant storage space is directly made on the metal substrate body of the refrigerant substrate, which can realize the liquid storage expansion function and maximize space utilization.
  • the multi-way valve 120, the first water pump 130, and the second water pump 140 shown in FIGS. 1 and 4 may also be provided between the coolant substrate 111 and the refrigerant substrate 112.
  • the refrigerant flow channel may not be provided inside the refrigerant substrate 112 , that is, the refrigerant substrate 112 mainly plays the role of carrying various thermal management components. It should be understood that those skilled in the art can change the refrigerant substrate 112 to other substrates according to the concept of the present application, and the solution of stacking the refrigerant substrate 112 with the coolant substrate 111 should also be included in the protection scope of the present application.
  • thermal management system The possible components and specific structures of the thermal management system are described above in conjunction with Figures 1 to 4.
  • the assembly method of the thermal management system provided by the embodiment of the present application will be described below with reference to FIGS. 1 and 4 .
  • thermal management system in Figure 1 its assembly sequence can be:
  • the fasteners may be screws, rivets, or other fasteners, which are not specifically limited in the embodiments of the present application.
  • the assembly sequence of the central integrated module 100 in the thermal management system shown in Figure 4 can be:
  • thermal management components such as compressors, PTCs, and TDUs can be installed on the central integrated module 100 through "building block" assembly.
  • the thermal management system realized by the embodiment of the present application realizes the replacement of water pipes and air conditioning pipes by using a coolant substrate and a refrigerant substrate, reduces the difficulty of layout design of water pipes and refrigerant pipes, simplifies the assembly process, and reduces the difficulty of assembly.
  • Modular architecture for building-block assembly can effectively improve vehicle assembly efficiency.
  • FIG. 5 shows the schematic structure of a thermal management system proposed in this application.
  • the thermal management system may include a coolant circulation system and a refrigerant circulation system.
  • the nine-way valve includes interfaces 1 to 9 .
  • the nine-way valve is connected to the coolant base plate 111.
  • By controlling the connection or disconnection between any two interfaces 1 to 9 of the nine-way valve it is possible to control whether the coolant base plate and each thermal management circuit are connected. Connected.
  • "coolant base plate and nine-way valve” are simplified to "nine-way valve”.
  • device 1 is connected to the nine-way valve
  • device 1 means “device 1 is connected to the coolant base plate through the nine-way valve” , whether there is communication between the opening and closing control device 1 of a certain interface of the nine-way valve and the coolant base plate.”
  • the compressor, condenser, first electronic expansion valve (EXV_1) and evaporator are connected in sequence to form a passenger cabin refrigeration circuit; when the passenger cabin independent refrigeration working condition is executed, the passenger cabin refrigeration circuit is started.
  • the compressor, condenser, nine-way valve, second electronic expansion valve (EXV_2) and cooler are connected in sequence to form a passenger cabin heat pump heating circuit; when the passenger cabin separate heat pump heating mode is executed, the passenger cabin heat pump heating circuit starts .
  • the condenser, nine-way valve, third water pump, PTC, plate heat exchanger (HEX) and three-way valve are connected in sequence to form the passenger cabin PTC heating circuit; when the passenger cabin PTC separate heating mode is executed, the passenger cabin The cabin PTC heating circuit starts.
  • the battery, the first water pump and the nine-way valve are connected in sequence to form a battery heating circuit; the battery, the first water pump, the nine-way valve and the cooler are connected in order to form the first heat exchange circuit of the battery; the battery, the first water pump, the nine-way valve and the cooler It is connected with the condenser in sequence to form the second heat exchange circuit of the battery.
  • the second water pump, electric drive module and nine-way valve are connected in sequence to form an electric drive heat exchange circuit. It should be noted that the functions of cooler and evaporator can be implemented by the battery cooler 170 described above.
  • the thermal management system proposed in the embodiment of the present application may include a TDU for receiving instructions indicating the working mode of the thermal management system.
  • other control units may also be used Receive instructions to control the working mode of the thermal management system, which is not specifically limited in the embodiments of the present application.
  • the TDU controls the above device according to the received instructions, so that the thermal management system provided by this application can support at least 20 modes.
  • the TDU may obtain a first instruction that instructs the thermal management system to operate in mode one.
  • the TDU may obtain a second instruction, which instructs the thermal management system to operate in mode two.
  • Mode 1 Passenger compartment circuit cooling, battery circuit temperature equalization, and electric drive circuit heat dissipation.
  • Control the following devices to be in a closed state control the damper at the condenser to close so that it does not exchange heat, that is, the condenser only plays a conductive role at this time.
  • Control EXV_2 is in a closed state, that is, the cooler only plays a conductive role at this time.
  • the PTC is controlled not to heat and only plays a conductive role.
  • Each module is made to work according to the water circuit operation mode shown in Figure 6, in which circuit a is the passenger cabin refrigeration circuit, circuit b is the battery temperature equalization circuit, and circuit c is the electric drive heat dissipation circuit. Water circulates in loop b and loop c respectively, and refrigerant circulates in loop a.
  • Mode 2 Passenger cabin circuit heat pump heating, battery circuit heating, and electric drive circuit heat dissipation.
  • the damper at the condenser is controlled to open, so that the condenser performs heat exchange, that is, the condenser plays a condensing role in the first mode.
  • Control the following devices to be off control EXV_1 and EVAP to be off, control the PCT heating function to be off.
  • Each module is made to work according to the water circuit operation mode shown in Figure 7, in which circuit d is the passenger cabin heat pump heating circuit, circuit e is the battery heating circuit, and circuit f is the electric drive heat dissipation circuit. Water circulates in loop e and loop f respectively, and refrigerant circulates in loop d.
  • Mode three PTC heating of the passenger compartment circuit, heating of the battery circuit, and heat dissipation of the electric drive circuit.
  • interface 2 and interface 3 In mode three, interface 2 and interface 3, interface 5 and interface 6, interface 4 and interface 7, and interface 1 and interface 8 controlling the nine-way valve are connected respectively.
  • Control the following devices to be in the open state control the opening of the PTC and control the conduction of the three interfaces of the three-way valve.
  • Control the following devices to be in a closed state control the damper at the condenser to close so that it does not exchange heat, that is, the condenser only plays a conductive role at this time.
  • Control EXV_1 and EXV_2 to be in a closed state that is, the cooler only plays a conductive role at this time.
  • Each module is made to work according to the water circuit operation mode shown in Figure 8, in which loop d1 is the passenger compartment PTC heating circuit, loop e is the battery heating circuit, and loop f is the electric drive heat dissipation circuit. Water circulates in loop d1, loop e and loop f respectively.
  • the thermal management system uses a combined control method of a nine-way valve, a three-way valve and a one-way valve. Using multiple coolant flow channels in the limited coolant flow channel space can achieve more than twenty thermal management modes for the entire vehicle.
  • the vehicle 2000 may include the thermal management system 1000 as shown in FIG. 1 or (a) in FIG. 2; or, it may also include the thermal management system 1000 as shown in FIG. 2 (a). (b) or the central integrated module 100 shown in FIG. 4; or, it may also include a coolant substrate 111 shown in FIG. 3.
  • the disclosed systems, devices and methods can be implemented in other ways.
  • the device embodiments described above are only illustrative.
  • the division of the units is only a logical function division. In actual implementation, there may be other division methods.
  • multiple units or components may be combined or can be integrated into another system, or some features can be ignored, or not implemented.
  • the coupling or direct coupling or communication connection between each other shown or discussed may be through some interfaces, and the indirect coupling or communication connection of the devices or units may be in electrical, mechanical or other forms.
  • the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place, or they may be distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.
  • each functional unit in each embodiment of the present application can be integrated into one processing unit, each unit can exist physically alone, or two or more units can be integrated into one unit.
  • the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium.
  • the technical solution of the present application is essentially or the part that contributes to the existing technology or the part of the technical solution can be embodied in the form of a software product.
  • the computer software product is stored in a storage medium, including Several instructions are used to cause a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in various embodiments of this application.
  • the aforementioned storage media include: U disk, mobile hard disk, read-only memory (ROM), random access memory (Random Access Memory, RAM), magnetic disk or optical disk and other media that can store program code. .

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Abstract

一种热管理部件，包括：第一基板（111）和第二基板（112）；其中，该第一基板（111）设置有至少7个接口，该第一基板（111）内设置有至少7条流道，该至少7条流道与该至少7个接口相连通，该第一基板（111）设置有控制阀，该控制阀用于通过控制该至少7条流道之间的连通，进而控制该至少7个接口之间的连通；该第二基板（112）设置于该第一基板（111）的第一侧，该第二基板（112）上设置有与该第一基板（111）的第一侧上设置的接口对应的贯穿孔，该第一基板（111）的第一侧上设置的接口穿过各自对应的该贯穿孔。还公开了一种热管理系统和一种车辆。热管理部件能够简化水管布局设计的复杂度，提高板换散热空间的利用率，并且有效降低热管理系统的占用空间。

Description

热管理部件、系统和车辆
本申请要求于2022年4月29日提交中国专利局、申请号为202210474513.0、申请名称为“热管理部件、系统和车辆”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及热管理技术领域，具体地，涉及一种热管理部件、系统和车辆。
背景技术
电动车辆的整车热管理极为复杂，除了前端模块和供暖通风与空气调节(heating,ventilation and air conditioning，HVAC)总成之外，热管理系统需要大量的水泵、水阀进行水路驱动、切换。此外，为提升制冷系数(coefficient of performance，COP)，需要对乘员舱、电驱系统以及电池回路进行热管理及热能回收设计。如果采用传统部件零散布置方案，热管理中心驱动部件主要位于前舱，前舱占用空间大，管路零件过多，生产装配效率低，质量管控困难，极大影响生产装配效率和生产质量隐患。
鉴于此，一种可以实现对乘员舱、电驱系统以及电池回路进行综合热管理，并能减少热管理系统占用空间、提高装配效率的热管理部件、系统和车辆亟待开发。
发明内容
本申请提供一种热管理部件、系统和车辆，该热管理部件通过使用将冷却液流道集成至一块基板上以替代水管，能够简化水管布局设计的复杂度，避免冗余管路的余热浪费，并且能够减少热管理系统占用空间，进而提高热管理系统及车辆的装配效率。
第一方面，提供了一种热管理部件，该热管理部件包括：第一基板和第二基板；其中，该第一基板设置有至少7个接口，该第一基板内设置有至少7条流道，该至少7条流道与该至少7个接口相连通，该第一基板设置有控制阀，该控制阀用于通过控制该至少7条流道之间的连通控制该至少7个接口之间的连通；该第二基板设置于该第一基板的第一侧，该第二基板上设置有与该第一基板的第一侧上设置的接口对应的贯穿孔，该第一基板的第一侧上设置的接口穿过各自对应的该贯穿孔。
在一些可能的实现方式中，该至少7个接口的具体设置方式包括但不限于：第一基板的第一侧设置有七个接口，第一基板的第二侧不设置接口；或者，第一基板的第一侧不设置接口，第一基板的第二侧设置七个接口；或者，第一基板的第一侧设置n个接口，第一基板的第二侧设置(7-n)个接口，其中，n为大于或等于1的正整数。在该第一基板共设置有多于七个接口时，仍然可以按照上述的分配方式进行设置。
应理解，本申请对第一基板的接口的位置不作具体限定。本申请对至少7条流道的具体形态不作具体限定。
在一些可能的是实现方式中，该控制阀可以为多通阀，包括但不限于四通阀、五通阀、六通阀、七通阀、八通阀和九通阀。
在一些可能的实现方式中，热管理部件设置有一个或多个控制阀，该一个或多个控制阀可以分散布置在第一基板的第一侧或第二侧。应理解，第一基板的第二侧为背离第二基板的一侧。
在上述技术方案中，通过将冷却液流道集成至基板上，以替代水管，能够简化热管理场景中水管布局设计的复杂度；并且，能够降低热管理部件占用空间，有助于提高车辆前舱的体积利用率。此外，冷却液流道的集中布置，还能够防止水管过长造成的热管理回路中的余热浪费，有助于提高热能回收率。进一步地，通过将第一基板与第二基板集成布置，能够提高板换散热空间的利用率，有效降低热管理系统的占用空间。通过在第一基板上设置一个或多个控制阀，通过控制阀能够控制热管理部件的流道中的冷却液走向，进而实现对热管理系统中多种热管理模式的灵活切换的控制。使得热管理部件支持电机余热回收、压缩机余热回收等，有助于实现对电池热管理回路、乘员舱热管理回路和电驱热管理回路的灵活控制，以实现多种热管理模式。
结合第一方面，在第一方面的某些实现方式中，该至少7个接口包括第一接口至第七接口，其中，该第一接口和第二接口用于与乘客舱热管理回路相连接，第三接口和第四接口用于与电池热管理回路相连接，第五接口和第六接口用于与电驱系统热管理回路相连接，该第七接口用于与补液容器相连接，该补液容器用于为热管理系统加注或补偿冷却液，该热管理系统包括该乘客舱热管理回路、该电池热管理回路和该电驱热管理回路。
乘员舱热管理回路包括但不限于压缩机、冷凝器、电池冷却器，或者，还可以包括PTC和板式换热器HEX等。电池热管理回路包括但不限于电池模块，其中，电池模块中的电池可以包括铅酸电池、镍氢电池、镍铬电池和锂电池中的一种或多种。电驱热管理回路包括电驱模块，其中电驱模块可以包括如下至少一项：高压配电单元(power distribution unit，PDU)、电机控制单元(motor control unit，MCU)、驱动(motor)。在一些可能的实现方式中，电驱热管理回路还包括前端模块的散热器。
结合第一方面，在第一方面的某些实现方式中，该第一基板的第一侧上设置的该接口包括第八接口和第九接口，该第八接口与该第九接口穿过各自对应的该贯穿孔与第一热管理设备相连接，该第一热管理设备为冷凝器、电池冷却器中的一个。
结合第一方面，在第一方面的某些实现方式中，该第一基板的第一侧上设置的该接口还包括第十接口和第十一接口，该第十接口与该第十一接口穿过各自对应的该贯穿孔与第二热管理设备相连接，该第二热管理设备为该冷凝器和该电池冷却器中除该第一热管理设备之外的设备。
在上述技术方案中，通过将用于与第一热管理设备和/或第二热管理设备相连接的接口设置在第一基板的另一侧，能够实现冷凝器、电池冷却器中至少一个与第一基板的堆叠安装，有助于节省热管理部件所占用的空间，并且有助于提高装配效率。
结合第一方面，在第一方面的某些实现方式中，该第二基板内部还设置有用于存储冷媒的腔体。
具体地，用于存储冷媒的腔体可以为通过锻造或压铸等方式获得的，通过在第二基板内部设置该腔体，能够进一步扩展冷媒存储容量，实现空间利用最大化。
结合第一方面，在第一方面的某些实现方式中，该第二基板的第一侧设置有冷媒容器接口，该冷媒容器接口用于与冷媒容器相连接，该冷媒容器堆叠设置在该第二基板的第一侧，其中该第二基板的第一侧为背离该第一基板的一侧。
上述冷媒容器可以为储液罐，或者也可以为其他存储冷媒的容器，本申请对此不作具体限定。
在一些可能的实现方式中，冷媒容器为板状或长方体状，使得冷媒容器与第二基板堆叠安装。
当前技术背景中，冷媒容器在冷媒基板上投影面积受限，导致无法增加冷媒容器体积。在上述技术方案中，通过增加冷媒容器的高度即可满足增加冷媒容器体积的需求，无需增加冷媒容器占用幅面，能够实现冷媒容器体积的长期演进，有助于解决热管理系统占用幅面不足以支持冷媒容器体积扩大的问题。
结合第一方面，在第一方面的某些实现方式中，该热管理部件还包括：第一型材支架和第二型材支架，用于将第一热管理设备或第二热管理设备堆叠安装在该冷媒容器上方。
当需要增加或减少冷媒容器体积时，可以只调节冷媒容器的高度，进而调节安装在冷媒容器两侧的型材支架的高度，以此控制第一热管理设备或第二热管理设备的安装位置。
在上述技术方案中，通过将第一基板、第二基板、冷媒容器、第一热管理设备、第二热管理设备堆叠安装，有助于减少热管理部件和/或热管理设备占用的空间。进一步地，通过将各热管理部件集成至第一基板，有助于简化装配流程，降低装配难度，通过对各热管理部件进行积木式拼装能够有效提升整车装配效率。
结合第一方面，在第一方面的某些实现方式中，该控制阀设置于该第一基板的第二侧，该第一基板的第二侧为背离该第二基板的一侧。
结合第一方面，在第一方面的某些实现方式中，该第一基板的第一侧设置有一个或多个水泵接口，该一个或多个水泵接口用于安装水泵，该水泵用于控制该热管理系统的冷却液循环。在一些可能的实现方式中，热管理部件可以包括一个水泵接口，用于安装水泵，该水泵可以为上述热管理系统中任一热管理回路的水泵；或者，热管理部件可以包括三个水泵接口，以将乘客舱热管理回路、该电池热管理回路和该电驱热管理回路中的水泵均集成至上述热管理部件中；或者，热管理部件也可以包括其他个数的水泵接口。
在上述技术方案中，通过将水泵集成至第一基板，有助于进一步提高热管理系统的装配效率。此外，通过将水泵和控制阀集成在背离第二基板的一侧，便于热管理部件的管理和维护。
在一些可能的实现方式中，也可以将一个或多个水泵，以及一个或多个控制阀设置在第一基板和第二基板中间。
结合第一方面，在第一方面的某些实现方式中，该冷却液基板包括：第一子基板、第二子基板和第三子基板，该第三子基板设置于该第一子基板和该第二子基板之间；该第一子基板的内侧设置有N条半流道，该第二子基板的内侧设置有M条半流道，该第三子基板的一侧设置有与该第一子基板的内侧对应的N个半流道，该第三子基板的另一侧设置有与该第二子基板的内侧对应的M条半流道，以形成该至少7条条流道，其中，M、N为大于或等于1的正整数。
需要说明的是，第一子基板的“内侧”和第二子基板的“内侧”是指与第三子基板相接的 一侧；第一子基板的“外侧”和第二子基板的“外侧”是指用于与外接设备相连接的一侧。其中，第一子基板的外侧和第二子基板的外侧分别为第一基板的两侧。
应理解，该第三子基板的一侧设置有与该第一子基板的内侧“对应的”N条半流道是指：第一子基板和第三子基板拼接后，第三子基板的一侧的N条半流道与第一子基板的内侧的N条半流道可以拼合成为N条完整的流道；该第三子基板的另一侧设置有与该第二子基板的内侧“对应的”M条半流道是指：第二子基板和第三子基板拼接后，第三子基板的另一侧的M条半流道与第二子基板的内侧的M条半流道可以拼合成为M条完整的流道。第一子基板、第二子基板和第三子基板构成第一基板。
在一些可能的实现方式中，第一子基板和第二子基板之间还可以包括多个第三子基板，例如包括两个第三子基板，以增加第一基板的流道集成度。
在上述技术方案中，通过将冷却液流道集成至基板上，以替代水管，能够简化热管理场景中水管布局设计的复杂度；通过增加第三子基板，能够提升冷却液基板的流道集成度。
结合第一方面，在第一方面的某些实现方式中，该第一基板为冷却液基板，该至少7条流道用于冷却液流通；该第二基板为冷媒基板，该冷媒基板内部设置有用于冷媒流通的流道。
结合第一方面，在第一方面的某些实现方式中，第一基板还设置有温度传感器接口，用于与温度传感器相连接。其中，温度传感器用于检测冷却液温度，使得控制模块可以根据从温度传感器获取的冷却液温度信号，调节热管理系统的工作模式。
第二方面，提供了一种集成热管理系统，该集成热管理系统包括冷却液系统、冷媒系统、乘客舱热管理回路、电池热管理回路和电驱热管理回路，该冷却液系统用于通过冷却液循环控制该乘客舱热管理回路、该电池热管理回路和该电驱热管理回路的热交换，该冷媒系统用于通过冷媒循环控制该乘客舱热管理回路的热交换；其中，该冷却液系统包括如第一方面或者第一方面的任一可能的实现方式中的第一基板，该冷媒系统包括如第一方面或者第一方面的任一可能的实现方式中的第二基板。
结合第二方面，在第二方面的某些实现方式中，通过该第一基板的第一侧设置的该控制阀控制该冷却液系统的工作模式，该工作模式包括：第一模式，在该第一模式下，该乘客舱热管理回路、该电池热管理回路和该电驱热管理回路中的一个回路单独运行；第二模式，在该第二模式下，该乘客舱热管理回路、该电池热管理回路和该电驱热管理回路中的至少两个回路并行运行。
在一些可能的实现方式中，第一模式至第三模式包括多个子模式，其中第一模式下的子模式包括但不限于：乘客舱热管理回路制热模式、乘客舱热管理回路均温模式、电池热管理回路制热模式、电池热管理回路制冷模式、电驱热管理回路制冷模式、电驱热管理回路制热模式。示例性地，在第一模式下，通过控制阀控制第一接口与第二接口相连通，控制第三接口和/或第四接口关闭，以及第五接口和/或第六接口关闭，实现乘客舱热管理回路的制热模式或均温模式；或者，通过控制阀控制第三接口与第四接口相连通，控制第一接口和/或第二接口关闭，以及第五接口和/或第六接口关闭，实现电池热管理回路制热模式或制冷模式；或者，通过控制阀控制第五接口与第六接口相连通，控制第一接口和/或第二接口关闭，以及第三接口和/或第四接口关闭，实现电驱热管理回路制热模式或制冷模式。
第二模式下的子模式包括但不限于：乘客舱热管理回路与电池热管理回路并行运行，如乘客舱热管理回路制热、电池热管理回路制冷；乘客舱热管理回路与电驱热管理回路并行运行，如乘客舱热管理回路均温、电驱热管理回路制热；电池热管理回路与电驱热管理回路并行运行，如电池热管理回路均温，电驱热管理回路制冷；乘客舱热管理回路、电驱热管理回路、电池热管理回路并行运行，如乘客舱热管理回路均温、电驱热管理回路制热、电池热管理回路制冷。示例性地，在第二模式下，通过控制阀控制第一接口与第二接口相连通，控制第三接口与第四接口相连通，第五接口和/或第六接口关闭，实现乘客舱热管理回路和电池热管理回路的并行运行。在一些可能的实现方式中，在两个及以上热管理回路并行运行时，两个及以上热管理回路之间的冷却液可以通过第一基板进行热交换。
结合第二方面，在第二方面的某些实现方式中，该集成热管理系统还包括控制模块，该控制模块用于根据电驱系统温度、乘客舱温度和电池系统温度中的至少一个，控制该冷却液系统和/或该冷媒系统。
上述控制模块可以为热管理驱动控制模块(thermal drive unit，TDU)。
在上述技术方案中，通过TDU实现对集成热管理系统的智能数据管理，有助于根据场景进行热管理模式灵活切换。
第三方面，提供了一种车辆，包括如第一方面或者第一方面的任一可能的实现方式中的热管理部件；或者，包括如第二方面或者第二方面的任一可能的实现方式中的集成热管理系统。
附图说明
图1是本申请实施例提供的一种热管理系统的完整架构爆炸图示意。
图2是本申请实施例提供的一种热管理系统及部件的集成形态示意图。
图3是本申请实施例提供的一种冷却液基板的示意图。
图4是本申请实施例提供的一种热管理部件的完整架构爆炸图示意。
图5是本申请实施例提供的一种热管理系统的示意性结构图。
图6示出了在模式一下水和冷媒在热管理系统中的循环过程的示意图。
图7示出了在模式二下水和冷媒在热管理系统中的循环过程的示意图。
图8示出了在模式三下水和冷媒在热管理系统中的循环过程的示意图。
图9示出了本申请实施例提供的一种车辆的示意性框图。
具体实施方式
下面结合附图对本申请的技术方案进行详细描述。
本申请提供的热管理部件、系统适用于车辆，也适用于其他冷却与加热需求同时存在且复杂的热管理场景。示例性地，本申请提供的热管理系统可以应用于电动汽车中，具体地，上述电动汽车是一种适用电驱器驱动行驶的交通工具。电动汽车可以为纯电动汽车(pure electric vehicle/battery electric vehicle，pure EV/battery EV)、混合动力汽车(hybrid electric vehicle，HEV)、增程式电动汽车(range extended electric vehicle，REEV)、插电式混合动力汽车(plug-in hybrid electric vehicle，PHEV)或新能源汽车(new energy vehicle，NEV)等。
本申请的热管理系统能够使用水对管理对象进行加热或冷却。在一些可能的实现方式中，该管理对象可以为乘员舱、电池以及控制系统等。在本申请中，水用以传递热能。在一些可能的实现方式中，本申请的热管理系统还能够使用水和冷媒(refrigerant)对管理对象进行加热或冷却，其中，冷媒可以通过蒸发与凝结使热转移。应理解，也可以将水替换为其他冷却液用以传递热能，本申请实施例对此不作具体限定。
图1示出了本申请实施例提供的一种热管理系统的完整架构爆炸图示意，该热管理系统1000可以包括中央集成模块100、压缩机(compressor)200、间热模块300和热管理驱动控制模块(thermal drive unit，TDU)400。
具体地，中央集成模块100可以包括集成基板110、多通阀120、第一水泵130、第二水泵140、冷凝器150、储液罐160和电池冷却器170。
其中，集成基板110包括冷却液基板111和冷媒基板112，更具体地，冷却液基板111中布置有冷却液流道，以实现对现有水管的替代；冷媒基板112中布置有冷媒通道，以实现对空调管的替代。多通阀120与冷却液基板111连接，通过控制多通阀的模式，调整冷却液基板111中冷却液的流向，从而达到相应的换热目的。第一水泵130为电池回路水泵，用于保证电池热管理回路的冷却液循环和液量的稳定，保障系统的换热效率。第二水泵140为电驱回路水泵，用于保证电驱模块热管理回路的冷却液循环和液量的稳定，保障系统的换热效率。其中，电驱模块包括但不限于：高压配电单元(power distribution unit，PDU)、电机控制单元(motor control unit，MCU)以及驱动(motor)。冷凝器150用于将液态冷媒蒸发，使冷媒由液态变为气态。应理解，冷媒由液态变为气态的过程需要吸收环境中的热量。储液罐160用于存储冷媒。电池冷却器170可以用于对冷媒进行冷却，使冷媒由气态变为液态。应理解，冷媒由气态变为液态的过程能够向环境中释放热量。
在一些可能的实现方式中，储液罐160也可以为其他形态，例如，可以将储液罐160设置为板状，以使储液罐160与集成基板110堆叠安装。
在一些可能的实现方式中，冷却器(chiller)和蒸发器分别是不同的装置。
在另一些可能的实现方式中，冷却器和蒸发器可以是同一个装置，在制热过程中该装置相当于冷却器，在制冷过程中该装置相当于蒸发器。
在本申请的热管理系统中，冷却器和蒸发器的功能由电池冷却器170实现。然而，本领域技术人员根据本申请的构思，可以用两个装置实现冷却器和蒸发器的功能，此方案也应包含在本申请的保护范围之内。
在图1所示的热管理系统1000中，冷凝器150、储液罐160和电池冷却器170除了与集成基板110相接的一侧设置有相应的接口外，在另一侧，各部件也设置有相应接口，分别为：冷凝器150上设置有冷凝器入口，用于与压缩机出口相连接；电池冷却器170上设置有电池冷却器入口，用于与压缩机入口相连接；储液罐160设置有储液罐接口，用于与HVAC相连接。
压缩机200，是一种将气体压缩并同时提升气体压力的机械。该压缩机包括输入口和输出口。低温气态的冷媒可以从输入口进入压缩机。压缩机可以对该气态的冷媒进行压缩，以使该冷媒从低温气态转换为变为高温高压气态。压缩后的冷媒从输出口输出。
间热模块300可以包括正温度系数热敏电阻(positive temperature coefficient，PTC)310、间热模块基板320、三通阀330和第三水泵340。间热模块基板320包括水基板，该 水基板与集成基板110相接，更具体地，与冷却液基板111相接。三通阀330分别与电池冷却器170和水基板相连接。第三水泵340为乘客舱回路水泵，用于保证乘员舱热管理回路的冷却液循环和液量的稳定，保障系统的换热效率。
在一些可能的实现方式中，图1中其他部件也可以被集成到中央集成模块100上。例如，可以将间热模块基板320中的水基板集成到集成基板110，进一步地，将三通阀330和第三水泵340集成到中央集成模块100上；或者，也可以将一个或多个电子膨胀阀(electronic expansion valve，EXV)集成到中央集成模块100。应理解，电子膨胀阀是利用被调节参数产生的电信号，控制施加于电子膨胀阀上的电压或电流，进而控制冷媒的流量的装置。当电子膨胀阀开启时，电子膨胀阀可以起到节流和减压的作用。
图1所示的热管理系统1000的完整框架爆炸图集成后的形态如图2中的(a)所示(压缩机200未画出)。在一些可能的实现方式中，热管理系统1000也可以不包括间热模块300和TDU400，仅包括如图2中的(b)的中央集成模块100。在一些可能的实现方式中，热管理系统100也可以被拆分为四个模块，灵活分开布置。例如，对于布置困难的前舱，可以分别将中央集成模块100、间热模块200、压缩机200和TDU400布置在不同位置。还需说明的是，压缩机200和TDU400支持选用已量产的压缩机及TDU。
本申请实施例提供的一种热管理系统，使用冷却液基板替代水管，简化水路设计的复杂度，降低水道布局占用的空间体积，还能够降低管路冗长造成的余热浪费；通过将冷却液基板与冷媒基板集成布置，能够提高板换散热空间的利用率，有效降低热管理系统的占用空间。此外，本申请提供的热管理系统支持各模块的灵活布置，当某个模块中的某个部件失效时，只需要维护或更换该部件所在模块，有助于降低热管理部件维护或更换代价。
以下结合图3说明冷却液基板111的结构以及冷却液基板111与各热管理部件以及各模块之间的连接关系。需要说明的是，图3所示的冷却液基板111的结构仅为示例性说明，本领域技术人员根据本申请的构思，可以更改接口位置及接口处的连接关系，此方案也应包含在本申请的保护范围之内。
图3示出了本申请实施例提供的一种用于热管理系统的冷却液基板的结构示意图。其中，图3中的(a)为冷却液基板111的立体结构示意图；图3中的(b)为冷却液基板111用于安装水泵等部件一侧的平面图；图3中的(c)为冷却液基板111与冷媒基板112接触一侧的平面图。从图3中的(a)中可以看出，冷却液基板111包括第一子基板1111、第三子基板1112和第二子基板1113。其中，第一子基板1111的第一侧用于安装水泵等部件，第二子基板1113的第一侧与冷媒基板112相接触，第三子基板1112为设置于第一子基板1111和第二子基板1113之间的基板。更具体地，第一子基板1111的第二侧设置有多条冷却液流道，与多通阀120的部分接口相连通；第二子基板1113的第二侧也设置有多条冷却液流道，与多通阀120的剩余的部分接口及相连通；第三子基板的第一侧和第二侧分别设置有与第一子基板1111的第二侧和第二子基板1113的第二侧相匹配的冷却液流道，使得三个子基板密封连接时，能够构成两层冷却液流道。
在本申请实施例中，通过控制多通阀120控制各冷却液流道之间是否相通，从而控制热管理系统的换热情况。在一些可能的实现方式中，多通阀120为九通阀，则三层基板间至少包含9条冷却液流道，分别与九通阀的九个子接口相连通。
从图3中的(b)和(c)可以看出，冷却液基板111可以包括接口01至接口17。示 例性地，接口01至10设置于冷却液基板111用于安装水泵等部件的一侧。其中，接口01和接口02分别与电池回路相连接；接口03与PTC相连接，此外，接口07与三通阀相连接，三通阀的两个端口分别与接口07上的两个接口相连接，剩余的一个端口与HVAC的板式换热器(heat exchanger，HEX)相连接，使得PTC、HEX和冷却液基板构成乘员舱热管理回路；接口04至06为水泵接口，分别用于与图1中的第二水泵140、第一水泵130和第三水泵340相接，并且，接口01与接口04、接口02与接口05、接口03与接口06分别相通；接口08用于与单通阀相接；接口10用于与多通阀120相接，其中接口10包括子接口1至9。接口11至17设置于冷却液基板111与冷媒基板112接触的一侧，其中，接口11通过三通阀与膨胀水壶与电驱模块连接，其中，膨胀水壶用于为热管理系统加注或补偿冷却液；接口12用于绕过前端模块的散热器直接与电驱模块的另一接口相接；接口13用于与前端模块的散热器相接。接口14和接口16与冷凝器相接；接口15和接口17与冷却器(chiller)相接。需要说明的是，电驱模块、前端模块的散热器以及接口12通过三通阀相接。还需说明的是，冷却液基板111还设置有多个紧固件通孔及紧固件盲孔，以便将各水泵以及冷媒基板等安装到冷却液基板111上。
还需说明的是，接口01、接口02、接口03、接口07、接口11、接口12、接口13、接口15以及接口17分别通过冷却液基板中的九条流道与接口10中的九个子接口相连通。一示例，接口01和接口02分别通过两条流道与接口10的子接口4和子接口7相连通；接口03和接口07分别通过两条流道与接口10的子接口1和子接口8相连通；接口12和接口13分别通过两条流道与接口10的子接口5和子接口9相连通；接口13通过一条流道与接口10的子接口9相连通；接口15和接口17分别通过两条流道与接口10的子接口3和子接口6相连通。在一些可能的实现方式中，九通阀120可以控制上述子接口1至9中任意两个子接口之间的连通与断开，从而控制冷却液基板中的九条流道之间的连通与断开，进而实现对各热管理部件之间的冷却液循环的控制。
在一些可能的实现方式中，冷却液基板111上还安装有水温传感器，使得控制模块可以根据从水温传感器获取的温度信号，调节热管理系统的工作模式。示例性地，控制模块可以为TDU400，或者也可以为其他热管理控制模块，本申请实施例对此不作具体限定。
本申请实施例提供的一种冷却液基板，能够替代水管，简化水路设计的复杂度；进一步地，冷却液基板中通过三层基板构造冷却液流道布局，能够提高冷却液流道集成程度，降低冷却液基板体积，进一步缩小热管理系统占用空间。此外，结合多通阀控制冷却液流道之间的连通与断开，实现对电池热管理、乘员舱热管理、以及电驱系统热管理三大系统的灵活管控。
图4示出了本申请实施例提供的一种热管理部件的架构爆炸图示意。更具体地，图4所示的爆炸图为图2中的(b)所示的中央集成模块100的爆炸图示意。从图4中可看出，中央集成模块100除了图1中示出的各部件外，还包括膨胀阀190、单通阀1100、三通阀330、第三水阀340以及型材支架181和182。其中，膨胀阀190起节流降压的作用，经冷凝器150冷凝后的高压制冷剂液体经过节流阀时，因受阻而使压力下降，导致部分制冷剂液体气化，同时吸收气化潜热，其本身温度也相应降低，成为低温低压的湿蒸汽，然后进入电池冷却器170。膨胀阀190还能够控制冷媒的流量，保证蒸发器的出口完全为气态制冷剂。在一些的实现方式中，该膨胀阀190可以为电子膨胀阀。此外，储液罐160也采 用堆叠安装方式，设置于冷媒基板112和电池冷却器170之间。具体地，储液罐160直接安装在冷媒基板112上，使用型材支架181和182将电池冷却器170堆叠安装在储液罐160上方。当需要增加或减少储液罐160体积时，可以只调节储液罐160的高度，进而调节安装在储液罐160两侧的型材支架181和182的高度，以此控制电池冷却器170和储液罐160之间的间隙。
冷媒基板112上设置有与冷却液基板111的接口11至17对应的通孔，以使冷却液基板111的接口11至17能够穿过冷媒基板112与相应部件和模块连接。此外，冷媒基板112用于安装冷凝器和电池冷却器的一侧还设置有与电池冷却器(中实现蒸发器功能的部件)相连接的接口11201和11202；冷媒基板112上还设置有与储液罐160相连接的接口11203，以及与膨胀阀190相连接的接口11204。此外，冷媒基板112上还设置有多个紧固件通孔及紧固件盲孔，以便装配。
冷凝器150和电池冷却器170除了与集成基板110相接的一侧设置有相应的接口外，在另一侧，各部件也设置有相应接口，分别为：冷凝器150上设置有冷凝器入口，用于与压缩机出口相连接；电池冷却器170上设置有冷媒出口，通过三通阀与压缩机入口相连接。
在一些可能的实现方式中，还可以通过锻造或压铸等方式在冷媒基板112上做出储藏冷媒的空间，以扩展冷媒存储容量。
在一些可能的实现方式中，冷媒基板112与冷却液基板111等幅面堆叠安装。需要说明的是，“等幅面”是指冷媒基板112与冷却液基板111相接触的方向上的面积大致相等。
本申请实施例提供的一种热管理部件及系统，通过将冷却液基板和冷媒基板堆叠安装，实现冷却液系统和冷媒系统的集成，进而提高热管理系统的体积利用率，有效降低热管理部件的占用空间(传统热管理部件整车占用空间可达100L左右，本申请实施例提供的集成式热管理系统可节约55L的占用空间)。储液罐和集成基板采用上下层堆叠布局，能够解决集成模块幅面的平面空间不足的问题，进而储液罐高度方向上的灵活调节，结合两侧型材支架的抬升或降低，能够调节中央集成模块实际占用的空间体积。因此，支持储液罐体积增加的需求演进。此外，直接在冷媒基板的金属基板本体做出冷媒储藏空间，能够实现储液扩展功能，实现最大化空间利用。
在一些可能的实现方式中，图1和图4所示的多通阀120、第一水泵130、第二水泵140也可以设置在冷却液基板111和冷媒基板112之间。
在一些可能的实现方式中，冷媒基板112内部也可以不设置冷媒流道，即冷媒基板112主要起承载各热管理部件的作用。应理解，本领域技术人员根据本申请的构思，将冷媒基板112更改为其他基板，与冷却液基板111堆叠设置的方案也应包含在本申请的保护范围之内。
以上结合图1至图4说明了热管理系统可能具有的零部件以及具体结构。以下将结合图1和图4，说明本申请实施例提供的热管理系统的装配方式。
示例性地，以图1中的热管理系统为例，其装配顺序可以为：
1、使用紧固件将储液罐160、电池冷却器170和冷凝器150依次锁紧至冷媒基板112；
2、使用紧固件将冷却液基板111锁紧至冷媒基板112；
3、使用紧固件将多通阀120、单通阀、水温传感器以及水泵130和140依次锁紧至冷却液基板111暴露在外部的一侧；
至此，中央集成模块100装配完成。
4、使用紧固件将钣金安装至中央集成模块100的侧面；
5、使用紧固件将间热模块300通过钣金在中央集成模块100上；
6、使用紧固件将压缩机200和TDU400依次安装在中央集成模块100上。
其中，紧固件可以为螺钉，也可以为铆钉，或者其他紧固件，本申请实施例对此不作具体限定。
图4所示的热管理系统中中央集成模块100的装配顺序可以为：
1、使用紧固件将膨胀阀190、冷凝器150、储液罐160、型材支架181和182依次锁紧至冷媒基板112；
2、使用紧固件将电池冷却器170锁紧至型材支架181/182上；
3、使用紧固件将冷却液基板111锁紧至冷媒基板112；
4、使用紧固件将多通阀120、单通阀1100、三通阀330、水温传感器以及水泵130、140和340依次锁紧至冷却液基板111暴露在外部的一侧。
至此，中央集成模块100装配完成。进一步地，可以通过“积木式”拼装将压缩机、PTC和TDU等热管理部件安装至中央集成模块100上。
上述装配顺序仅为示例性说明，各组件之间的装配顺序不应理解为对本申请实施例的限制。在一些可能的实现方式中，上述各组件之间的装配顺序可以更改。
本申请实施例提供的一种热管理系统，通过使用冷却液基板和冷媒基板实现对水管及空调管的替换，减少水管及冷媒管道的布局设计的难度，简化装配流程，降低装配难度，通过对模块化架构进行积木式拼装能够有效提升整车装配效率。
图5示出了本申请提出的一种热管理系统的示意性结构，该热管理系统可以包括冷却液循环系统及冷媒循环系统。如图5所示，以图1中的多通阀120为九通阀为例，说明九通阀与各热管理部件之间的连接关系，其中九通阀包括接口1至9。应理解，九通阀与冷却液基板111相连接，通过控制九通阀的接口1至9中任意两个接口之间的连通或断开，可以控制冷却液基板与各热管理回路之间是否连通。以下将“冷却液基板和九通阀”简化为“九通阀”进行描述，应理解的是，“装置1与九通阀相连接”代表“装置1通过九通阀与冷却液基板相连接，九通阀的某个接口的开闭控制装置1与冷却液基板之间是否连通”。具体地，压缩机、冷凝器、第一电子膨胀阀(EXV_1)和蒸发器依次连接形成乘员舱制冷回路；当执行乘员舱单独制冷工况时，乘员舱制冷回路启动。压缩机、冷凝器、九通阀、第二电子膨胀阀(EXV_2)和冷却器依次连接形成乘员舱热泵制热回路；当执行乘员舱单独热泵制热工况时，乘员舱热泵制热回路启动。冷凝器、九通阀、第三水泵、PTC、板式换热器(heat exchanger，HEX)和三通阀依次连接形成乘员舱PTC制热回路；当执行乘员舱PTC单独制热工况时，乘员舱PTC制热回路启动。电池、第一水泵和九通阀依次连接构成电池加热回路；电池、第一水泵、九通阀和冷却器依次连接构成电池第一换热回路；电池、第一水泵、九通阀、冷却器和冷凝器依次连接构成电池第二换热回路。第二水泵、电驱模块和九通阀依次连接构成电驱换热回路。需要说明的是，冷却器和蒸发器的功能可以由上文所述的电池冷却器170实现。
还需说明的是，本申请实施例提出的热管理系统中可以包括TDU，用于接收指令，该指令指示热管理系统的工作模式。在一些可能的实现方式中，也可以采用其他控制单元 接收指令以控制热管理系统的工作模式，本申请实施例对此不作具体限定。示例性地，TDU根据接收到的指令控制上述装置，使本申请提供的热管理系统至少可以支持20种模式。例如，TDU可以获取第一指令，该第一指令指示热管理系统在模式一工作。又例如，TDU可以获取第二指令，该第二指令指示热管理系统在模式二工作。进一步地，通过控制九通阀管路的切换，以及单通阀和三通阀各接口的开闭情况，能够实现对电池热管理、乘员舱空调热管理和电驱热管理三大系统共20余种场景的热管理控制。
示例性地，下面结合图6至图8分别介绍几种热管理模式。
模式一：乘员舱回路制冷、电池回路均温、电驱回路散热。
在模式一下，控制九通阀的接口1与接口2、接口3与接口4、接口6与接口7、接口5与接口8分别相通。
控制以下装置处于开启状态：控制EXV_1开启、EVAP开启、控制三通阀与冷凝器和HEX相接的两个接口开启。
控制以下装置处于关闭状态：控制冷凝器处风门关闭，使其不进行换热，即，冷凝器此时仅起导通作用。控制EXV_2处于关闭状态，即，此时冷却器仅起导通作用。控制PTC不进行加热，仅起导通作用。使得各个模块按照图6中所示的水路运转方式工作，其中，回路a为乘客舱制冷回路，回路b为电池均温回路，回路c为电驱散热回路。水分别在回路b和回路c中循环，冷媒在回路a中循环。
模式二：乘员舱回路热泵加热、电池回路加热、电驱回路散热。
在模式二下，控制九通阀的接口2与接口3、接口5与接口6、接口4与接口7、接口1与接口8分别相通。
控制以下装置处于开启状态：控制EXV_2开启、控制散热器开启。
控制冷凝器处的风门开启，使冷凝器进行换热，即，在第一模式下冷凝器起冷凝作用。
控制以下装置处于关闭状态：控制EXV_1和EVAP处于关闭状态，控制PCT加热功能关闭。使得各个模块按照图7中所示的水路运转方式工作，其中，回路d为乘客舱热泵制热回路，回路e为电池加热回路，回路f为电驱散热回路。水分别在回路e和回路f中循环，冷媒在回路d中循环。
模式三：乘员舱回路PTC加热、电池回路加热、电驱回路散热。
在模式三下，控制九通阀的接口2与接口3、接口5与接口6、接口4与接口7、接口1与接口8分别相通。
控制以下装置处于开启状态：控制PTC开启、控制三通阀的三个接口导通。
控制以下装置处于关闭状态：控制冷凝器处风门关闭，使其不进行换热，即，冷凝器此时仅起导通作用。控制EXV_1、EXV_2处于关闭状态，即，此时冷却器仅起导通作用。使得各个模块按照图8中所示的水路运转方式工作，其中，回路d1为乘客舱PTC制热回路，回路e为电池加热回路，回路f为电驱散热回路。水分别在回路d1、回路e和回路f中循环。
应理解，通过控制单通阀、三通阀和九通阀不同接口的开关情况，还可以实现乘员舱回路单独制冷或制热工况，电池回路单独加热、制冷或均温工况，以及电驱回路单独加热或散热工况，还可以实现除了上述模式一至三之外的其他模式的组合。
本申请实施例提供的一种热管理系统，通过九通阀、三通阀和单通阀的组合控制方式， 在有限的冷却液流道空间中利用多条冷却液流道可以实现对整车进行的二十余种热管理模式。
本申请实施例还提供一种车辆，如图9所示，该车辆2000可以包括如图1或图2中的(a)所示的热管理系统1000；或者，也可以包括如图2中的(b)或图4所示的中央集成模块100；或者，也可以包括如图3所示的冷却液基板111。
本领域普通技术人员可以意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、或者计算机软件和电子硬件的结合来实现。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本申请的范围。
所属领域的技术人员可以清楚地了解到，为描述的方便和简洁，上述描述的系统、装置和单元的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
在本申请所提供的几个实施例中，应该理解到，所揭露的系统、装置和方法，可以通过其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如，所述单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。
所述功能如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(Read-Only Memory，ROM)、随机存取存储器(Random Access Memory，RAM)、磁碟或者光盘等各种可以存储程序代码的介质。
以上所述，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以所述权利要求的保护范围为准。

Claims (15)

  1. 一种热管理部件，其特征在于，包括：第一基板(111)和第二基板(112)；
    其中，所述第一基板(111)设置有至少7个接口，所述第一基板(111)内设置有至少7条流道，所述至少7条流道与所述至少7个接口相连通，所述第一基板(111)设置有控制阀，所述控制阀用于通过控制所述至少7条流道之间的连通进而控制所述至少7个接口之间的连通；
    所述第二基板(112)设置于所述第一基板(111)的第一侧，所述第二基板(112)上设置有与所述第一基板(111)的第一侧上设置的接口对应的贯穿孔，所述第一基板(111)的第一侧上设置的接口穿过各自对应的所述贯穿孔。
  2. 根据权利要求1所述的热管理部件，其特征在于，所述至少7个接口包括第一接口至第七接口，其中，所述第一接口和第二接口用于与乘客舱热管理回路相连接，第三接口和第四接口用于与电池热管理回路相连接，第五接口和第六接口用于与电驱系统热管理回路相连接，所述第七接口用于与补液容器相连接，所述补液容器用于为热管理系统加注或补偿冷却液，所述热管理系统包括所述乘客舱热管理回路、所述电池热管理回路和所述电驱热管理回路。
  3. 根据权利要求1或2所述的热管理部件，其特征在于，所述第一基板(111)的第一侧上设置的所述接口包括第八接口和第九接口，所述第八接口与所述第九接口穿过各自对应的所述贯穿孔与第一热管理设备相连接，所述第一热管理设备为冷凝器(150)、电池冷却器(170)中的一个。
  4. 根据权利要求3所述的热管理部件，其特征在于，所述第一基板(111)的第一侧上设置的所述接口还包括第十接口和第十一接口，所述第十接口与所述第十一接口穿过各自对应的所述贯穿孔与第二热管理设备相连接，所述第二热管理设备为所述冷凝器(150)和所述电池冷却器(170)中除所述第一热管理设备之外的设备。
  5. 根据权利要求1至4中任一项所述的热管理部件，其特征在于，所述第二基板(112)内部设置有用于存储冷媒的腔体。
  6. 根据权利要求1至5中任一项所述的热管理部件，其特征在于，所述第二基板(112)的第一侧设置有冷媒容器接口，所述冷媒容器接口用于与冷媒容器(160)相连接；所述冷媒容器(160)堆叠设置在所述第二基板(112)的第一侧，其中所述第二基板(112)的第一侧为背离所述第一基板(111)的一侧。
  7. 根据权利要求6所述的热管理部件，其特征在于，所述热管理部件还包括：
    第一型材支架(181)和第二型材支架(182)，用于将第一热管理设备或第二热管理设备堆叠安装在所述冷媒容器(160)上方。
  8. 根据权利要求1至7中任一项所述的热管理部件，其特征在于，所述控制阀设置于所述第一基板(111)的第二侧，所述第一基板(111)的第二侧为背离所述第二基板(112)的一侧。
  9. 根据权利要求1至8中任一项所述的热管理部件，其特征在于，所述第一基板(111)的第二侧设置有一个或多个水泵接口，所述一个或多个水泵接口用于安装水泵，所述水泵 用于控制所述热管理系统的冷却液循环。
  10. 根据权利要求1至9中任一项所述的热管理部件，其特征在于，所述第一基板(111)包括：
    第一子基板(1111)、第二子基板(1113)和第三子基板(1112)，所述第三子基板(1112)设置于所述第一子基板(1111)和所述第二子基板(1113)之间；
    所述第一子基板(1111)的内侧设置有N条半流道，所述第二子基板(1113)的内侧设置有M条半流道，所述第三子基板(1112)的一侧设置有与所述第一子基板(1111)的内侧对应的N个半流道，所述第三子基板(1112)的另一侧设置有与所述第二基板(1113)的内侧对应的M条半流道，以形成所述至少7条流道，其中，M、N为大于或等于1的正整数。
  11. 根据权利要求1至10中任一项所述的热管理部件，其特征在于，所述第一基板(111)为冷却液基板，所述至少7条流道用于冷却液流通；
    所述第二基板(112)为冷媒基板，所述冷媒基板内部设置有用于冷媒流通的流道。
  12. 一种集成热管理系统，其特征在于，包括：
    冷却液系统、冷媒系统、乘客舱热管理回路、电池热管理回路和电驱热管理回路，所述冷却液系统用于通过冷却液循环控制所述乘客舱热管理回路、所述电池热管理回路和所述电驱热管理回路的热交换，所述冷媒系统用于通过冷媒循环控制所述乘客舱热管理回路的热交换；
    其中，所述冷却液系统包括如权利要求1至11中任一项所述的第一基板(111)，所述冷媒系统包括如权利要求1至11中任一项所述的第二基板(112)。
  13. 根据权利要求12所述的集成热管理系统，其特征在于，通过所述第一基板(111)的第一侧设置的所述控制阀控制所述冷却液系统的工作模式，所述工作模式包括：
    第一模式，在所述第一模式下，所述乘客舱热管理回路、所述电池热管理回路和所述电驱热管理回路中的一个回路单独运行；
    第二模式，在所述第二模式下，所述乘客舱热管理回路、所述电池热管理回路和所述电驱热管理回路中的至少两个回路并行运行。
  14. 根据权利要求12或13所述的集成热管理系统，其特征在于，所述集成热管理系统还包括控制模块(400)，所述控制模块(400)用于根据电驱系统温度、乘客舱温度和电池系统温度中的至少一个，控制所述冷却液系统和/或所述冷媒系统。
  15. 一种车辆，其特征在于，包括如权利要求1至11中任一项所述的热管理部件，或者，权利要求12至14中任一项所述的集成热管理系统。
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