Electrically-driven cooling system, thermal management system, control method and carrier

Abstract

The invention relates to the field of cooling, and discloses an electrically-driven cooling system, a thermal management system, a control method and a carrier. The electrically-driven cooling system comprises a cooling liquid loop, the cooling liquid loop comprises a liquid inlet end, a liquid outlet end, a control assembly, a heat exchanger and a control valve, the control assembly and the heat exchanger are connected between the liquid inlet end and the liquid outlet end, the control assembly is communicated with the liquid inlet end and the liquid outlet end, and the control valve is connected between the heat exchanger and the liquid inlet end or the liquid outlet end. The flow of cooling liquid flowing through the heat exchanger is controlled; the lubricating oil loop comprises a motor assembly and an oil pump, and the motor assembly, the oil pump and the heat exchanger are connected in series to form a loop. Cooling liquid flow of the heat exchanger is adjusted through the control valve, lubricating oil temperature control is achieved, and the problem that mechanical abrasion is aggravated or motor efficiency is reduced due to lubricating oil overcooling is solved. In addition, the control assembly is directly communicated with the liquid inlet end and the liquid outlet end, continuous heat dissipation is guaranteed, and therefore the cooling requirement of the control assembly can be guaranteed, and the working temperature of lubricating oil can be optimized.

Description

Technical Field

[0001] The present invention relates to the field of cooling technology, and in particular to an electric drive cooling system, a thermal management system, a control method, and a vehicle. Background Art

[0002] In an electric drive cooling system, coolant typically flows through the electronic control system and a heat exchanger, cooling both through heat exchange. The heat exchanger is connected to the motor assembly, allowing the lubricating oil in the motor assembly to enter the heat exchanger for heat exchange, thereby cooling the motor assembly. This cooling method utilizes the circulation of coolant to dissipate heat generated by the operation of the electronic control system and motor assembly, ensuring that the electric drive system operates at an optimal temperature.

[0003] However, existing electric drive cooling systems can easily lead to increased mechanical wear of the motor assembly and reduced motor efficiency. Summary of the Invention

[0004] In view of this, the present invention provides an electric drive cooling system, a thermal management system, a control method and a vehicle to solve or improve the problem that the electric drive cooling system easily causes mechanical wear of the motor assembly or reduced motor efficiency.

[0005] In a first aspect, the present invention provides an electric drive cooling system, comprising:

[0006] A coolant circuit, comprising a liquid inlet, a liquid outlet, a control assembly, a heat exchanger, and a control valve. The coolant flow channel of the control assembly is connected between the liquid inlet and the liquid outlet, and is in communication with the liquid inlet and the liquid outlet, respectively. The heat exchanger is connected between the liquid inlet and the liquid outlet. The control valve is connected between the heat exchanger and the liquid inlet, or between the heat exchanger and the liquid outlet, and is used to control the flow of coolant flowing through the heat exchanger.

[0007] The lubricating oil circuit includes a motor assembly and an oil pump. The motor assembly, the oil pump and the heat exchanger are connected in series, and the lubricating oil circuit and the coolant circuit can exchange heat through the heat exchanger.

[0008] In an optional embodiment, the coolant flow channel of the control assembly is connected in series with the heat exchanger, the control valve is a distribution valve, and is provided at the inlet end of the heat exchanger, the control valve includes a first outlet and a second outlet, and the control valve can adjust the flow of both the first outlet and the second outlet, the first outlet is connected to the inlet end of the heat exchanger, and the second outlet is connected to the outlet end of the heat exchanger;

[0009] or,

[0010] The control valve and the heat exchanger are connected in series to form a series branch, and the series branch is connected in parallel with the coolant flow channel of the control component.

[0011] In an optional embodiment, the control valve is mounted on the outer wall of the motor assembly.

[0012] In a second aspect, the present invention further provides a thermal management system, comprising:

[0013] an electric drive cooling system as described above;

[0014] The heat pump system is connected to the coolant circuit and can exchange heat with the coolant circuit.

[0015] In an optional embodiment, the heat pump system includes a first evaporator and a condenser, and the refrigerant flow channels of the first evaporator and the condenser are connected in series, and the thermal management system further includes a switching device and a warm core;

[0016] Wherein, the coolant flow channel of the condenser is connected in series with the heater core to form a loop;

[0017] The liquid inlet, the liquid outlet and both ends of the first evaporator are all connected to the switching device, and in the first recovery mode, the switching device connects the coolant flow channel of the first evaporator and the coolant circuit in series to form a loop.

[0018] In an optional embodiment, the heat pump system further includes a second evaporator, the refrigerant flow passages of the second evaporator and the first evaporator are connected in parallel, and the second evaporator is used to be installed in the air conditioning box;

[0019] And / or, the thermal management system further includes a heat exchange device, which is connected between the switching device and the liquid inlet end. In the second recovery mode, the switching device connects the heat exchange device, the coolant circuit and the first evaporator in series to form a circuit.

[0020] In an optional embodiment, the thermal management system further includes a battery;

[0021] Both ends of the coolant flow channel of the condenser are connected to the switching device, and both ends of the coolant flow channel of the battery are connected to the switching device;

[0022] In the first recovery mode or the second recovery mode, the switching device connects the battery and the condenser in series to form a loop.

[0023] In an optional embodiment, in the first heat dissipation mode, the switching device connects the coolant circuit and the condenser in series to form a loop;

[0024] And / or, the thermal management system further comprises a heat exchange device, the heat exchange device being connected between the switching device and the liquid inlet end, wherein in the second heat dissipation mode, the switching device connects the condenser, the coolant circuit, and the heat exchange device in series to form a loop;

[0025] And / or, in the first heat dissipation mode or the second heat dissipation mode, the switching device connects the battery and the first evaporator in series to form a loop.

[0026] In an optional embodiment, the thermal management system further comprises a one-way valve, wherein an inlet end of the one-way valve is connected between an inlet end of the condenser and the switching device, and an outlet end of the one-way valve is connected between an outlet end of the condenser and the switching device;

[0027] And / or, the thermal management system further includes an electric heater connected to the outlet end of the condenser.

[0028] In a third aspect, the present invention further provides a control method, which is implemented based on the above-mentioned electric drive cooling system or the above-mentioned thermal management system, comprising:

[0029] Obtain the vehicle's operating speed and the lubricating oil temperature in the motor assembly;

[0030] Obtain the vehicle's operating speed and the lubricating oil temperature in the motor assembly;

[0031] Under the condition that the operating speed is less than a preset speed threshold, if the lubricating oil temperature is less than a first temperature threshold, reducing the opening of the control valve; if the lubricating oil temperature is greater than the first temperature threshold, increasing the opening of the control valve;

[0032] Under the condition that the operating speed is greater than the preset speed threshold, if the lubricating oil temperature is less than a second temperature threshold, the control valve opening is reduced; if the lubricating oil temperature is greater than the second temperature threshold, the control valve opening is increased.

[0033] In a fourth aspect, the present invention further provides a vehicle comprising the electric drive cooling system as described above or the thermal management system as described above, or using the control method as described above.

[0034] The electric drive cooling system provided by this invention uses a control valve to regulate the coolant flow rate through the heat exchanger to control lubricating oil temperature, preventing excessive cooling of the lubricating oil, which can lead to increased mechanical wear and reduced motor efficiency. Furthermore, direct communication between the control component and the liquid inlet and outlet ensures continuous heat dissipation, thereby ensuring both control component cooling requirements and optimizing the lubricating oil operating temperature.

[0035] The thermal management system and vehicle provided by the present invention, since they include the electric drive cooling system provided by the present invention, also include all the above-mentioned advantages of the electric drive cooling system.

[0036] The control method provided by the present invention is implemented based on the electric drive cooling system provided by the present invention, and therefore, it also includes all the above advantages of the electric drive cooling system. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0038] Figure 1 A schematic diagram of the principle of an electric drive cooling system provided by an embodiment of the present invention;

[0039] Figure 2 A schematic diagram of the principle of a thermal management system provided by an embodiment of the present invention;

[0040] Figure 3 A schematic diagram of another thermal management system provided by an embodiment of the present invention;

[0041] Figure 4 A flow chart of a control method provided in an embodiment of the present invention.

[0042] Description of reference numerals:

[0043] 1. Coolant circuit; 101. Liquid inlet; 102. Liquid outlet; 103. Control assembly; 104. Heat exchanger; 105. Control valve; 1051. First outlet; 1052. Second outlet; 106. Bypass branch; 107. Converter; 2. Lubricating oil circuit; 201. Motor assembly; 2011. Stator oil circuit; 2012. Rotor oil circuit; 2013. Reducer oil circuit; 2014. Oil pan; 202. Oil pump ; 203, coarse filtration; 204, filter press; 3, heat pump system; 301, first evaporator; 302, second evaporator; 303, condenser; 304, expansion valve; 305, compressor; 4, switching device; 5, warm core; 6, heat exchange device; 7, battery; 8, one-way valve; 9, electric heater; 10, air conditioning box; 11, connecting branch; 12, liquid outlet branch; 13, liquid return branch; 14, circulation pump; 15, connecting branch. DETAILED DESCRIPTION

[0044] To make the purpose, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without making creative efforts shall fall within the scope of protection of the present invention.

[0045] In an electric drive cooling system, coolant typically flows through the electronic control system and a heat exchanger, cooling both through heat exchange. The heat exchanger is connected to the motor assembly, allowing the lubricating oil in the motor assembly to enter the heat exchanger for heat exchange, thereby cooling the motor assembly. This cooling method utilizes the circulation of coolant to dissipate heat generated by the operation of the electronic control system and motor assembly, ensuring that the electric drive system operates at an optimal temperature.

[0046] However, existing electric drive cooling systems can easily lead to increased mechanical wear and reduced motor efficiency in the motor assembly. Therefore, the present invention aims to identify and address the causes of increased mechanical wear and reduced motor efficiency in the motor assembly.

[0047] The inventors discovered that when the lubricating oil temperature is low during operation in an electric drive cooling system, the heat exchanger continues to cool the oil. This causes the oil's viscosity to increase, impairing its fluidity. This makes it difficult to form a good lubricating film on the surfaces of moving parts such as motor bearings and gears, thereby exacerbating mechanical wear. Furthermore, low-temperature lubricating oil increases the motor's internal resistance and rotor inertia, reducing motor efficiency and significantly increasing energy consumption.

[0048] In order to solve or improve the problem that the electric drive cooling system easily causes mechanical wear of the motor assembly or reduced motor efficiency, an electric drive cooling system, a thermal management system, a control method and a vehicle are provided in an embodiment of the present invention.

[0049] The following combination Figures 1 to 4 , describing the electric drive cooling system provided in an embodiment of the present invention.

[0050] Specifically, the electric drive cooling system includes a coolant circuit 1 and a lubricating oil circuit 2.

[0051] The coolant circuit 1 includes a liquid inlet 101 , a liquid outlet 102 , a control component 103 , a heat exchanger 104 and a control valve 105 .

[0052] Alternatively, the liquid inlet 101 or the liquid outlet 102 may be a pipe joint, a pipeline, or a valve. The liquid inlet 101 is used to supply coolant to the coolant circuit 1, and the liquid outlet 102 is used to discharge the coolant from the coolant circuit 1. It will be understood that the liquid inlet 101 and the liquid outlet 102 are used to connect to a cooling device to cool the coolant. The cooling device may be the heat exchange device 6 or the evaporator of the heat pump system 3, as will be described below.

[0053] It should be noted that the terms "liquid inlet," "liquid outlet," "inlet," and "outlet" in this application are used to distinguish different ports within the flow channel of the relevant device and to define the direction of fluid flow within the flow channel. For example, the liquid inlet and inlet ports may also serve as ports for fluid outflow in some circumstances, and similarly, the liquid outlet and outlet ports may also serve as ports for fluid inflow in some circumstances.

[0054] The coolant flow channel of the control component 103 is connected between the liquid inlet end 101 and the liquid outlet end 102, and the control component 103 maintains communication with the liquid inlet end 101 and the liquid outlet end 102 respectively. For example, the control component 103 includes but is not limited to a motor control system. Optionally, the control component 103 is provided with a coolant flow channel, with the inlet end of the control component 103 communicating with the liquid inlet end 101 and the outlet end of the control component 103 communicating with the liquid outlet end 102, so that the coolant entering from the liquid inlet end 101 can always flow through the control component 103.

[0055] The heat exchanger 104 is connected between the liquid inlet 101 and the liquid outlet 102. For example, the heat exchanger 104 may be an oil cooler, with the coolant flow path of the heat exchanger 104 connected between the liquid inlet 101 and the liquid outlet 102. The control valve 105 is disposed between the heat exchanger 104 and the liquid inlet 101 or the liquid outlet 102 and is used to control the flow of coolant through the heat exchanger 104. In other words, the heat exchanger 104 is connected to the liquid inlet 101 or the liquid outlet 102 via the control valve 105.

[0056] Lubricating oil circuit 2 includes a motor assembly 201 and an oil pump 202. These components, along with the heat exchanger 104, are connected in series to form a circuit. Specifically, the oil flow paths of the motor assembly 201, the oil pump 202, and the heat exchanger 104 are connected in series. Heat exchanger 104 allows heat exchange between the lubricating oil circuit 2 and the coolant circuit 1. In other words, the motor assembly 201 is connected to the heat exchanger 104, and the oil pump 202 is connected between them, driving the flow of lubricating oil between them.

[0057] refer to Figure 1As shown, heat exchanger 104 optionally includes an oil flow channel and a coolant flow channel, and heat exchange can be performed between the oil flow channel and the coolant flow channel. The coolant flow channel has ports A and B at both ends, which are connected to the liquid inlet 101 and the liquid outlet 102, respectively. The oil flow channel has ports C and D at both ends, which are connected to the oil pump 202 and the motor assembly 201, respectively.

[0058] In this embodiment, the motor assembly 201, oil pump 202, and heat exchanger 104 are connected in series to form a loop, allowing the lubricating oil, under the action of the oil pump 202, to flow from the motor assembly 201 to the heat exchanger 104 for cooling, and then return to the motor assembly 201. The heat exchanger 104 is connected between the liquid inlet 101 and the liquid outlet 102, allowing coolant to enter the heat exchanger 104, thereby cooling the lubricating oil in the heat exchanger 104.

[0059] The control valve 105 is connected between the heat exchanger 104 and the liquid inlet end 101, or between the heat exchanger 104 and the liquid outlet end 102, and is used to control the flow of coolant flowing through the heat exchanger 104. For example, when the lubricating oil temperature exceeds the corresponding temperature threshold, the coolant flow of the heat exchanger 104 can be increased. When the lubricating oil temperature is lower than the corresponding temperature threshold, the coolant flow of the heat exchanger 104 can be reduced, so that the lubricating oil temperature is maintained in an appropriate range, avoiding the problem of mechanical wear of the motor assembly 201 or reduced motor efficiency due to cooling of the heat exchanger 104 when the temperature is too low.

[0060] Since the control component 103 continuously generates heat during operation and needs to be cooled continuously, the control component 103 is connected between the liquid inlet end 101 and the liquid outlet end 102, and maintains communication with the liquid inlet end 101 and the liquid outlet end 102, so that the coolant in the coolant circuit 1 can always flow through the control component 103 and continuously cool the control component 103, and the problem of the coolant being unable to flow through the control component 103 due to the opening and closing of the control valve 105 will not occur.

[0061] In summary, control valve 105 regulates the coolant flow rate of heat exchanger 104 to control the lubricating oil temperature, preventing excessive cooling of the lubricating oil, which can lead to increased mechanical wear or reduced motor efficiency. Furthermore, direct communication between control assembly 103 and liquid inlet 101 and outlet 102 ensures continuous heat dissipation, thereby ensuring the cooling requirements of control assembly 103 and optimizing the operating temperature of the lubricating oil.

[0062] In addition, since the coolant circuit 1 is usually arranged outside the motor, and most of the oil circuit of the lubricating oil circuit 2 is arranged inside the motor, setting the control valve 105 in the coolant circuit 1 involves relatively small structural changes, which can reduce the overall design difficulty of the electric drive cooling system.

[0063] refer to Figure 1 and Figure 2 As shown, in some embodiments provided by the present invention, the control component 103 is connected in series with the heat exchanger 104. Specifically, the coolant flow channel of the control component 103 is connected in series with the heat exchanger 104.

[0064] Alternatively, as Figure 1 and Figure 2 As shown, the outlet of the control assembly 103 is connected to the inlet of the heat exchanger 104, or in other words, the heat exchanger 104 is connected in series downstream of the control assembly 103. This allows the coolant to prioritize heat dissipation of the control assembly 103, eliminating the risk of overheating of the control assembly 103. Of course, in some embodiments not shown, the heat exchanger 104 can also be connected in series upstream of the control assembly 103.

[0065] Furthermore, the control valve 105 is a distribution valve and is provided at the inlet end of the heat exchanger 104 .

[0066] Specifically, the control valve 105 includes a first outlet 1051 and a second outlet 1052, and the control valve 105 can adjust the flow rates of the first outlet 1051 and the second outlet 1052. The first outlet 1051 is connected to the inlet of the heat exchanger 104. The second outlet 1052 is connected to the outlet of the heat exchanger 104. For example, the electric drive cooling system further includes a bypass branch 106, and the second outlet 1052 is connected to the outlet of the heat exchanger 104 via the bypass branch 106.

[0067] For example, Figure 1 and Figure 2 As shown, the heat exchanger 104 is connected in series downstream of the control assembly 103, and the control valve 105 is provided between the heat exchanger 104 and the control assembly 103, and the inlet end of the control valve 105 is connected to the outlet end of the control assembly 103. In some embodiments not shown, the heat exchanger 104 is connected in series upstream of the control assembly 103, and the inlet end of the distribution valve is connected to the liquid inlet end 101.

[0068] In this embodiment, after the coolant enters the distribution valve, it can be discharged through the first outlet 1051, thereby entering the heat exchanger 104 through the first outlet 1051 to cool the lubricating oil of the heat exchanger 104, or it can be discharged through the second outlet 1052, thereby directly entering the liquid outlet 102 without passing through the heat exchanger 104, thereby avoiding overcooling of the heat exchanger 104.

[0069] Understandably, the reference Figure 1 As shown, taking the control component 103 being arranged upstream of the heat exchanger 104 as an example, when the first outlet 1051 is completely closed, the control component 103 can be connected to the liquid outlet 102 through the control valve 105, the second outlet 1052 and the bypass branch 106.

[0070] Similarly, when the second outlet 1052 is fully closed, the control component 103 can be connected to the liquid outlet 102 through the control valve 105, the first outlet 1051 and the heat exchanger 104, so that the control component 103 can always maintain communication with the liquid inlet 101 and the liquid outlet 102.

[0071] In summary, in this embodiment, the series arrangement of control assembly 103 and heat exchanger 104 ensures that the coolant dissipates heat preferentially to control assembly 103, eliminating the risk of overheating of the electronic control module. The distribution valve, combined with bypass branch 106, flexibly switches the coolant path, enabling on-demand cooling of heat exchanger 104 while preventing overcooling. The dual-outlet redundant design ensures constant connectivity between control assembly 103 and coolant circuit 1, enhancing system reliability and heat dissipation flexibility.

[0072] Optionally, the distribution valve may be a proportional valve. The proportional valve can continuously adjust the flow ratio between the first outlet 1051 and the second outlet 1052, thereby achieving refined control over the cooling intensity of the heat exchanger 104 and improving the accuracy of flow control. This not only avoids energy waste caused by overcooling, but also promptly increases the heat dissipation flow at high temperatures.

[0073] Of course, the distribution valve is not limited to being a proportional valve. For example, in other embodiments provided by the present invention, the distribution valve can be a three-way valve. The three-way valve has a simple structure and low cost, which can reduce the cost of the electric drive cooling system.

[0074] Of course, the control assembly 103 is not limited to being connected in series with the heat exchanger 104. For example, Figure 3 As shown, in some embodiments provided by the present invention, the control valve 105 is connected in series with the heat exchanger 104 to form a series branch. For example, the control valve 105 can be connected in series with the inlet or outlet of the heat exchanger 104. The series branch is connected in parallel with the coolant flow channel of the control component 103. It is understood that both ends of the control component 103 can always be connected to the liquid inlet 101 and the liquid outlet 102.

[0075] In this embodiment, an independent coolant flow path is formed between the series branch and the control component 103. The coolant can flow through the control component 103 and the series branch simultaneously or separately to achieve precise heat dissipation of different components, and the cooling of the control component 103 is not affected by oil temperature regulation.

[0076] In addition, each branch can be independently repaired. For example, replacing the heat exchanger 104 does not affect the cooling of the electronic control system. In addition, when one of the two branches fails, it will not affect the normal operation of the other branch, thereby improving system redundancy.

[0077] Optionally, control valve 105 may be a flow valve. This allows for continuous adjustment of its opening based on the temperature signal, precisely controlling the coolant flow through heat exchanger 104 and preventing overcooling or insufficient heat dissipation. Of course, control valve 105 is not limited to a flow valve. For example, in other embodiments provided herein, control valve 105 may be an on-off valve. An on-off valve has a simple and compact structure, lacks complex adjustment mechanisms, and offers a lower failure rate, lower cost, and higher reliability.

[0078] In some embodiments provided by the present invention, the control valve 105 is installed on the outer wall of the motor assembly 201 .

[0079] In this embodiment, the control valve 105 is positioned close to the motor assembly 201, reducing the coolant flow distance from the control valve 105 to the motor assembly, reducing pipe resistance and energy loss, and improving heat dissipation response speed. Integrated installation on the motor's exterior eliminates the need for separate brackets or additional space, meeting the demands of compact electric drive system designs and being particularly suitable for space-constrained scenarios such as new energy vehicles. External installation exposes the control valve 105 to the outside of the motor, enabling commissioning, replacement, and troubleshooting without disassembling complex components, simplifying after-sales maintenance.

[0080] refer to Figure 1 As shown, in some embodiments provided by the present invention, the motor assembly 201 includes a stator oil circuit 2011 , a rotor oil circuit 2012 , a reducer oil circuit 2013 and an oil pan 2014 .

[0081] Among them, the stator oil circuit 2011, the rotor oil circuit 2012 and the reducer oil circuit 2013 are connected in parallel between the heat exchanger 104 and the oil pan 2014, the oil pan 2014 is connected to the inlet end of the oil pump 202, and the inlet end of the oil pump 202 is connected to the heat exchanger 104.

[0082] In this embodiment, the stator, rotor, and reducer oil circuits 2013 are arranged in parallel, which can allocate the optimal oil flow according to the heating characteristics of each component to avoid the temperature superposition effect. In addition, if any oil circuit is blocked, it will not affect the lubrication of other circuits.

[0083] Furthermore, a coarse filter 203 is provided at the inlet of the oil pump 202, and a filter press 204 is provided at the outlet of the oil pump 202. The coarse filter 203 at the inlet of the oil pump 202 intercepts large particles of impurities to protect the oil pump 202, and the filter press 204 at the outlet filters tiny particles to protect downstream precision components, achieving full coverage of pollutants.

[0084] refer to Figure 2 and Figure 3 As shown, in some embodiments provided by the present invention, the coolant circuit 1 further includes a circulation pump 14, which is connected between the liquid inlet end 101 and the liquid outlet end 102, for example, the circulation pump 14 is arranged between the control component 103 and the liquid inlet end 101.

[0085] In this embodiment, the circulation pump 14 forces the coolant to flow, thereby improving the cooling efficiency of the control component 103 or the heat exchanger 104 .

[0086] Furthermore, the coolant circuit 1 also includes a converter 107 , which may include, but is not limited to, a DC-DC converter. Converter 107 may be positioned between the circulating pump 14 and the control unit 103 . This arrangement allows waste heat from converter 107 to be recovered and used to heat the battery 7 or the cabin, improving energy efficiency. Furthermore, converter 107 and the control unit 103 can share a cooling circuit, simplifying the system structure and reducing cost and weight.

[0087] An embodiment of the present invention also provides a thermal management system.

[0088] Specifically, the thermal management system includes a heat pump system 3 and the above electric drive cooling system.

[0089] The heat pump system 3 is connected to the coolant circuit 1 and can exchange heat with the coolant circuit 1 .

[0090] For example, in a low temperature environment, the coolant circuit 1 recovers heat from the control component 103, the motor assembly 201 or the converter 107 and transfers it to the heat pump system 3, so that the heat pump system 3 can use the recovered heat to heat the battery 7 or the cabin.

[0091] It should be noted that the thermal management system includes the electric drive cooling system, and also includes all the above-mentioned advantages of the electric drive cooling system.

[0092] In addition, in a low-temperature environment, the waste heat of the control component 103 or the motor assembly 201 is transferred to the heat pump system 3 via the coolant to heat the battery 7 or the passenger compartment, which can reduce additional energy consumption. By integrating the heat dissipation of the electric drive system with the thermal requirements of the entire vehicle, energy utilization can be improved, especially improving the endurance and driving comfort of new energy vehicles at low temperatures.

[0093] In addition, in a low temperature environment, if the lubricating oil temperature is low, the coolant may not recover the heat of the motor assembly 201, but only recover the heat of the control component 103, thereby achieving the optimal comprehensive efficiency of the heat pump system 3 and the motor assembly 201.

[0094] In some embodiments provided by the present invention, the heat pump system 3 includes a first evaporator 301 and a condenser 303. The refrigerant flow channels of the first evaporator 301 and the condenser 303 are connected in series.

[0095] It can be understood that the heat pump system 3 also includes a compressor 305 and an expansion valve 304, the outlet end of the compressor 305 is connected to the condenser 303, the expansion valve 304 is connected between the condenser 303 and the first evaporator 301, and the outlet end of the first evaporator 301 is connected to the inlet end of the compressor 305.

[0096] Furthermore, the thermal management system also includes a switching device 4 and a warm core 5 .

[0097] The coolant flow path of the condenser 303 is connected in series with the heater core 5 to form a circuit. For example, the heater core 5 can be located within the air conditioning unit 10 and used to provide heat to the passenger compartment. Optionally, a circulation pump 14 can be provided between the condenser 303 and the heater core 5 to drive the coolant flow between the condenser 303 and the heater core 5. For example, the circulation pump 14 can be located at the coolant inlet of the condenser 303.

[0098] Optionally, refer to Figure 2 and Figure 3 As shown, the condenser 303 is provided with a refrigerant flow channel and a coolant flow channel, which can exchange heat between the refrigerant flow channel and the coolant flow channel. Ports A and B are connected to the outlet and inlet of the heater core 5, respectively, at the ends of the coolant flow channel. Ports C and D are connected to the expansion valve 304 and the compressor 305, respectively.

[0099] refer to Figure 2 As shown, the liquid inlet 101, the liquid outlet 102, and both ends of the first evaporator 301 are all connected to the switching device 4. In the first recovery mode, the switching device 4 connects the coolant flow path of the first evaporator 301 and the coolant circuit 1 in series to form a loop. For example, the liquid inlet 101 is connected to the switching device 4 via a connecting branch 15. It will be appreciated that the first recovery mode is more suitable for low-temperature environments, such as winter or high-latitude regions.

[0100] Optionally, refer to Figure 2 and Figure 3 As shown, the first evaporator 301 is provided with a refrigerant flow channel and a coolant flow channel, and heat exchange can be performed between the refrigerant flow channel and the coolant flow channel. The coolant flow channel is terminated at ports A and B, both of which are connected to the switching device 4. The refrigerant flow channel is terminated at ports C and D, which are connected to the compressor 305 and the expansion valve 304, respectively.

[0101] In this embodiment, when the switching device 4 is in the first recovery mode, the first evaporator 301 and the coolant circuit 1 are connected in series to form a loop. The coolant in the coolant circuit 1 enters the first evaporator 301 to heat the refrigerant. Under the action of the compressor 305, the refrigerant enters the condenser 303 and heats the coolant in the condenser 303, allowing the coolant to transfer heat to the heater core 5, thereby providing heat to the passenger compartment.

[0102] With this arrangement, the heat of the control component 103 or the motor assembly 201 recovered by the coolant circuit 1 is used to heat the refrigerant in the first evaporator 301, which can reduce the power consumption of the compressor 305 and make the heater core 5 heat faster and more energy-efficient.

[0103] In some embodiments provided by the present invention, the thermal management system further includes a heat exchange device 6. Optionally, the heat exchange device 6 includes a heat exchanger and a fan, and the driving air flow path of the fan flows through the surface of the heat exchanger.

[0104] Further, refer to Figure 2 As shown, the heat exchange device 6 is connected between the switching device 4 and the liquid inlet 101. For example, the inlet of the heat exchange device 6 is connected to the switching device 4, the outlet of the heat exchange device 6 is connected to the liquid inlet 101, and the connecting branch 15 is connected between the heat exchange device 6 and the liquid inlet 101. Optionally, a circulation pump 14 can be provided between the inlet of the heat exchange device 6 and the switching device 4, and the outlet of the circulation pump 14 is connected to the heat exchange device 6.

[0105] In the second recovery mode, the switching device 4 connects the heat exchange device 6, the coolant circuit 1 and the first evaporator 301 in series to form a loop. It can be understood that the second recovery mode is more suitable for low temperature environments, such as winter or high latitudes.

[0106] In this embodiment, if the coolant temperature in coolant circuit 1 is lower than the ambient temperature, switching device 4 can be switched to the second recovery mode, whereby the coolant circulates between coolant circuit 1, first evaporator 301, and heat exchange device 6. This allows the coolant to absorb heat not only from control component 103 or motor assembly 201 but also from the environment to heat the cabin or battery 7, thereby providing more heat to the cabin and battery 7 and improving the heating effect in low-temperature conditions.

[0107] In some embodiments provided by the present invention, both ends of the coolant flow channel of the condenser 303 are connected to the switching device 4. Specifically, the coolant inlet end and the coolant outlet end of the condenser 303 are both connected to the switching device 4. The coolant inlet end and the coolant outlet end here refer to the two ports of the coolant flow channel of the condenser 303, i.e. Figure 2 or Figure 3 As shown, port A and port B of the condenser 303.

[0108] For example, reference Figure 2 and Figure 3 As shown, the outlet of condenser 303 is connected to the inlet of heater core 5 via liquid outlet branch 12, and the outlet of heater core 5 is connected to the inlet of condenser 303 via liquid return branch 13. Liquid outlet branch 12 is also connected to switching device 4 via connecting branch 11. That is, the outlet of condenser 303 is connected to switching device 4 via liquid outlet branch 12 and connecting branch 11.

[0109] Furthermore, the thermal management system further includes a battery 7. Both ends of the coolant flow channel of the battery 7 are connected to the switching device 4. Specifically, the battery 7 has a coolant flow channel, and both ends of the coolant flow channel are connected to the switching device 4.

[0110] In the first or second recovery mode, the switching device 4 connects the battery 7 and the condenser 303 in series to form a circuit. For example, the battery 7 and the heater core 5 are connected in parallel between the coolant inlet and outlet of the condenser 303. Furthermore, a circulating pump 14 is provided at the inlet of the battery 7, and the outlet of the circulating pump 14 is connected to the inlet of the battery 7. The inlet of the battery 7 is connected to the switching device 4 via the circulating pump 14.

[0111] In this embodiment, combined with the above discussion, the heat of the control component 103 or the motor assembly 201 is transferred to the condenser 303 in the heat pump system 3 through the coolant. Figure 2 As shown, after the coolant is heated and discharged from the condenser 303, a part of it enters the warm core 5 to provide heat for the driver's compartment, and then returns to the condenser 303, and the other part enters the battery 7 through the connecting branch 11 and the switching device 4 to provide heat for the battery 7, and then returns to the condenser 303.

[0112] This arrangement allows the waste heat of the control component 103 or the motor assembly 201 to provide both heating and preheating the battery 7, thereby improving the vehicle's endurance and the performance of the battery 7 in low-temperature environments.

[0113] In some embodiments provided herein, the heat pump system 3 further includes a second evaporator 302. The refrigerant flow paths of the second evaporator 302 and the first evaporator 301 are connected in parallel. Specifically, the refrigerant flow paths of the second evaporator 302 and the first evaporator 301 are connected in parallel between the outlet of the condenser 303 and the inlet of the compressor 305. A corresponding expansion valve 304 is also provided at the inlet of the second evaporator 302. The second evaporator 302 is configured to be installed in the air conditioning unit 10.

[0114] In this embodiment, when the passenger compartment needs to be cooled, the second evaporator 302 of the heat pump system 3 can provide cooling for the passenger compartment. The first evaporator 301 and the second evaporator 302 share the condenser 303 and the compressor 305, which simplifies the structure of the heat pump system 3 and reduces costs.

[0115] refer to Figure 3 As shown, in some embodiments provided by the present invention, in the first heat dissipation mode, the switching device 4 connects the coolant circuit 1 and the coolant flow path of the condenser 303 in series to form a loop. It can be understood that the first heat dissipation mode is more suitable for high temperature environments, such as summer or low latitudes.

[0116] In this embodiment, the coolant in the coolant circuit 1, which has been heated after absorbing heat, can enter the condenser 303. The low-temperature coolant stored in the condenser 303 can be returned to the coolant circuit 1, thereby cooling the motor assembly 201 or the control component 103. At the same time, the heat absorbed by the first evaporator 301 or the second evaporator 302 in the heat pump system 3 can also be transferred to the coolant stored in the condenser 303 under the action of the compressor 305.

[0117] With this arrangement, the heat from the electric drive and the heat pump is concentrated in the condenser 303 and uniformly dissipated, and there is no need to turn on additional electrical devices for heat dissipation, which can save energy.

[0118] It is understandable that the coolant stored in the condenser 303 is limited and cannot meet the heat transfer requirements of the coolant circuit 1, the first evaporator 301, or the second evaporator 302 for a long time. To solve this problem, in some embodiments provided by the present invention, the thermal management system further includes a heat exchange device 6. As described above, the heat exchange device 6 may include a heat exchanger and a fan.

[0119] Specifically, the heat exchange device 6 is connected between the switching device 4 and the liquid inlet 101. For example, the inlet of the heat exchange device 6 is connected to the switching device 4, the outlet of the heat exchange device 6 is connected to the liquid inlet 101, and the connecting branch 15 is connected between the heat exchange device 6 and the liquid inlet 101. Optionally, a circulating pump 14 can be provided between the inlet of the heat exchange device 6 and the switching device 4, and the outlet of the circulating pump 14 is connected to the heat exchange device 6.

[0120] In the second heat dissipation mode, the switching device 4 connects the condenser 303, the coolant circuit 1 and the heat exchange device 6 in series to form a loop. It can be understood that the second heat dissipation mode is more suitable for high temperature environments, such as summer or low latitude areas.

[0121] In this embodiment, when the heat transfer requirements of the coolant circuit 1, the first evaporator 301 or the second evaporator 302 are high, the switching device 4 can be switched to the second heat dissipation mode. At this time, the condenser 303, the coolant circuit 1 and the heat exchange device 6 are connected in series to form a loop.

[0122] For example, the coolant discharged from the condenser 303 enters the heat exchange device 6 for cooling, then enters the coolant circuit 1 to cool the control component 103 and the motor assembly 201, and then returns to the condenser 303 to provide cooling for the first evaporator 301 or the second evaporator 302 through the condenser 303.

[0123] With this configuration, heat exchanger 6 can further reduce the coolant temperature in high-temperature, high-load scenarios, meeting the higher heat dissipation requirements of the electric drive system and heat pump system 3. Switching device 4 activates the second heat dissipation mode as needed, flexibly adjusting the thermal management system and ensuring stable operation even when heat transfer requirements are high.

[0124] Understandably, the reference Figure 2 and Figure 3 As shown, the heat exchange device 6 used in the second recovery mode and the second heat dissipation mode is the same heat exchange device, that is, the second recovery mode and the second heat dissipation mode share the heat exchange device 6.

[0125] With this arrangement, a set of heat exchange devices 6 can realize two functions, namely, environmental heat absorption and forced heat dissipation, so that the heat exchange device 6 can function in different seasons or working conditions, avoiding the idle waste of single functional components and reducing the cost of purchasing and installing duplicate components.

[0126] refer to Figure 3 As shown, in some embodiments provided by the present invention, in the first heat dissipation mode or the second heat dissipation mode, the switching device 4 connects the battery 7 and the first evaporator 301 in series to form a loop.

[0127] In this embodiment, the coolant can circulate between the battery 7 and the first evaporator 301 , thereby cooling the battery 7 and preventing the temperature of the battery 7 from being too high.

[0128] In this embodiment, under high-temperature conditions, a cooling circuit can be quickly established between the battery 7 and the first evaporator 301, specifically removing heat from the battery 7 and preventing overheating that could affect performance and lifespan. Leveraging the efficient cooling capacity of the first evaporator 301 of the heat pump system 3, the cooling efficiency is higher and the energy consumption is lower than with traditional air cooling or liquid cooling alone.

[0129] refer to Figure 2 and Figure 3 As shown, in some embodiments provided by the present invention, the switching device 4 can be a multi-way valve, for example Figure 2 and Figure 3As shown, the multi-way valve may be a nine-way valve having port a, port b, port c, port d, port e, port f, port g, port h and port i.

[0130] Correspondingly, the ends of the coolant flow channel of the first evaporator 301 are connected to ports a and b, respectively. The ends of the coolant flow channel of the coolant circuit 1 are connected to ports c and d, respectively. For example, the liquid inlet 101 is connected to port d, and the liquid outlet 102 is connected to port c. The ends of the heat exchange device 6 are connected to port e and the liquid inlet 101 of the coolant circuit 1, respectively. The ends of the coolant flow channel of the condenser 303 are connected to ports f and g, respectively. The ends of the coolant flow channel of the battery 7 are connected to ports h and i, respectively.

[0131] refer to Figure 1 As shown, in the first recycling mode, port a is connected to port c, port b is connected to port d, port i is connected to port g, and port h is connected to port f. In the second recycling mode, port a is connected to port c, port b is connected to port e, port i is connected to port g, and port h is connected to port f.

[0132] refer to Figure 2 As shown, in the first heat dissipation mode, port a is connected to port h, port b is connected to port i, port c is connected to port f, and port d is connected to port g. In the second heat dissipation mode, port a is connected to port h, port b is connected to port i, port c is connected to port f, and port e is connected to port g.

[0133] In this embodiment, through the different interface connection combinations of the multi-way valve, only one valve body is needed to cover four modes, avoiding complex piping and control logic, and significantly reducing hardware costs and system complexity.

[0134] In addition, the flow path in each mode is pre-defined through the internal structure of the valve body. No additional actuators or delays are required when switching, which makes the response faster and can adapt to real-time thermal management needs.

[0135] In addition, multi-mode switching is achieved through the valve core state of a single valve body, and the software control logic is simplified to a preset interface connection table, which can reduce the cost of algorithm development and debugging.

[0136] Of course, the switching device 4 is not limited to being set as a multi-way valve. For example, in some embodiments not shown, the switching device 4 is set as a valve group, and the valve group may include multiple solenoid valves. Through the combination of multiple solenoid valves, the on and off of different branches are logically controlled to achieve the same flow path switching function as the nine-way valve.

[0137] refer to Figure 2 and Figure 3 As shown, in some embodiments provided by the present invention, the thermal management system further includes a one-way valve 8 .

[0138] Specifically, the inlet end of the one-way valve 8 is connected between the inlet end of the condenser 303 and the switching device 4, for example, the inlet end of the one-way valve 8 is connected between the switching device 4 and the circulation pump 14 at the inlet end of the condenser 303. The outlet end of the one-way valve 8 is connected between the outlet end of the condenser 303 and the switching device 4, for example, the outlet end of the one-way valve 8 is connected between the switching device 4 and the connecting branch 11.

[0139] In this embodiment, reference Figure 2 As shown, in the first or second recovery mode, the switching device 4 connects the condenser 303 and the battery 7 in series to form a loop. At this point, the coolant in the battery 7 is discharged by the circulating pump 14 at the inlet of the battery 7. Most of the coolant passes through the one-way valve 8 and returns to the battery 7. A small amount of coolant enters the condenser 303, where it is heated and then replenished into the battery 7. This prevents the battery 7 from absorbing too much coolant and significantly affecting the heat supply in the passenger compartment.

[0140] Optionally, by adjusting the flow rate of the circulating pump 14 at the inlet end of the battery 7 and the flow rate of the circulating pump 14 at the inlet end of the condenser 303 , the flow rate of the coolant entering the condenser 303 and entering the battery 7 can be adjusted.

[0141] Optionally, a corresponding control valve may be provided at the inlet end of the heater core 5 to adjust the flow of coolant entering the heater core 5 .

[0142] In some embodiments provided by the present invention, the thermal management system further includes an electric heater 9, which is connected to the outlet end of the condenser 303. For example, the electric heater 9 is a positive temperature coefficient heater (PTC heater).

[0143] In this embodiment, in the first recovery mode or the second recovery mode, when the heater core 5 or the battery 7 requires more heat, the electric heater 9 can be turned on to heat the coolant discharged from the condenser 303, so that the coolant temperature meets the requirements of the heater core 5 or the battery 7.

[0144] With this configuration, when heat pump system 3 becomes inefficient, electric heater 9 can quickly provide additional heat to meet urgent heating needs for battery 7 and the passenger compartment. Heater 9 can adjust its power as needed to ensure stable temperatures within the desired range. Electric heater 9 can both preheat battery 7 during low-temperature charging and directly heat the passenger compartment heater core 5. This multi-purpose unit simplifies system integration and reduces the need for redundant independent heating modules.

[0145] A control method is also provided in an embodiment of the present invention.

[0146] The control method is based on the above electric drive cooling system or the above thermal management system embodiment. The control method includes steps s100, s201 and s202. It is understood that the execution body of the control method can be the vehicle control system.

[0147] Step s100 : Obtain the running speed of the vehicle and the temperature of the lubricating oil in the motor assembly 201 .

[0148] Alternatively, the vehicle's operating speed can be detected using a corresponding detection device. For example, if the vehicle is a vehicle, the detection device may be a wheel speed sensor or a satellite positioning device. If the vehicle is an aircraft, the detection device may be a pitot tube or a satellite positioning device. The lubricating oil temperature in the motor assembly 201 can be detected and obtained using a temperature detection device.

[0149] Step s201: Under the condition that the running speed is less than the preset speed threshold, if the lubricating oil temperature is less than the first temperature threshold, the opening of the control valve 105 is reduced; if the lubricating oil temperature is greater than the first temperature threshold, the opening of the control valve 105 is increased.

[0150] Specifically, the preset speed threshold can be selected as needed. Optionally, the preset speed threshold is 80 km / h-120 km / h. For example, the preset speed threshold can be, but is not limited to, 80 km / h, 85 km / h, 90 km / h, 95 km / h, 100 km / h, 105 km / h, 110 km / h, 115 km / h, and 120 km / h.

[0151] Optionally, the first temperature threshold value ranges from 15° to 25°. For example, the first temperature threshold value may be 15°, 20° or 25°.

[0152] To facilitate the explanation of the principle, it is assumed that the preset speed threshold is 100 km / h and the first temperature threshold is 20°. The same applies to other values ​​of the corresponding thresholds.

[0153] When the operating speed is less than 100 km / h and the lubricating oil temperature is less than 20°C, indicating that the lubricating oil temperature is low, the opening of control valve 105 is reduced to reduce the coolant flow through heat exchanger 104 and prevent further decreases in the lubricating oil temperature, which could lead to increased mechanical wear or reduced motor efficiency. It is understood that closing control valve 105 from an open state also constitutes reducing the opening of control valve 105.

[0154] When the operating speed is less than 100 km / h and the lubricating oil temperature is greater than 20°C, indicating a rising lubricating oil temperature, the opening of control valve 105 is increased to increase the coolant flow through heat exchanger 104 and prevent excessively high lubricating oil temperature from causing a decrease in lubrication performance. More specifically, the opening of control valve 105 can be dynamically adjusted to maintain the lubricating oil temperature within a temperature range of 20°C to 40°C. It is understood that opening control valve 105 from a closed state also constitutes increasing the opening of control valve 105.

[0155] Step s202: Under the condition that the running speed is greater than the preset speed threshold, if the lubricating oil temperature is less than the second temperature threshold, the opening of the control valve 105 is reduced; if the lubricating oil temperature is greater than the second temperature threshold, the opening of the control valve 105 is increased.

[0156] Specifically, it can be understood that there is no particular order for step s202 and step s201 , and the step numbers are only used to distinguish the two steps and do not limit the execution order.

[0157] The first temperature threshold is less than the second temperature threshold. Optionally, the second temperature threshold has a value range of 25° to 35°. For example, the second temperature threshold can be 25°, 30°, or 35°. To facilitate the explanation of the principle, assume that the preset speed threshold is 100 km / h, the first temperature threshold is 20°, and the second temperature threshold is 30°. The same applies to other values ​​of the corresponding thresholds.

[0158] When the operating speed is greater than 100 km / h and the lubricating oil temperature is less than 30°, it indicates that the lubricating oil temperature is low. Therefore, the opening of the control valve 105 is reduced to reduce the coolant flow through the heat exchanger 104 to avoid further reduction in the lubricating oil temperature, which may lead to increased mechanical wear or reduced motor efficiency.

[0159] When the operating speed exceeds 100 km / h and the lubricating oil temperature exceeds 30°C, indicating a rising lubricating oil temperature, the opening of control valve 105 is increased to increase the coolant flow through heat exchanger 104 and prevent excessively high lubricating oil temperature from causing a decrease in lubrication performance. More specifically, the opening of control valve 105 can be dynamically adjusted to maintain the lubricating oil temperature within a range of 30°C to 50°C.

[0160] Furthermore, it should be noted that when the operating speed exceeds the preset speed threshold, the critical value of the opening of the regulating control valve 105 (i.e., the second temperature threshold) is greater than the first temperature threshold, which results in a relatively high lubricating oil temperature. This is because at higher operating speeds, the motor assembly 201 operates faster, and at this time, the lubricating oil viscosity has a greater impact on the motor assembly 201. Therefore, appropriately increasing the lubricating oil temperature can reduce the resistance of the lubricating oil to the motor assembly 201, thereby improving the efficiency of the motor assembly 201.

[0161] In summary, the control method of the present invention sets differentiated temperature thresholds in combination with operating speed, accurately adjusts the motor lubrication requirements under high and low speed conditions, and breaks through the limitations of traditional single threshold control.

[0162] In addition, the operating speed is linked to the lubricating oil temperature. At low speeds, the focus is on avoiding low-temperature wear (reducing the opening to maintain heat), and at high speeds, the focus is on reducing viscosity resistance (allowing a higher temperature range). By dynamically adjusting the coolant flow rate, an adaptive balance between motor efficiency and lubrication performance is achieved.

[0163] Actively reduce heat dissipation at low speed and low temperature to prevent the lubricating oil from excessively cooling, which may lead to a sudden increase in viscosity and increased mechanical wear; timely enhance heat dissipation at high speed and high temperature to avoid lubrication performance degradation due to excessive temperature, thereby protecting the motor assembly in both directions.

[0164] A carrier is also provided in an embodiment of the present invention.

[0165] Specifically, the vehicle includes the electric drive cooling system as described above or the thermal management system as described above, or uses the control method as described above.

[0166] It should be noted that the vehicle includes an electric drive cooling system or a thermal management system, or uses a control method and also includes corresponding technical effects, so this will not be elaborated on.

[0167] The vehicles described in this application include but are not limited to vehicles, aircraft or ships, wherein the vehicles may be but are not limited to hybrid vehicles and pure electric vehicles.

[0168] Although the embodiments of the present invention have been described with reference to the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present invention. Such modifications and variations are all within the scope defined by the appended claims.

Claims

1. An electric drive cooling system, characterized in that: include: A cooling liquid circuit (1) comprises a liquid inlet (101), a liquid outlet (102), a control component (103), a heat exchanger (104) and a control valve (105); the cooling liquid flow channel of the control component (103) is connected between the liquid inlet (101) and the liquid outlet (102), and is in communication with the liquid inlet (101) and the liquid outlet (102) respectively; the heat exchanger (104) is connected between the liquid inlet (101) and the liquid outlet (102); the control valve (105) is connected between the heat exchanger (104) and the liquid inlet (101), or between the heat exchanger (104) and the liquid outlet (102), and is used to control the flow of cooling liquid flowing through the heat exchanger (104); The lubricating oil circuit (2) comprises a motor assembly (201) and an oil pump (202); the motor assembly (201), the oil pump (202) and the heat exchanger (104) are connected in series, and the lubricating oil circuit (2) and the coolant circuit (1) can exchange heat through the heat exchanger (104).

2. The electric drive cooling system according to claim 1, characterized in that: The coolant flow channel of the control component (103) is connected in series with the heat exchanger (104); the control valve (105) is a distribution valve and is provided at the inlet end of the heat exchanger (104); the control valve (105) comprises a first outlet (1051) and a second outlet (1052); and the control valve (105) can adjust the flow rates of the first outlet (1051) and the second outlet (1052); the first outlet (1051) is connected to the inlet end of the heat exchanger (104), and the second outlet (1052) is connected to the outlet end of the heat exchanger (104); or, The control valve (105) and the heat exchanger (104) are connected in series to form a series branch, and the series branch is connected in parallel with the coolant flow channel of the control component (103).

3. The electric drive cooling system according to claim 1, characterized in that: The control valve (105) is mounted on the outer wall of the motor assembly (201).

4. A thermal management system, characterized in that: include: The electric drive cooling system according to any one of claims 1 to 3; The heat pump system (3) is connected to the cooling liquid circuit (1) and can exchange heat with the cooling liquid circuit (1).

5. The thermal management system according to claim 4, characterized in that: The heat pump system (3) includes a first evaporator (301) and a condenser (303), and the refrigerant flow channels of the two are connected in series. The heat management system also includes a switching device (4) and a warm core (5); Wherein, the coolant flow channel of the condenser (303) and the warm core (5) are connected in series to form a loop; The liquid inlet (101), the liquid outlet (102) and both ends of the first evaporator (301) are connected to the switching device (4), and in the first recovery mode, the switching device (4) connects the coolant flow channel of the first evaporator (301) and the coolant circuit (1) in series to form a circuit.

6. The thermal management system according to claim 5, characterized in that: The heat pump system (3) further comprises a second evaporator (302), wherein the refrigerant flow passages of the second evaporator (302) and the first evaporator (301) are connected in parallel, and the second evaporator (302) is used to be arranged in the air conditioning box (10); And / or, the thermal management system further comprises a heat exchange device (6), wherein the heat exchange device (6) is connected between the switching device (4) and the liquid inlet end (101), and in the second recovery mode, the switching device (4) connects the heat exchange device (6), the coolant circuit (1) and the first evaporator (301) in series to form a circuit.

7. The thermal management system according to claim 5, characterized in that: The thermal management system further comprises a battery (7); Both ends of the coolant flow channel of the condenser (303) are connected to the switching device (4), and both ends of the coolant flow channel of the battery (7) are connected to the switching device (4); In the first recovery mode or the second recovery mode, the switching device (4) connects the battery (7) and the condenser (303) in series to form a loop.

8. The thermal management system according to claim 7, characterized in that: In the first heat dissipation mode, the switching device (4) connects the coolant circuit (1) and the condenser (303) in series to form a circuit; And / or, the thermal management system further comprises a heat exchange device (6), the heat exchange device (6) being connected between the switching device (4) and the liquid inlet end (101), and in the second heat dissipation mode, the switching device (4) connects the condenser (303), the coolant circuit (1), and the heat exchange device (6) in series to form a circuit; And / or, in the first heat dissipation mode or the second heat dissipation mode, the switching device (4) connects the battery (7) and the first evaporator (301) in series to form a loop.

9. The thermal management system according to any one of claims 5 to 8, characterized in that: The thermal management system further comprises a one-way valve (8), wherein an inlet end of the one-way valve (8) is connected between an inlet end of the condenser (303) and the switching device (4), and an outlet end of the one-way valve (8) is connected between an outlet end of the condenser (303) and the switching device (4); And / or, the thermal management system further includes an electric heater (9), and the electric heater (9) is connected to the outlet end of the condenser (303).

10. A control method, characterized in that: The electric drive cooling system according to any one of claims 1 to 3 or the thermal management system according to any one of claims 4 to 9 is implemented, including: Obtaining the running speed of the vehicle and the temperature of the lubricating oil in the motor assembly (201); Under the condition that the operating speed is less than a preset speed threshold, if the lubricating oil temperature is less than a first temperature threshold, the opening of the control valve (105) is reduced; if the lubricating oil temperature is greater than the first temperature threshold, the opening of the control valve (105) is increased; Under the condition that the operating speed is greater than the preset speed threshold, if the lubricating oil temperature is less than a second temperature threshold, the opening of the control valve (105) is reduced; if the lubricating oil temperature is greater than the second temperature threshold, the opening of the control valve (105) is increased.

11. A vehicle, characterized in that: It comprises the electric drive cooling system according to any one of claims 1 to 3 or the thermal management system according to any one of claims 4 to 9, or uses the control method according to claim 10.

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