Vehicle thermal management system and vehicle

Abstract

The present disclosure relates to a vehicle thermal management system and a vehicle, the vehicle thermal management system comprising a first coolant circuit, a second coolant circuit, a first flow path and a second flow path, the first coolant circuit is provided with a first water pump, a motor and a radiator, the second coolant circuit is provided with a second water pump, a battery and a first heat exchanger, the first heat exchanger is also located on a refrigerant flow path of an air-conditioning system of the vehicle, one end of the first flow path is connected to a coolant outlet of the motor and the other end is connected to a coolant inlet of the first heat exchanger, one end of the second flow path is connected to a coolant outlet of the first heat exchanger and the other end is connected to a coolant inlet of the first water pump, so that the vehicle thermal management system has a motor waste heat recovery mode, so as to provide heat to the refrigerant in the refrigerant flow path in the motor waste heat recovery mode, and in the waste heat recovery mode, the flow path of the coolant is: first water pump→motor→first switch valve→first heat exchanger→second switch valve→first water pump.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicle thermal management systems, and in particular, to a vehicle thermal management system and a vehicle. Background Art

[0002] The vehicle thermal management system usually includes the air conditioning thermal management system, the motor thermal management system, and the battery thermal management system. For the air conditioning thermal management system, when the ambient temperature is low, the air conditioning heating capacity is poor and it is usually difficult to meet the heating needs of the passenger compartment; for the motor thermal management system, the motor will generate heat in the process of driving the vehicle. In order to ensure the normal operation of the motor, the motor needs to be cooled; for the battery thermal management system, in order to ensure that the battery pack can work within its appropriate temperature range, the battery pack with too high temperature needs to be cooled, and the battery pack with too low temperature needs to be heated.

[0003] Because in the related technologies, the air conditioning thermal management system, the motor thermal management system, and the battery thermal management system operate independently of each other, on the one hand, it will lead to unreasonable heat collection planning of the vehicle thermal management system, resulting in energy waste; on the other hand, it will lead to an increase in the number of components such as pipes, valves, and joints in the vehicle thermal management system, resulting in increased costs. Summary of the invention

[0004] The purpose of the present disclosure is to provide a vehicle thermal management system and a vehicle, and to overcome the problems existing in the related art by providing a vehicle thermal management system and a vehicle using the vehicle thermal management system.

[0005] In order to achieve the above objectives, the present disclosure provides a vehicle thermal management system, comprising:

[0006] A first coolant circuit, wherein a first water pump, a motor and a radiator are provided on the first coolant circuit;

[0007] a second coolant circuit, wherein a second water pump, a battery and a first heat exchanger are disposed on the second coolant circuit, and the first heat exchanger is also located on a refrigerant flow path of an air conditioning system of the vehicle;

[0008] A first flow path and a second flow path, wherein one end of the first flow path is connected to the coolant outlet of the motor and the other end is connected to the coolant inlet of the first heat exchanger; one end of the second flow path is connected to the coolant outlet of the first heat exchanger and the other end is connected to the coolant inlet of the first water pump, so that the vehicle thermal management system has a motor waste heat recovery mode to provide heat to the refrigerant in the refrigerant flow path in the motor waste heat recovery mode;

[0009] Among them, a first switch valve is arranged between the coolant outlet of the motor and the coolant inlet of the first heat exchanger, and a second switch valve is arranged between the coolant outlet of the first heat exchanger and the coolant inlet of the first water pump. In the waste heat recovery mode, the flow path of the coolant is: the first water pump→the motor→the first switch valve→the first heat exchanger→the second switch valve→the first water pump.

[0010] Optionally, the first switch valve is arranged on the first flow path;

[0011] The second flow path is connected to the second coolant circuit via the second switch valve, and the second switch valve is a three-way valve, so that the second switch valve can realize the opening and closing of the second flow path and the second coolant circuit.

[0012] Optionally, a third switch valve is further provided on the first coolant circuit, and the third switch valve is provided between the motor and the radiator to realize the opening and closing of the first coolant circuit.

[0013] Optionally, on the second coolant circuit, a first branch and a second branch are arranged in parallel between the battery and the second water pump;

[0014] The first branch is short-circuited between the battery and the second water pump; the second branch is provided with electronic devices, which include at least one of a charger, a motor controller, and a DC-DC converter.

[0015] Optionally, a flow size of the second branch is smaller than a flow size of the first branch, so that a flow rate of the coolant flowing through the second branch can be smaller than a flow rate of the coolant flowing through the first branch.

[0016] Optionally, the vehicle thermal management system further includes a first three-way valve, a second three-way valve, a third flow path, and a fourth flow path;

[0017] The first three-way valve and the second three-way valve are both arranged on the second coolant circuit and are respectively located at the coolant inlet side or the coolant outlet side of the first heat exchanger, the remaining one port of the first three-way valve is connected to the first coolant circuit through the third flow path, and the remaining one port of the second three-way valve is connected to the first coolant circuit through the fourth flow path;

[0018] Among them, the connection point between the fourth flow path and the first coolant circuit and the connection point between the third flow path and the first coolant circuit are respectively located on the coolant inlet side and the coolant outlet side of the motor, so that the vehicle thermal management system can use the heat of the motor to heat the battery or use the radiator to cool the battery.

[0019] Optionally, the vehicle thermal management system also includes a third coolant circuit, on which a third water pump, a heater and a heater core are provided, and the heater core is used to heat the vehicle's cabin through the heater, and the third coolant circuit is connected to the first coolant circuit and the second coolant circuit through flow paths, respectively, so that the third coolant circuit can operate independently, or be interconnected with one of the first coolant circuit and the second coolant circuit for operation, or realize mixed operation of the three with the first coolant circuit and the second coolant circuit.

[0020] Optionally, a second heat exchanger is further provided on the third coolant circuit, and the second heat exchanger is also located on the refrigerant flow path of the air-conditioning system.

[0021] Optionally, the second heat exchanger is used as a condenser in the air conditioning system.

[0022] Optionally, the vehicle thermal management system further includes a third three-way valve and a fourth three-way valve;

[0023] The third three-way valve is arranged on the third flow path, and the remaining one port of the third three-way valve is connected to the third coolant circuit through the flow path;

[0024] The fourth three-way valve is arranged on the third coolant circuit, and the remaining one port of the fourth three-way valve is connected to the fourth flow path through a flow path;

[0025] The points where the fourth three-way valve and the third three-way valve are connected to the third coolant circuit are located at the coolant inlet side and the coolant outlet side of the second heat exchanger, respectively.

[0026] Optionally, a fourth switch valve is further provided on the third coolant circuit, and the fourth switch valve is located between the heater core and the fourth three-way valve to realize the opening and closing of the third coolant circuit.

[0027] According to another aspect of the present disclosure, a vehicle is provided. The vehicle includes the above-mentioned vehicle thermal management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0029] Figure 1 is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present disclosure;

[0030] Figure 2is a schematic diagram of the structure of a vehicle thermal management system provided by another embodiment of the present disclosure, wherein a one-way valve is used to replace Figure 1 Solenoid valve in;

[0031] Figure 3 is a schematic diagram of the structure of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein the vehicle thermal management system is in mode 1, and the thick solid lines and arrows in the figure represent the flow path and flow direction of the coolant in this mode;

[0032] Figure 4 is a schematic diagram of the structure of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein the vehicle thermal management system is in mode 2, and the thick solid lines and arrows in the figure represent the flow path and flow direction of the coolant in this mode;

[0033] Figure 5 is a schematic diagram of the structure of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein the vehicle thermal management system is in mode three, and the thick solid lines and arrows in the figure represent the flow path and flow direction of the coolant in this mode;

[0034] Figure 6 is a schematic diagram of the structure of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein the vehicle thermal management system is in mode 4, and the thick solid lines and arrows in the figure represent the flow path and flow direction of the coolant in this mode;

[0035] Figure 7 is a schematic diagram of the structure of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein the vehicle thermal management system is in mode five, and the thick solid lines and arrows in the figure represent the flow path and flow direction of the coolant in this mode;

[0036] Figure 8 is a schematic diagram of the structure of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein the vehicle thermal management system is in mode six, and the thick solid lines and arrows in the figure represent the flow path and flow direction of the coolant in this mode;

[0037] Fig. 9 is a schematic diagram of the structure of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein the vehicle thermal management system is in mode seven, and the thick solid lines and arrows in the figure indicate the flow path and flow direction of the coolant in this mode;

[0038] Fig.10 is a schematic diagram of the structure of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein the vehicle thermal management system is in mode eight, and the thick solid lines and arrows in the figure represent the flow path and flow direction of the coolant in this mode;

[0039] Fig.11is a schematic diagram of the structure of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein the vehicle thermal management system is in mode nine, and the thick solid lines and arrows in the figure represent the flow path and flow direction of the coolant in this mode;

[0040] Fig.12 is a schematic diagram of the structure of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein the vehicle thermal management system is in mode ten, and the thick solid lines and arrows in the figure represent the flow path and flow direction of the coolant in this mode;

[0041] Fig.13 1 is a schematic diagram of the structure of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein the vehicle thermal management system is in mode 11, and the thick solid lines and arrows in the figure represent the flow path and flow direction of the coolant in this mode;

[0042] Fig.14 It is a structural schematic diagram of a vehicle thermal management system provided by an embodiment of the present disclosure, wherein the vehicle thermal management system is in mode twelve, and the thick solid lines and arrows in the figure represent the flow path and flow direction of the coolant in this mode.

[0043] Description of Reference Numerals

[0044] 10-first water pump; 20-motor; 30-radiator; 40-second water pump; 50-first heat exchanger; 60-battery; 70-charger; 80-first switch valve; 90-second switch valve; 100-third switch valve; 110-first three-way valve; 120-second three-way valve; 130-third water pump; 140-heater; 150-warm air core; 160-second heat exchanger; 170-third three-way valve; 180-fourth three-way valve; 190-fourth switch valve; L1-first coolant circuit; L2-second coolant circuit; L3-third coolant circuit; F1-first flow path; F2-second flow path; F3-third flow path; F4-fourth flow path; S1-first branch; S2-second branch. DETAILED DESCRIPTION

[0045] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0046] like Figures 1 to 14As shown, the present disclosure provides a vehicle thermal management system, which includes a first coolant circuit L1, a second coolant circuit L2, a first flow path F1 and a second flow path F2. The first coolant circuit L1 is provided with a first water pump 10, a motor 20 and a radiator 30. The second coolant circuit L2 is provided with a second water pump 40, a battery 60 and a first heat exchanger 50, and the first heat exchanger 50 is also located on the refrigerant flow path of the vehicle's air conditioning system, that is, the first heat exchanger 50 is simultaneously located on the first coolant circuit L2 and in the vehicle's air conditioning system. One end of the first flow path F1 is connected to the coolant outlet of the motor 20 and the other end is connected to the coolant inlet of the first heat exchanger 50, and one end of the second flow path F2 is connected to the coolant outlet of the first heat exchanger 50 and the other end is connected to the coolant inlet of the first water pump 10, so that the vehicle thermal management system has a motor waste heat recovery mode, so as to provide heat to the refrigerant in the refrigerant flow path when in the motor waste heat recovery mode.

[0047] Among them, a first switch valve 80 is provided between the coolant outlet of the motor 20 and the coolant inlet of the first heat exchanger 50, and a second switch valve 90 is provided between the coolant outlet of the first heat exchanger 50 and the coolant inlet of the first water pump 10. In the waste heat recovery mode, Figure 1 and Figure 2 As shown, the flow path of the coolant is: first water pump 10 →motor 20 →first switch valve 80 →first heat exchanger 50 →second switch valve 90 →first water pump 10 .

[0048] In the vehicle thermal management system provided by the present disclosure, the motor 20 and the battery 60 are respectively located in two coolant circuits, namely, the first coolant circuit L1 and the second coolant circuit L2, and the two coolant circuits can operate independently. For example, the heat dissipation of the motor 20 is realized by the radiator 30 alone, or the heating of the battery 60 is realized by the first heat exchanger 50 and the air conditioning system. In addition, since the first flow path F1 and the second flow path F2 are set to connect the first coolant circuit L1 and the second coolant circuit L2, the two coolant circuits can be mixed and operated to realize the above-mentioned motor waste heat recovery mode, that is, by connecting the two coolant circuits, the waste heat of the motor 20 can be provided to the battery 60 to heat the battery 60. In addition, by connecting the two coolant circuits, the heat exchange between the vehicle air conditioning system and the battery 60 and / or the motor 20 can also be realized by using the first heat exchanger 50. Therefore, it is beneficial to reduce the number of components in the vehicle thermal management system and reduce costs.

[0049] Specifically, the vehicle thermal management system provided by the present invention can utilize the cold or heat of the air-conditioning system to cool or heat the battery 60 and / or the motor 20 through the first heat exchanger 50, so as to ensure that the battery 60 and / or the motor 20 can operate within their appropriate temperature range, and can also utilize the heat of the motor 20 through the first heat exchanger 50 to increase the enthalpy of the refrigerant of the air-conditioning system and increase the suction temperature and suction pressure of the compressor, thereby improving the heating capacity of the air-conditioning system in a low temperature environment.

[0050] Moreover, it can be seen from the above that in the waste heat recovery mode, the number of components through which the coolant passes during the flow process is relatively small, and there is no need to pass through components that cause large heat losses, which is beneficial for providing as much waste heat of the motor 20 as possible to the first heat exchanger 50, thereby facilitating providing as much heat as possible to the battery 60.

[0051] Alternatively, if Figure 1 and Figure 2 As shown, the first switch valve 80 can be arranged on the first flow path F1, and the second flow path F2 is connected to the second coolant circuit L2 through the second switch valve 90, and the second switch valve 90 is a three-way valve, so that the second switch valve 90 can realize the opening and closing of the second flow path F2 and the opening and closing of the second coolant circuit L2. Specifically, as Figure 1 As shown, the second switch valve 90 is in communication with the second flow path F2 through the A1 port, and is connected to the second coolant circuit 2 through the B1 port and the C1 port.

[0052] In this embodiment, since the first switch valve 80 is disposed on the first flow path F1, the first switch valve 80 may be a common switch valve (such as Figure 1 Solenoid valve as shown) or one-way valve (such as Figure 2 as shown).

[0053] The second switch valve 90 is a three-way valve. In addition to being able to control the on-off of the second flow path F2, it can also control the on-off of the second coolant circuit L2. The second switch valve 90 controls the on-off of multiple coolant flow paths at the same time, which is beneficial to reducing the number of parts and reducing costs. In addition, since the second switch valve 90 is a three-way valve, by controlling the on-off of the second switch valve 90, it is beneficial to achieve a variety of different working modes (see below for details).

[0054] It is understood that in other embodiments of the present disclosure, the first switch valve 80 may be a three-way valve, and the first flow path F1 is connected to the second coolant circuit L2 via the first switch valve 80. The second switch valve 90 may be a common two-way valve and is located on the second flow path F2.

[0055] Alternatively, if Figure 1 and Figure 2As shown, the first coolant circuit L1 may also be provided with a third switch valve 100, which is provided between the motor 20 and the radiator 30 to realize the on-off of the first coolant circuit L1. In this way, different working modes can be realized by opening or closing the third switch valve 100. For example, when the motor waste heat recovery mode is required, the third switch valve can be used to cut off the first coolant circuit L1 to prevent the radiator 30 located on the first coolant circuit L1 from affecting the motor waste heat recovery heat.

[0056] Alternatively, if Figure 1 and Figure 2 As shown, on the second coolant circuit L2, a first branch S1 and a second branch S2 may be provided in parallel between the battery 60 and the second water pump 40. The first branch S1 is short-circuited between the battery 60 and the second water pump 40, and an electronic device is provided on the second branch S2, which may include at least one of a charger 70, a motor controller, and a DC-DC converter.

[0057] In this embodiment, two branches are provided. On the one hand, when the battery 60 needs to be heated, part of the coolant can not pass through the electronic device, which is conducive to improving the heating efficiency of the battery 60; on the other hand, when the charger 70 needs to be cooled, it is also ensured that part of the coolant can flow through the charger 70 to cool it. Moreover, such a setting can not only ensure the cooling of the charger 70, but also avoid the need to set a switch valve on the first branch S1 and the second branch S2, which is conducive to reducing the use of parts, simplifying the structure of the system, and reducing costs.

[0058] Optionally, the flow size of the second branch S2 is smaller than the flow size of the first branch S1, so that the flow rate of the coolant flowing through the second branch S2 can be smaller than the flow rate of the coolant flowing through the first branch S1. The heat generated by the electronic device is relatively small, and the amount of coolant required is not large. Therefore, the second branch S2 can be used to deliver a relatively small flow rate of coolant to the electronic device.

[0059] It is understandable that in other embodiments of the present disclosure, a switch valve may be provided on the first branch S1 and / or the second branch S2 to achieve active control of the on-off of the first branch S1 and / or the second branch S2.

[0060] Alternatively, if Figure 1 and Figure 2As shown, the vehicle thermal management system may further include a first three-way valve 110, a second three-way valve 120, a third flow path F3 and a fourth flow path F4. The first three-way valve 110 and the second three-way valve 120 are both arranged on the second coolant circuit L2 and are respectively located on the coolant inlet side or the coolant outlet side of the first heat exchanger 50, that is, the first three-way valve 110 is connected to the second coolant circuit L2 through the A2 port and the B2 port, and the second three-way valve 120 is connected to the second coolant circuit L2 through the A3 port and the B3 port. The remaining one port (C2 port) of the first three-way valve 110 is connected to the first coolant circuit L1 through the third flow path F3, and the remaining one port (C3 port) of the second three-way valve 120 is connected to the first coolant circuit L1 through the fourth flow path F4.

[0061] Among them, Figure 1 and Figure 2 As shown, the connection point between the fourth flow path F4 and the first coolant circuit L1, and the connection point between the third flow path F3 and the first coolant circuit L1 are respectively located on the coolant inlet side and the coolant outlet side of the motor 20, so that the vehicle thermal management system can use the heat of the motor 20 to heat the battery 60 or use the radiator 30 to cool the battery 60.

[0062] Alternatively, if Figure 1 and Figure 2 As shown, the vehicle thermal management system may further include a third coolant circuit L3, on which a third water pump 130, a heater 140 and a heater core 150 are provided, and the heater core 150 is used to heat the vehicle's cabin through the heater 140, and the third coolant circuit L3 is respectively connected to the first coolant circuit L1 and the second coolant circuit L2 through a flow path, so that the third coolant circuit L3 can operate alone, or interconnect with one of the first coolant circuit L1 and the second coolant circuit L2, or realize a mixed operation of the three with the first coolant circuit L1 and the second coolant circuit L2. That is, in this embodiment, the three coolant circuits can operate alone or in mixed operation to realize multiple working modes.

[0063] In addition, such a configuration is beneficial to heat exchange between the first coolant circuit L1, the second coolant circuit L2 and the coolant circuit L3. For example, the waste heat of the motor 20 can be recovered for heating the cabin. On the other hand, it is also beneficial to reduce the number of components in the vehicle thermal management system and reduce costs.

[0064] The heater 140 may be any type of heater capable of heating the coolant. For example, the heater 140 may be a PTC heater (including an air-heating PTC heater and a water-heating PTC heater) or a HVCH heater (a high-pressure coolant heater). The present disclosure does not limit the specific type of the heater 10.

[0065] Alternatively, if Figure 1 and Figure 2 As shown, the third coolant circuit L3 may also be provided with a second heat exchanger 160, and the second heat exchanger 160 is also located on the refrigerant flow path of the air conditioning system. By providing the second heat exchanger 160, the third coolant circuit L3 can exchange heat with the air conditioning system. For example, the third coolant circuit L3 absorbs the heat of the air conditioning system to heat the passenger compartment. The heat of the heater 140 can be transferred to the passenger compartment by the heater core 150. The heat of the air conditioning system can be transferred to the passenger compartment by the second heat exchanger 160 and by the heater core 150 to heat the passenger compartment. The heater 140 serves as an auxiliary heating source, and the air conditioning system serves as the main heating source, providing heat to the heater core 150 through the second heat exchanger 160. In this way, according to the heating demand of the cockpit, the air conditioning system and the heater 140 can be used to provide heat at the same time, or only one of them can be used to provide heat. For example, when the ambient temperature is low and the air conditioning system is not enough to meet the heating demand of the cockpit, the heater 140 can be started or both can be turned on at the same time to ensure the heating demand of the cockpit. When the ambient temperature is not very low, only turning on the air conditioning system can meet the heating demand of the cockpit. Alternatively, the second heat exchanger 160 can also absorb the heat of the air conditioning system to heat the battery. In this case, the heater core does not need to be turned on.

[0066] Among them, as an optional implementation, the second heat exchanger 160 can be used as a condenser in the air-conditioning system to exchange heat with the air-conditioning (heat pump) system, increase the temperature of the coolant in the third coolant loop L3, and provide heat for the cockpit.

[0067] Alternatively, in other embodiments, the second heat exchanger 160 may be used as an evaporator to heat the refrigerant in the air-conditioning system using the temperature of the coolant in the third coolant loop L3 .

[0068] Alternatively, if Figure 1 and Figure 2 As shown, the vehicle thermal management system may further include a third three-way valve 170 and a fourth three-way valve 180. The third three-way valve 170 is arranged on the third flow path F3, that is, the third three-way valve 170 is connected to the third flow path F3 through the A4 port and the B4 port, and the remaining port (C4 port) of the third three-way valve 170 is connected to the third coolant circuit L3 through the flow path. The fourth three-way valve 180 is arranged on the third coolant circuit L3, that is, the fourth three-way valve 180 is connected to the fourth flow path F4 through the A5 port and the B5 port, and the remaining port (C5 port) of the fourth three-way valve 180 is connected to the fourth flow path F4 through the flow path. Among them, the points where the fourth three-way valve 180 and the third three-way valve 170 are connected to the third coolant circuit L3 are located at the coolant inlet side and the coolant outlet side of the second heat exchanger 160, respectively.

[0069] By setting the third three-way valve and the fourth three-way valve, the third coolant circuit L3 is connected to the first coolant circuit L1 and the second coolant circuit L2 respectively. And by controlling the on-off of the third three-way valve 170 and the fourth three-way valve 180, different working modes can be realized, as shown below.

[0070] Alternatively, if Figure 1 and Figure 2 As shown, the third coolant circuit L3 is also provided with a fourth switch valve 190, which is located between the heater core 150 and the fourth three-way valve 180 to realize the on-off of the third coolant circuit L3. In this way, the fourth switch valve 190 can be opened or closed as needed to realize the corresponding working mode. For example, when the second heat exchanger 160 acts as a condenser to dissipate heat for the air conditioning system, the third coolant circuit L3 can be cut off by closing the fourth switch valve 190, thereby preventing the heat in the second heat exchanger 160 from entering the heater core 150, thereby affecting the temperature of the cabin. Optionally, the fourth switch valve 190 can be a one-way valve, which allows the coolant to flow from the heater core 150 to the second heat exchanger 160 and the fourth three-way valve 180.

[0071] The following will Figure 1 As an example, combined with Figures 3 to 14 The main working modes of the vehicle thermal management system provided by the present invention, as well as the cycle process and principles under the corresponding working modes are described in detail.

[0072] Mode 1: A mode in which the radiator 30 is used to cool the motor 20. In this mode, Figure 3 As shown, the first water pump 10, the motor 20 and the radiator 30 form a circulation loop. At this time, the flow path of the coolant is: the first water pump 10→the motor 20→the third switch valve 100→the radiator 30→the first water pump 10. In this way, the coolant exchanges heat with the external environment through the radiator 30, reducing the temperature of the coolant, thereby cooling the motor 20.

[0073] Mode 2: A mode in which the radiator 30 is used to cool the motor 20 and the battery 60 at the same time. Figure 4 As shown, in this mode, the first water pump 10, the motor 20 and the radiator 30 form a circulation loop. The first water pump 10, the battery 60, the charger 70, the second water pump 40 and the radiator 30 form a circulation loop.

[0074] Specifically, the flow path of the coolant has two loops. In the first loop, the flow path of the coolant is: first water pump 10 → motor 20 → third switch valve 100 → radiator 30 → first water pump 10. In the second loop, the flow path of the coolant is: second water pump 40 → first three-way valve 110 (A2 port is connected to C2 port) → third three-way valve 170 (B4 port is connected to A4 port) →

[0075] The third switch valve 100 → radiator 30 → first water pump 10 → second three-way valve 120 (C3 is connected to B3 port) → battery 60 → charger 70 / first branch S1 → second water pump 40. In this way, the coolant exchanges heat with the external environment through the radiator 30, reducing the temperature of the coolant, thereby cooling the motor 20 and the battery 60.

[0076] Mode 3: A mode in which the radiator 30 is used to cool the motor 20, the battery 60 and the refrigerant in the air conditioning system at the same time. Figure 5 As shown, in this mode, the first water pump 10, the motor 20 and the radiator 30 form a circulation loop. The first water pump 10, the battery 60, the charger 70, the second water pump 40 and the radiator 30 form a circulation loop. The first water pump 10, the second heat exchanger 160 and the radiator 30 also form a circulation loop.

[0077] Specifically, the flow path of the coolant has three loops. In the first loop, the flow path of the coolant is: first water pump 10 → motor 20 → third switch valve 100 → radiator 30 → first water pump 10. In the second loop, the flow path of the coolant is: second water pump 40 → first three-way valve 110 (A2 port is connected to C2 port) → third three-way valve 170 (B4 port is connected to A4 port) →

[0078] The third switch valve 100 → radiator 30 → first water pump 10 → second three-way valve (C3 and B3 ports are connected) → battery 60 → charger 70 / first branch S1 → second water pump 40. In the third loop, the flow path of the coolant is: first water pump 10 → fourth three-way valve 180 (C5 port is connected to B5 port) → second heat exchanger 160 → third three-way valve 170 (C4 port is connected to B4 port) → third switch valve 100 → radiator 30 → first water pump 10. In this way, the coolant exchanges heat with the external environment through the radiator 30, reducing the temperature of the coolant, thereby cooling the motor 20, the battery 60 and the refrigerant in the air conditioning system.

[0079] Mode 4: A mode in which the radiator 30 is used to cool the motor 20 and the refrigerant in the air conditioning system at the same time, and the first heat exchanger 50 is used to cool the battery 60. Figure 6As shown, in this mode, the first water pump 10, the motor 20 and the radiator 30 form a circulation loop. The first water pump 10, the second heat exchanger 160 and the radiator 30 form a circulation loop. The second coolant loop L2 is running.

[0080] Specifically, the flow path of the coolant has three loops at this time. In the first loop, the flow path of the coolant is: first water pump 10→motor 20→third switch valve 100→radiator 30→first water pump 10. In the second loop, the flow path of the coolant is: first water pump 10→fourth three-way valve 180 (C5 port is connected to B5 port)→second heat exchanger 160→third three-way valve 170 (C4 port is connected to B4 port)→third switch valve 100→radiator 30→first water pump 10. In this way, the coolant exchanges heat with the external environment through the radiator 30, reducing the temperature of the coolant, thereby cooling the motor 20 and the refrigerant in the air-conditioning system. In the third loop, the flow path of the coolant is: second water pump 40→first three-way valve 110 (port A2 is connected to port B2)→first heat exchanger 50→second switch valve 90 (port B1 is connected to port C1)→second three-way valve 120 (port A3 is connected to port B3)→battery 60→charger 70 / first branch S1→second water pump 40. At this time, the first heat exchanger 50 cools the battery 60 by exchanging heat with the refrigerant in the vehicle air conditioning system. At the same time, the waste heat of the battery 60 and the charger 70 recovered in the air conditioning system can be used to increase the enthalpy of the air conditioning system and improve the capacity of the air conditioning system.

[0081] Mode 5: Using the radiator 30 to cool the motor 20, using the heater 140 and the air conditioning system to heat the cabin and the battery 60 to maintain a constant temperature. Figure 7 As shown, in this mode, the first water pump 10, the motor 20 and the radiator 30 form a circulation loop. The second coolant loop L2 is running. The third water pump 130, the heater 140, the heater core 150 and the second heat exchanger 160 form a circulation loop.

[0082] Specifically, the flow path of the coolant at this time has three loops. In the first loop, the flow path of the coolant is: first water pump 10→motor 20→third switch valve 100→radiator 30→first water pump 10. In this way, the coolant exchanges heat with the external environment through the radiator 30, reducing the temperature of the coolant, thereby cooling the motor 20. In the second loop, the flow path of the coolant is: second water pump 40→first three-way valve 110 (A2 port is connected to B2 port)→first heat exchanger 50→second switch valve 90 (B1 port is connected to C1 port)→second three-way valve 120 (A3 port is connected to B3 port)→battery 60→charger 70 / first branch S1→second water pump 40. At this time, the first heat exchanger 50 does not exchange heat with the vehicle air conditioning system to keep the battery 60 in a constant temperature mode as much as possible. In the third loop, the flow path of the coolant is: third water pump 130 → heater 140 → heater core 150 → fourth switch valve 190 → fourth three-way valve 180 (port A5 is connected to port B5) → second heat exchanger 160 → third water pump 130. In this way, the heat of the heater 140 can be transferred to the cabin using the heater core 150, and the heat of the air-conditioning system can be transferred to the cabin through the second heat exchanger 160 and the heater core 150 to heat the cabin. Among them, the heater 140 can be used as an auxiliary heating source, and the air-conditioning system can be used as the main heating source. Mode six: Use the radiator 30 to cool the motor 20, use the heater 140 and the air-conditioning system to heat the cabin, and use the first heat exchanger 50 to recover the waste heat of the battery 60. As Figure 8 As shown, in this mode, the first water pump 10, the motor 20 and the radiator 30 form a circulation loop. The second coolant loop L2 is running. The third water pump 130, the heater 140, the heater core 150 and the second heat exchanger 160 also form a circulation loop.

[0083] Specifically, the flow path of the coolant has three loops at this time. In the first loop, the flow path of the coolant is: first water pump 10→motor 20→third switch valve 100→radiator 30→first water pump 10. In this way, the coolant exchanges heat with the external environment through the radiator 30, reducing the temperature of the coolant, thereby cooling the motor 20. In the second loop, the flow path of the coolant is: second water pump 40→first three-way valve 110 (A2 port is connected to B2 port)→first heat exchanger 50→second switch valve 90 (B1 port is connected to C1 port)→second three-way valve 120 (A3 port is connected to B3 port)→battery 60→charger 70 / first branch S1→second water pump 40. At this time, the first heat exchanger 50 exchanges heat with the vehicle air conditioning system and recovers the waste heat of the battery 60 and the charger 70 to increase the enthalpy of the air conditioning system and improve the capacity of the air conditioning system. At the same time, it also cools the battery 60. In the third loop, the flow path of the coolant is: the third water pump 130 → heater 140 → heater core 150 → fourth switch valve 190 → fourth three-way valve 180 (port A5 is connected to port B5) → second heat exchanger 160 → third water pump 130. In this way, the heat of the heater 140 can be transferred to the cabin using the heater core 150, and the heat of the air conditioning system can be transferred to the cabin using the heater core 150 through the second heat exchanger 160 to heat the cabin. Among them, the heater 140 can be used as an auxiliary heating source, and the air conditioning system can be used as the main heating source.

[0084] Mode 7: A mode in which the radiator 30 is used to cool the motor 20 and the battery 60 at the same time, and the heater 140 and the air conditioning system are used to heat the cabin. Fig. 9 As shown, in this mode, the first water pump 10, the motor 20 and the radiator 30 form a circulation loop. The first water pump 10, the battery 60, the charger 70, the second water pump 40 and the radiator 30 form a circulation loop. The third water pump 130, the heater 140, the heater core 150 and the second heat exchanger 160 also form a circulation loop.

[0085] Specifically, the flow path of the coolant has three loops at this time. In the first loop, the flow path of the coolant is: first water pump 10→motor 20→third switch valve 100→radiator 30→first water pump 10. In the second loop, the flow path of the coolant is: second water pump 40→first three-way valve 110 (A2 port is connected to C2 port)→third three-way valve 170 (B4 port is connected to A4 port)→third switch valve 100→radiator 30→first water pump 10→second three-way valve 120 (C3 port is connected to B3 port)→battery 60→charger 70 / first branch S1→second water pump 40. In this way, the coolant exchanges heat with the external environment through the radiator 30, reduces the temperature of the coolant, and thus cools the motor 20 and the battery 60. In the third loop, the flow path of the coolant is: the third water pump 130 → heater 140 → heater core 150 → fourth switch valve 190 → fourth three-way valve 180 (port A5 is connected to port B5) → second heat exchanger 160 → third water pump 130. In this way, the heat of the heater 140 can be transferred to the cabin using the heater core 150, and the heat of the air conditioning system can be transferred to the cabin using the heater core 150 through the second heat exchanger 160 to heat the cabin. Among them, the heater 140 can be used as an auxiliary heating source, and the air conditioning system can be used as the main heating source.

[0086] Mode 8: Using the heater 140 and the air conditioning system to heat the cabin and recover the waste heat from the motor. Fig.10 As shown, in this mode, the third water pump 130, the heater 140, the warm air core 150, and the second heat exchanger 160 form a circulation loop. The first water pump 10, the first heat exchanger 50 and the motor 20 form a circulation loop.

[0087] Specifically, the flow path of the coolant has two loops at this time. In the first loop, the flow path of the coolant is: the third water pump 130 → heater 140 → warm air core 150 → fourth switch valve 190 → fourth three-way valve 180 (A5 port is connected to B5 port) → second heat exchanger 160 → third water pump 130. In this way, the heat of the heater 140 can be transmitted to the passenger compartment by using the warm air core 150, and the heat of the air conditioning system can be transmitted to the passenger compartment by using the warm air core 150 through the second heat exchanger 160 to heat the passenger compartment. Among them, the heater 140 can be used as an auxiliary heating source, and the air conditioning system can be used as the main heating source. In the second loop, the flow path of the coolant is: the first water pump 10 → motor 20 → first switch valve 80 → first heat exchanger 150 → second switch valve 90 (B1 port is connected to A1 port) → first water pump 10. In this way, the waste heat of the motor 20 can be recovered into the air-conditioning system through the first heat exchanger 50 to increase the enthalpy of the air-conditioning system and improve the capacity of the air-conditioning system.

[0088] Mode nine: A mode in which the driver's cabin is heated by the heater 140 and the air conditioning system, and the waste heat of the motor 20 is recovered by the first heat exchanger 50 and the battery 60 is cooled. Fig.11 As shown, in this mode, the third water pump 130, the heater 140, the warm air core 150, and the second heat exchanger 160 form a circulation loop. The first water pump 10, the first heat exchanger 50, and the motor 20 form a circulation loop. The second water pump 40, the first heat exchanger 50, the first water pump 10, the battery 60, and the charger 70 form a circulation loop.

[0089] Specifically, the flow path of the coolant has three loops at this time. In the first loop, the flow path of the coolant is: the third water pump 130 → heater 140 → warm air core 150 → fourth switch valve 190 → fourth three-way valve 180 (A5 port is connected to B5 port) → second heat exchanger 160 → third water pump 130. In this way, the heat of the heater 140 can be transmitted to the passenger compartment by using the warm air core 150, and the heat of the air conditioning system can be transmitted to the passenger compartment by using the warm air core 150 through the second heat exchanger 160 to heat the passenger compartment. Among them, the heater 140 can be used as an auxiliary heating source, and the air conditioning system can be used as the main heating source. In the second loop, the flow path of the coolant is: the first water pump 10 → motor 20 → first switch valve 80 → first heat exchanger 50 → second switch valve 90 (B1 port is connected to A1 port) → first water pump 10. In this way, the waste heat of the motor 20 can be recovered into the air conditioning system through the first heat exchanger 50, so as to increase the enthalpy of the air conditioning system and improve the capacity of the air conditioning system. In the third loop, the flow path of the coolant is: the second water pump 40 → the first three-way valve 110 (the A2 port is connected to the B2 port) → the first heat exchanger 50 → the second switch valve 90 (the B1 port is connected to the A1 port) → the first water pump 10 → the second three-way valve 120 (the C3 port is connected to the B3 port) → the battery 60 → the charger 70 / the first branch S1 → the second water pump 40. At this time, the first heat exchanger 50 exchanges heat with the vehicle air conditioning system to reduce the temperature of the coolant in the second coolant loop L2, thereby cooling the battery 60. At the same time, the first heat exchanger 50 provides the heat of the battery 60 to the air conditioning system, so as to increase the enthalpy of the air conditioning system and improve the capacity of the air conditioning system.

[0090] Mode 10: A mode in which the motor 20 is cooled by the radiator 30 and the driver's cabin and the battery 60 are heated by the heater 140 and the air conditioning system. Fig.12 As shown, in this mode, the first water pump 10, the motor 20 and the radiator 30 form a circulation loop. The third water pump 130, the heater 140, the heater core 150 and the second heat exchanger 160 also form a circulation loop. The second water pump 40, the third water pump 130, the heater 140, the heater core 150 and the battery 60 form a circulation loop.

[0091] Specifically, the flow path of the coolant has three loops at this time. In the first loop, the flow path of the coolant is: the first water pump 10 → the motor 20 → the third switch valve 100 → the radiator 30 → the first water pump 10. In this way, for example, the radiator 30 exchanges heat with the external environment to reduce the temperature of the coolant, thereby cooling the motor 20. In the second loop, the flow path of the coolant is: the third water pump 130 → the heater 140 → the warm air core 150 → the fourth switch valve 190 → the fourth three-way valve 180 (the A5 port is connected to the B5 port) → the second heat exchanger 160 → the third water pump 130. In this way, the heat of the heater 140 can be transmitted to the cabin using the warm air core 150, and the heat of the air conditioning system can be transmitted to the cabin through the second heat exchanger 160 and the warm air core 150 to heat the cabin. Among them, the heater 140 can be used as an auxiliary heating source, and the air conditioning system can be used as the main heating source. In the third loop, the second water pump 40 → the first three-way valve 110 (the A2 port is connected to the C2 port) → the third three-way valve 170 (the A4 port is connected to the C4 port) → the third water pump 130 → the heater 140 → the warm air core 150 → the fourth switch valve 190 → the fourth three-way valve 180 (the A5 port is connected to the C5 port) → the second three-way valve (the C3 port is connected to the B3 port) → the battery 60 → the charger 70 / the first branch S1 → the second water pump 40. At this time, the heater 140 and the air conditioning system are used to heat the battery 60.

[0092] Mode 11: A mode in which the first heat exchanger 50 is used to recover the waste heat of the motor 20, and the heater 140 and the air conditioning system are used to heat the cabin and the battery 60. Fig.13 As shown, the first water pump 10, the first heat exchanger 50 and the motor 20 form a circulation loop. The third water pump 130, the heater 140, the heater core 150 and the second heat exchanger 160 form a circulation loop. The second water pump 40, the third water pump 130, the heater 140, the heater core 150 and the battery 60 form a circulation loop.

[0093] Specifically, the flow path of the coolant has three loops at this time. In the first loop, the flow path of the coolant is: the first water pump 10 → the motor 20 → the first switch valve 80 → the first heat exchanger 150 → the second switch valve 90 (the B1 port is connected to the A1 port) → the first water pump 10. In this way, the waste heat of the motor 20 can be recovered to the air conditioning system through the first heat exchanger 50, so as to increase the enthalpy of the air conditioning system and improve the capacity of the air conditioning system. In the second loop, the flow path of the coolant is: the third water pump 130 → the heater 140 → the warm air core 150 → the fourth switch valve 190 → the fourth three-way valve 180 (the A5 port is connected to the B5 port) → the second heat exchanger 160 → the third water pump 130. In this way, the heat of the heater 140 can be transmitted to the passenger cabin using the warm air core 150, and the heat of the air conditioning system can be transmitted to the passenger cabin through the second heat exchanger 160 and the warm air core 150 to heat the passenger cabin. The heater 140 is used as an auxiliary heating source, and the air conditioning system is used as the main heating source. In the third loop, the second water pump 40 → the first three-way valve 110 (the A2 port is connected to the C2 port) → the third three-way valve 170 (the A4 port is connected to the C4 port) → the third water pump 130 → the heater 140 → the warm air core 150 → the fourth switch valve 190 → the fourth three-way valve 180 (the A5 port is connected to the C5 port) → the second three-way valve (the C3 port is connected to the B3 port) → the battery 60 → the charger 70 / the first branch S1 → the second water pump 40. At this time, the heater 140 and the air conditioning system are used to heat the battery 60.

[0094] Mode 12: The mode in which the motor 20 is cooled by the radiator 30, the waste heat of the motor 20 is recovered by the first heat exchanger 50, and the driver's cabin and the battery 60 are heated by the heater 140 and the air conditioning system. Fig.14 As shown, in this mode, the first water pump 10, the motor 20 and the radiator 30 form a circulation loop. The first water pump 10, the first heat exchanger 50 and the motor 20 form a circulation loop. The third water pump 130, the heater 140, the heater core 150, and the second heat exchanger 160 also form a circulation loop. The second water pump 40, the third water pump 130, the heater 140, the heater core 150, and the battery 60 form a circulation loop.

[0095] Specifically, at this time, the flow path of the coolant has four loops. In the first loop, the flow path of the coolant is: first water pump 10→motor 20→third switch valve 100→radiator 30→first water pump 10. In this way, for example, the radiator 30 exchanges heat with the external environment to reduce the temperature of the coolant, thereby cooling the motor 20. In the second loop, the flow path of the coolant is: first water pump 10→motor 20→first switch valve 80→first heat exchanger 150→second switch valve 90 (B1 port is connected to A1 port)→first water pump 10. In this way, the waste heat of the motor 20 can be recovered into the air-conditioning system through the first heat exchanger 50, so as to increase the enthalpy of the air-conditioning system and improve the capacity of the air-conditioning system. In the third loop, the flow path of the coolant is: the third water pump 130 → heater 140 → heater core 150 → fourth switch valve 190 → fourth three-way valve 180 (port A5 is connected to port B5) → second heat exchanger 160 → third water pump 130. In this way, the heat of the heater 140 can be transferred to the cabin using the heater core 150, and the heat of the air conditioning system can be transferred to the cabin using the heater core 150 through the second heat exchanger 160 to heat the cabin. Among them, the heater 140 serves as an auxiliary heating source, and the air conditioning system serves as the main heating source. In the fourth loop, the second water pump 40 → the first three-way valve 110 (the A2 port is connected to the C2 port) → the third three-way valve 170 (the A4 port is connected to the C4 port) → the third water pump 130 → the heater 140 → the warm air core 150 → the fourth switch valve 190 → the fourth three-way valve 180 (the A5 port is connected to the C5 port) → the second three-way valve (the C3 port is connected to the B3 port) → the battery 60 → the charger 70 / the first branch S1 → the second water pump 40. At this time, the heater 140 and the air conditioning system are used to heat the battery 60.

[0096] According to another aspect of the present disclosure, a vehicle is provided, comprising the above-mentioned vehicle thermal management system.

[0097] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0098] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0099] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A vehicle thermal management system, characterized in that: include: A first coolant circuit (L1), wherein a first water pump (10), a motor (20) and a radiator (30) are provided on the first coolant circuit (L1); a second coolant circuit (L2), wherein a second water pump (40), a battery (60) and a first heat exchanger (50) are provided on the second coolant circuit (L2), and the first heat exchanger (50) is also located on a refrigerant flow path of an air conditioning system of the vehicle; A first flow path (F1) and a second flow path (F2), wherein one end of the first flow path (F1) is connected to the coolant outlet of the motor (20) and the other end is connected to the coolant inlet of the first heat exchanger (50); one end of the second flow path (F2) is connected to the coolant outlet of the first heat exchanger (50) and the other end is connected to the coolant inlet of the first water pump (10), so that the vehicle thermal management system has a motor waste heat recovery mode, so as to provide heat to the refrigerant in the refrigerant flow path in the motor waste heat recovery mode; A first switch valve (80) is provided between the coolant outlet of the motor (20) and the coolant inlet of the first heat exchanger (50), and the first switch valve (80) is a solenoid switch valve or a one-way valve. A second switch valve (90) is provided between the coolant outlet of the first heat exchanger (50) and the coolant inlet of the first water pump (10). In the waste heat recovery mode, the flow path of the coolant is: the first water pump (10) → the motor (20) → the first switch valve (80) → the first heat exchanger (50) → the second switch valve (90) → the first water pump (10); The vehicle thermal management system further comprises a first three-way valve (110), a second three-way valve (120), a third flow path (F3) and a fourth flow path (F4); The first three-way valve (110) and the second three-way valve (120) are both arranged on the second coolant circuit (L2) and are respectively located at the coolant inlet side and the coolant outlet side of the first heat exchanger (50); the remaining one port of the first three-way valve (110) is connected to the first coolant circuit (L1) via the third flow path (F3); and the remaining one port of the second three-way valve (120) is connected to the first coolant circuit (L1) via the fourth flow path (F4); The connection point between the fourth flow path (F4) and the first coolant circuit (L1) and the connection point between the third flow path (F3) and the first coolant circuit (L1) are respectively located at the coolant inlet side and the coolant outlet side of the motor (20), so that the vehicle thermal management system can use the heat of the motor (20) to heat the battery (60) or use the radiator (30) to cool the battery (60).

2. The vehicle thermal management system according to claim 1, characterized in that: The first switch valve (80) is arranged on the first flow path (F1); The second flow path (F2) is connected to the second coolant circuit (L2) via the second switch valve (90), and the second switch valve (90) is a three-way valve, so that the second switch valve (90) can realize the opening and closing of the second flow path (F2) and the opening and closing of the second coolant circuit (L2).

3. The vehicle thermal management system according to claim 1, characterized in that: A third switch valve (100) is also provided on the first coolant circuit (L1); the third switch valve (100) is provided between the motor (20) and the radiator (30) to realize switching on and off of the first coolant circuit (L1).

4. The vehicle thermal management system according to claim 1, characterized in that: On the second coolant circuit (L2), a first branch (S1) and a second branch (S2) are arranged in parallel between the battery (60) and the second water pump (40); The first branch (S1) is short-circuited between the battery (60) and the second water pump (40); the second branch (S2) is provided with an electronic device, the electronic device comprising at least one of a charger (70), a motor controller, and a DC-DC converter.

5. The vehicle thermal management system according to claim 4, characterized in that: The flow size of the second branch (S2) is smaller than the flow size of the first branch (S1), so that the coolant flow rate flowing through the second branch (S2) can be smaller than the coolant flow rate flowing through the first branch (S1).

6. The vehicle thermal management system according to any one of claims 1 to 5, characterized in that: The vehicle thermal management system further comprises a third coolant circuit (L3), wherein the third coolant circuit (L3) is provided with a third water pump (130), a heater (140) and a heater core (150), wherein the heater core (150) is used to heat the vehicle's cabin through the heater (140), and wherein the third coolant circuit (L3) is respectively connected to the first coolant circuit (L1) and the second coolant circuit (L2) through flow paths, so that the third coolant circuit (L3) can operate independently, or be interconnected with one of the first coolant circuit (L1) and the second coolant circuit (L2) for operation, or realize mixed operation of the three with the first coolant circuit (L1) and the second coolant circuit (L2).

7. The vehicle thermal management system according to claim 6, characterized in that: A second heat exchanger (160) is also provided on the third coolant circuit (L3), and the second heat exchanger (160) is also located on the refrigerant flow path of the air conditioning system.

8. The vehicle thermal management system according to claim 7, characterized in that: The second heat exchanger (160) is used as a condenser in the air conditioning system.

9. The vehicle thermal management system according to claim 7, characterized in that: The vehicle thermal management system further comprises a third three-way valve (170) and a fourth three-way valve (180); The third three-way valve (170) is arranged on the third flow path (F3), and the remaining one port of the third three-way valve (170) is connected to the third coolant circuit (L3) through the flow path; The fourth three-way valve (180) is arranged on the third coolant circuit (L3), and a remaining port of the fourth three-way valve (180) is connected to the fourth flow path (F4) through a flow path; The points at which the fourth three-way valve (180) and the third three-way valve (170) are connected to the third coolant circuit (L3) are located at the coolant inlet side and the coolant outlet side of the second heat exchanger (160), respectively.

10. The vehicle thermal management system according to claim 9, characterized in that: A fourth switch valve (190) is also provided on the third coolant circuit (L3); the fourth switch valve (190) is located between the warm air core (150) and the fourth three-way valve (180) to realize the on-off of the third coolant circuit (L3).

11. A vehicle, characterized in that: The invention comprises a vehicle thermal management system according to any one of claims 1 to 10.

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