Thermal management and energy recovery system and method for a vehicle

Abstract

The present application relates to a kind of heat management and energy recovery system for vehicle, at least comprising: cooling unit, for cooling the component of heat generation by the cooling liquid flowing in cooling unit;Radiator, to reduce the temperature of cooling liquid from cooling unit;Main road pipeline is arranged between cooling unit and radiator, to form direct fluid communication;First bypass pipe and second bypass pipe, in segmental adjacent manner spaced apart from each other;Thermoelectric element is arranged between first bypass pipe and second bypass pipe, for generating electricity according to the temperature difference of cooling liquid in first bypass pipe and second bypass pipe and providing the electric energy generated to vehicle;Controller, for controlling the opening and closing of main road pipeline, first bypass pipe and second bypass pipe according to the temperature of cooling liquid, to realize different operating modes.It also relates to a corresponding method.Optimized balance of heat dissipation efficiency and energy recovery efficiency can be realized.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicles, in particular to a thermal management and energy recovery system for a vehicle. The present application also relates to a corresponding method for thermal management and energy recovery for a vehicle. BACKGROUND

[0002] In recent years, with the increasingly prominent energy crisis and environmental protection issues, people pay more and more attention to the energy utilization efficiency during the operation of vehicles. During the driving of vehicles, components of the vehicles, such as battery modules, electric machines, electric devices or engines, will generate a large amount of heat energy and need to be cooled to prevent the components from overheating and affecting normal operation. For this purpose, a cooling unit is provided for the heat-generating components of the vehicle. The coolant in the cooling unit flows through the heat-generating components and carries away the heat, so that the components of the vehicle are in a normal temperature range. The heated coolant flows to a radiator, and the heat carried by the coolant is directly dissipated in the air through heat transfer and heat radiation at the radiator, thereby reducing the temperature of the coolant. However, this will waste the heat generated by the components of the vehicle and reduce the energy utilization efficiency of the vehicle.

[0003] In the prior art, although there are schemes for generating electric energy by recovering waste heat of vehicle components, these schemes will adversely affect the heat dissipation efficiency of the vehicle, so that the components of the vehicle are at risk of overheating. SUMMARY

[0004] Therefore, the purpose of the present application is to propose an improved thermal management and energy recovery system for a vehicle, which fully utilizes the heat generated by the components of the vehicle while ensuring the heat dissipation efficiency of the vehicle, thereby significantly improving the energy utilization rate and achieving an optimized balance between heat dissipation efficiency and energy recovery efficiency. In addition, the thermal management and energy recovery system according to the present application can be simply and cost-effectively modified on the basis of the cooling and heat dissipation circuit of a conventional vehicle and has a high degree of integration.

[0005] According to a first aspect of the present application, a thermal management and energy recovery system for a vehicle is provided, wherein the thermal management and energy recovery system comprises at least:

[0006] - a cooling unit configured to cool heat-generating components of the vehicle by means of a coolant flowing in the cooling unit;

[0007] - a radiator configured to reduce the temperature of the coolant from the cooling unit;

[0008] - a main circuit duct arranged between the cooling unit and the radiator to form a direct fluid communication between the cooling unit and the radiator;

[0009] - a first bypass pipe extending from the cooling unit and a second bypass pipe extending from the radiator, the first bypass pipe and the second bypass pipe being spaced apart from each other in a sectionally adjacent manner;

[0010] - at least one thermoelectric element arranged between the first bypass pipe and the second bypass pipe, the thermoelectric element being configured to generate electric energy according to a temperature difference of the cooling liquid in the first bypass pipe and the second bypass pipe and to provide the generated electric energy to the vehicle; and

[0011] - a controller configured to control opening and closing of the main pipe, the first bypass pipe and the second bypass pipe according to a temperature of the cooling liquid in the cooling unit to realize different operation modes of the thermal management and energy recovery system.

[0012] Compared with the prior art, in the thermal management and energy recovery system according to the present application, a main pipe for forming direct fluid communication and sectionally adjacent first and second bypass pipes are arranged between the cooling unit and the radiator, wherein the cooling liquid can flow directly from the cooling unit to the radiator through the main pipe to achieve the desired heat dissipation effect, wherein the thermoelectric element arranged between the first and second bypass pipes generates electric energy through the temperature difference of the cooling liquid in both, thereby converting thermal energy into electric energy and providing the generated electric energy to the vehicle to achieve energy recovery and improve energy utilization. Here, the controller controls the opening and closing state of each pipe according to the temperature of the cooling liquid in the cooling unit, thereby realizing different operation modes of the thermal management and energy recovery system to achieve an optimized balance of the heat dissipation efficiency and energy recovery efficiency of the vehicle. Here, only the bypass pipes and the thermoelectric element need to be added on the basis of the conventional thermal management system composed of the cooling unit and the radiator, and thus the thermal management and energy recovery system according to the present application can be constructed cost-effectively and with high integration.

[0013] According to exemplary embodiments of the present application, the operation modes include the following modes:

[0014] - a heat preservation mode: when the temperature of the cooling liquid in the cooling unit is lower than a first set temperature, the main pipe, the first bypass pipe and the second bypass pipe are closed;

[0015] - a power generation mode: when the temperature of the cooling liquid in the cooling unit is between the first set temperature and a second set temperature, the main pipe is closed and the first bypass pipe and the second bypass pipe are opened;

[0016] - mixed mode: when the temperature of the cooling liquid in the cooling unit is between the second set temperature and the third set temperature, the main path pipe, the first bypass pipe and the second bypass pipe are opened;

[0017] - full heat dissipation mode: when the temperature of the cooling liquid in the cooling unit is higher than the third set temperature, the main path pipe is opened and the first bypass pipe and the second bypass pipe are closed,

[0018] wherein the first set temperature, the second set temperature and the third set temperature are sequentially increased.

[0019] According to exemplary embodiments of the present application, the first set temperature has a set value greater when the temperature of the cooling liquid gradually increases than when the temperature of the cooling liquid gradually decreases; and / or, the second set temperature has a set value greater when the temperature of the cooling liquid gradually increases than when the temperature of the cooling liquid gradually decreases.

[0020] According to exemplary embodiments of the present application, the thermal management and energy recovery system comprises a temperature sensor configured to detect the temperature of the cooling liquid in the cooling unit, wherein the temperature sensor is particularly arranged at an outlet end of the cooling unit.

[0021] According to exemplary embodiments of the present application, the first bypass pipe and the second bypass pipe are respectively configured with interdigital structures arranged in a spaced manner with each other and provided with a flow channel at the end of each interdigital structure, and a plurality of thermoelectric elements are respectively arranged in the space between the interdigital structures of the first bypass pipe and the second bypass pipe; or, the first bypass pipe and the second bypass pipe are respectively configured with zigzag structures arranged in a spaced manner with each other, and a plurality of thermoelectric elements are respectively arranged in the space between the zigzag structures of the first bypass pipe and the second bypass pipe.

[0022] According to exemplary embodiments of the present application, the thermoelectric elements are flat and layered; and / or, the thermoelectric elements provide electrical energy to the electrical appliances or the battery unit of the vehicle through a step-up rectifier circuit.

[0023] According to exemplary embodiments of the present application, a first valve is provided in the main path pipe, and a second valve is provided in the first bypass pipe and / or the second bypass pipe, and the controller controls the opening and closing of the main path pipe, the first bypass pipe and the second bypass pipe by adjusting the state of the first valve and the second valve.

[0024] According to an exemplary embodiment of the present application, the first valve and / or the second valve is configured as a flow control valve, and the controller adjusts the heat dissipation and / or energy recovery efficiency of the heat management and energy recovery system by controlling the opening degree of the flow control valve.

[0025] According to an exemplary embodiment of the present application, the heat management and energy recovery system comprises a fan unit configured for facilitating the heat dissipation efficiency of the radiator; and / or, the heat management and energy recovery system comprises a liquid storage tank configured for storing and providing cooling liquid to the main passage pipe.

[0026] According to a second aspect of the present application, a method for heat management and energy recovery of a vehicle is provided, wherein the method is implemented by the heat management and energy recovery system according to the present application, and wherein,

[0027] The method comprises at least the following steps:

[0028] S1: detecting the temperature of the cooling liquid in the cooling unit of the heat management and energy recovery system;

[0029] S2: controlling the opening and closing of the main passage pipe, the first bypass pipe and the second bypass pipe of the heat management and energy recovery system according to the temperature of the cooling liquid in the cooling unit, so as to realize different operation modes of the heat management and energy recovery system. BRIEF DESCRIPTION OF DRAWINGS

[0030] The principles, features and advantages of the present application can be better understood by referring to the following detailed description of the application in conjunction with the accompanying drawings in which:

[0031] Figure 1 a schematic block diagram of a heat management and energy recovery system according to an exemplary embodiment of the present application is shown;

[0032] Figure 2a and Figure 2b schematic views of bypass pipes of heat management and energy recovery systems according to different exemplary embodiments of the present application are shown, respectively;

[0033] Figure 3 a flow chart of a method for heat management and energy recovery of a vehicle according to an exemplary embodiment of the present application is shown. DETAILED DESCRIPTION

[0034] In order to make the technical problems to be solved by the present application, the technical solutions and the beneficial technical effects more clear, the present application will be further described in detail below in conjunction with the drawings and multiple exemplary embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and are not used to limit the protection scope of the present application.

[0035] In this specification, unless otherwise expressly specified and limited, the terms "install", "connect", "couple", "attach" and like terms are to be construed broadly. For example, they can be either fixed connections, or detachable connections, or integrally connected; they can be either mechanical connections, or electrical connections; they can be direct connections, or indirect connections through intermediaries, or internal connections between two elements. The above terms can be understood according to the circumstances by those skilled in the art.

[0036] It should be understood that the expressions "first", "second", etc. are used herein only for descriptive purposes and should not be construed as indicating or implying relative importance, nor should they be construed as implicitly indicating the number of technical features indicated. The features qualified as "first", "second" can explicitly or implicitly indicate that they include at least one such feature.

[0037] Figure 1 A schematic block diagram of a thermal management and energy recovery system 100 for a vehicle according to an exemplary embodiment of the present application is shown. Here, the vehicle is for example an electric vehicle. However, it is also conceivable that the vehicle is a hybrid vehicle or a fuel vehicle.

[0038] As Figure 1 shown, the thermal management and energy recovery system 100 comprises a cooling unit 10 configured to cool heat generating components of the vehicle. Here, "heat generating components" are understood to be components of the vehicle that generate heat during operation, such as for example the battery, the electric motor or the electrical consumers, such as the air conditioner, of the vehicle. However, it is also conceivable that other components are considered meaningful by the person skilled in the art, such as for example the engine in a fuel vehicle. Exemplarily, the cooling unit 10 comprises a plurality of cooling ducts in the form of fins that are applied against the heat generating components, the heat generated by the heat generating components being transferred into a cooling liquid in the cooling unit 10, thereby reducing the temperature of the heat generating components and ensuring that the heat generating components work properly. In this case, the temperature of the cooling liquid in the cooling unit 10 increases, even above 90°C. However, it is also conceivable that the cooling unit 10 is configured as a heat pump to collect waste heat and provide cooling functionality.

[0039] As Figure 1 shown, the thermal management and energy recovery system 100 comprises a radiator 20 that receives the cooling liquid from the cooling unit 10, reduces the temperature from the cooling liquid and resupplies the cooled cooling liquid to the cooling unit. Here, the radiator 20 is for example configured as a flat aluminum duct and has corrugated fins, wherein air flows into the radiator 20 and absorbs the heat of the cooling liquid, thereby reducing the temperature of the cooling liquid in the radiator 20.

[0040] As Figure 1As shown, a main pipe 30 is arranged between the cooling unit 10 and the radiator 20, and direct fluid communication between the cooling unit 10 and the radiator 20 is achieved through the main pipe. Thus, the heated coolant in the cooling unit 10 can flow to the radiator 20 through the main pipe 30, and the cooled coolant in the radiator 20 can flow back to the cooling unit 10 through the main pipe 30.

[0041] like Figure 1 As shown, the thermal management and energy recovery system 100 includes a first bypass pipe 41 and a second bypass pipe 42. The first bypass pipe 41 extends from and returns to the cooling unit 10, thereby enabling the circulation of coolant between the cooling unit 10 and the first bypass pipe 41. The second bypass pipe 42 extends from and returns to the radiator 20, thereby enabling the circulation of coolant between the radiator 20 and the second bypass pipe 42. Here, the first bypass pipe 41 and the second bypass pipe 42 are spaced apart from each other in a segmented adjacent manner, wherein the temperature of the coolant in the first bypass pipe 41 is higher than the temperature of the coolant in the second bypass pipe 42.

[0042] like Figure 1 As shown, the thermal management and energy recovery system 100 also includes at least one thermoelectric element 50 disposed between a first bypass conduit 41 and a second bypass conduit 42. This thermoelectric element is configured to generate electricity based on a first thermoelectric effect, or Seebeck effect, according to the temperature difference of the coolant in the first bypass conduit 41 and the second bypass conduit 42, and to supply the generated electrical energy to the vehicle. Here, "first thermoelectric effect" should be understood as follows: in a closed loop composed of two different thermoelectric materials, such as inorganic non-metallic ceramics, if a temperature difference exists at the junction of the two thermoelectric materials, a thermoelectric electromotive force is generated in the loop, thereby converting thermal energy into electrical energy. Here, the thermoelectric electromotive force is mainly determined by the contact temperature difference and the Seebeck system of the thermoelectric materials themselves, and can be calculated by the following formula:

[0043] V = α pn (T h -T c )

[0044] Where V is the electromotive force in the circuit, and α pn It is the Seebeck coefficient, T h It is the hot end temperature, T cis a cold end temperature. Here, the side of the thermoelectric element 50 close to the first bypass pipe 41 is a hot end, and the side close to the second bypass pipe 42 is a cold end, thereby generating a thermoelectric electromotive force between the hot end and the cold end of the thermoelectric element 50 and converting the thermal energy carried by the cooling liquid in the first bypass pipe 41 into electrical energy, while reducing the temperature of the cooling liquid in the first bypass pipe 41. In this case, both the thermal energy generated by the heat generating components of the vehicle and the cooling function can be provided to a certain extent.

[0045] As shown in FIG. 1, the heat management and energy recovery system 100 further includes a controller 60 configured to control the opening and closing of the main pipe 30, the first bypass pipe 41 and the second bypass pipe 42 according to the temperature of the cooling liquid in the cooling unit 10 to realize different operating modes of the heat management and energy recovery system 100, so as to meet the desired energy recovery and heat dissipation efficiency. Figure 1

[0046] Here, the operating modes of the heat management and energy recovery system 100 include the following modes:

[0047] - insulation mode: when the temperature of the cooling liquid in the cooling unit 10 is lower than the first set temperature, the main pipe 30, the first bypass pipe 41 and the second bypass pipe 42 are closed, thereby the cooling liquid in the cooling unit 10 is only retained in the cooling unit 10 and is not cooled by the radiator 20, so as to prevent the cooling liquid in the cooling unit 10 from being too low in temperature;

[0048] - power generation mode: when the temperature of the cooling liquid in the cooling unit 10 is between the first set temperature and the second set temperature, the main pipe 30 is closed and the first bypass pipe 41 and the second bypass pipe 42 are opened, the second set temperature is greater than the first set temperature, thereby generating electricity through the temperature difference between the cooling liquid in the first bypass pipe 41 and the cooling liquid in the second bypass pipe 42 and providing a certain degree of cooling effect, which can meet the heat dissipation requirement of the cooling unit 10;

[0049] - hybrid mode: when the temperature of the cooling liquid in the cooling unit 10 is between the second set temperature and the third set temperature, the main pipe 30, the first bypass pipe 41 and the second bypass pipe 42 are all opened, the third set temperature is greater than the second set temperature, thereby both the cooling liquid from the cooling unit 10 can be guided to the radiator 20 through the main pipe 30, and the power generation can be realized through the temperature difference between the first bypass pipe 41 and the second bypass pipe 42, so as to realize the optimal balance between the heat dissipation and energy recovery of the cooling liquid;

[0050] ​- full heat dissipation mode: when the temperature of the coolant in the cooling unit 10 is higher than the third set temperature, the main passage pipe 30 is opened and the first bypass pipe 41 and the second bypass pipe 42 are closed, thereby causing the coolant from the cooling unit 10 to flow completely to the radiator 20, so as to achieve sufficient heat dissipation of the coolant and to avoid overheating of the heat generating components of the vehicle.

[0051] Here, the first set temperature, the second set temperature and the third set temperature are derived in advance according to parameters such as the type of the vehicle, the efficiency of the radiator, the layout of the pipes, etc. and are stored in the controller 60, wherein the first set temperature is for example in the range of 25-35°C, the second set temperature is for example in the range of 80-90°C and the third set temperature is for example in the range of 95-98°C. Exemplarily, the set value of the first set temperature when the temperature of the coolant in the cooling unit 10 gradually increases is greater than the set value when the temperature of the coolant gradually decreases, wherein the set value of the first set temperature when the temperature of the coolant in the cooling unit 10 gradually increases is for example 35°C and the set value of the first set temperature when the temperature of the coolant gradually decreases is for example 25°C. Exemplarily, the set value of the second set temperature when the temperature of the coolant in the cooling unit 10 gradually increases is greater than the set value when the temperature of the coolant gradually decreases, wherein the set value of the second set temperature when the temperature of the coolant in the cooling unit 10 gradually increases is for example 90°C and the set value of the second set temperature when the temperature of the coolant gradually decreases is for example 80°C. Of course, other temperature values which are considered meaningful by the skilled person can also be considered. Thereby, frequent switching of the operating mode due to fluctuations in the temperature of the coolant can be avoided, so as to reduce the noise generated when the system mode is switched and to avoid energy waste.

[0052] Exemplarily, as shown in Fig. 1, the thermal management and energy recovery system 100 comprises a temperature sensor 11 configured to detect the temperature of the coolant in the cooling unit 10 and is in signal connection with the controller 60 to transmit the detected temperature signal to the controller 60. Here, the temperature sensor 60 is arranged in particular at the outlet end of the cooling unit 10 to detect the highest temperature of the coolant in the cooling unit 10 as far as possible. Of course, it is also conceivable that the temperature sensor 11 is arranged at other locations of the cooling unit 10. Figure 1

[0053] Exemplarily, as shown in Fig. 1, the thermal management and energy recovery system 100 comprises a temperature sensor 11 configured to detect the temperature of the coolant in the cooling unit 10 and is in signal connection with the controller 60 to transmit the detected temperature signal to the controller 60. Here, the temperature sensor 60 is arranged in particular at the outlet end of the cooling unit 10 to detect the highest temperature of the coolant in the cooling unit 10 as far as possible. Of course, it is also conceivable that the temperature sensor 11 is arranged at other locations of the cooling unit 10. Figure 1 ​As shown, the heat management and energy recovery system 100 has a first valve 61 in the main pipeline 30 and second valves 62 in the first bypass pipeline 41 and the second bypass pipeline 42, respectively. The first and second valves are respectively signal-connected to a controller 60, which controls the opening and closing of the main pipeline 30, the first bypass pipeline 41, and the second bypass pipeline 42 by adjusting the states of the first valve 61 and the second valve 62. However, it is also possible to have the second valve 62 only in the first bypass pipeline 41 or only in the second bypass pipeline 42. For example, in the mixed mode, both the first valve 61 and the second valve 62 are open, while in the full cooling mode, the first valve 61 in the main pipeline 30 is open and the second valves 62 in the first bypass pipeline 41 and the second bypass pipeline 42 are closed. Here, the first valve 61 and / or the second valve 62 are specifically configured as flow control valves, the opening of which can be adjusted by a controller 60. The controller 60 adjusts the heat dissipation and / or energy recovery efficiency of the thermal management and energy recovery system 100 by controlling the opening of the first valve 61 and the second valve 62, which are configured as flow control valves. For example, in power generation mode, the flow rate of coolant in the bypass pipe is controlled by adjusting the opening of the second valve 62, thereby controlling the power generation of the thermoelectric element 50 to meet the desired energy recovery efficiency. In hybrid mode, the openings of the first valve 61 and the second valve 62 are adjusted respectively to generate electricity through the thermoelectric element 50 in the bypass pipe as much as possible while ensuring heat dissipation performance, thereby improving energy recovery efficiency.

[0054] For example, such as Figure 1 As shown, the thermoelectric element 50 supplies electrical energy to the vehicle's 12V electrical system via a boost rectifier circuit, which in turn supplies power to the battery unit 70, thereby charging the vehicle's battery unit 70. Alternatively, the thermoelectric element 50 can also supply electrical energy to the vehicle's power-consuming devices, such as in-vehicle screens, via the boost rectifier circuit.

[0055] For example, such as Figure 1 As shown, the thermal management and energy recovery system 100 also includes a storage tank 80 configured to store coolant and supply coolant to the main pipeline 30 to avoid insufficient coolant in the cooling unit 10.

[0056] For example, such as Figure 1 As shown, the thermal management and energy recovery system 100 also includes a fan unit 90 configured to provide airflow to the radiator 20, thereby improving the heat exchange performance between the air and the radiator 20 and promoting the heat dissipation efficiency of the radiator 20.

[0057] Figure 2a and Figure 2bSchematic views of bypass conduits of a thermal management and energy recovery system 100 according to different exemplary embodiments of the present application are shown.

[0058] As Figure 2a shown, the first bypass conduit 41 and the second bypass conduit 42 of the thermal management and energy recovery system 100 are each configured with a meandering structure 3, which are arranged spaced apart in an interlaced manner with each other, wherein a plurality of thermoelectric elements 50 are arranged in the spaces between the meandering structures 3 of the first bypass conduit 41 and the second bypass conduit 42. In this case, the side of each thermoelectric element 50 facing the first bypass conduit 41 is the hot end, while the side facing the second bypass conduit 42 is the cold end, whereby each thermoelectric element 50 can also generate a thermoelectric electromotive force and provide electrical energy to the electrical power system of the vehicle.

[0059] As Figure 2b shown, the first bypass conduit 41 and the second bypass conduit 42 of the thermal management and energy recovery system 100 are each configured with a meandering structure 3, which are arranged spaced apart in an interlaced manner with each other, wherein a plurality of thermoelectric elements 50 are arranged in the spaces between the meandering structures 3 of the first bypass conduit 41 and the second bypass conduit 42. In this case, the side of each thermoelectric element 50 facing the first bypass conduit 41 is the hot end, while the side facing the second bypass conduit 42 is the cold end, whereby each thermoelectric element 50 can also generate a thermoelectric electromotive force and provide electrical energy to the electrical power system of the vehicle.

[0060] Exemplarily, as Figure 2a and Figure 2b shown, the thermoelectric elements 50 are configured in a flat layer shape. Thereby, the heat load area of the thermoelectric elements 50 with respect to the first bypass conduit 41 and the second bypass conduit 42 can be increased, so as to improve the electrical energy conversion efficiency of the thermoelectric elements 50.

[0061] Figure 3 A flow chart of a method for thermal management and energy recovery for a vehicle according to an exemplary embodiment of the present application is shown.

[0062] As Figure 3 shown, the method for thermal management and energy recovery for a vehicle according to the present application is implemented by the thermal management and energy recovery system 100 according to the present application. Herein, the method at least comprises the following steps:

[0063] S1 : detecting the temperature of the coolant in the cooling unit 10 of the thermal management and energy recovery system 100 by means of the temperature sensor 11 ;

[0064] S2: the controller 60 controls the first valve 61 in the main line duct 30 and the second valve 62 in the first bypass duct 41 and the second bypass duct 42 according to the temperature of the coolant in the cooling unit 10 in order to control the opening and closing of the main line duct 30, the first bypass duct 41 and the second bypass duct 42, thereby realizing different operating modes of the thermal management and energy recovery system 100.

[0065] Here, the operating modes can be selected from the following group: heat preservation mode, power generation mode, hybrid mode, complete heat dissipation mode. The selection of the operating mode of the thermal management and energy recovery system 100 is derived by the controller 60 according to the temperature of the coolant in the cooling unit 10.

[0066] The foregoing explanations of the embodiments describe the application only in the framework of the examples. Of course, the individual features of the embodiments can be freely combined with each other, as far as this is technically meaningful, without departing from the framework of the application.

[0067] Other advantages and alternative embodiments of the application will be apparent to those skilled in the art. The application, therefore, is not to be restricted except in the spirit of the appended claims.

Claims

1. A thermal management and energy recovery system (100) for a vehicle, wherein, The thermal management and energy recovery system (100) comprises at least: - a cooling unit (10) configured and adapted to cool heat generating components of the vehicle by means of a cooling liquid flowing in the cooling unit (10); - a radiator (20) configured and adapted to reduce the temperature of the cooling liquid coming from the cooling unit (10); - a main path duct (30) arranged between the cooling unit (10) and the radiator (20) to form a direct fluid communication between the cooling unit (10) and the radiator (20); - a first bypass duct (41) extending from the cooling unit (10) and a second bypass duct (42) extending from the radiator (20), the first bypass duct (41) and the second bypass duct (42) being spaced apart from each other in a segmental adjacent manner; - at least one thermoelectric element (50) arranged between the first bypass duct (41) and the second bypass duct (42), the thermoelectric element being configured and adapted to generate electricity according to the temperature difference of the cooling liquid in the first bypass duct (41) and the second bypass duct (42) and to provide the generated electrical energy to the vehicle; and - a controller (60) configured for controlling the opening and closing of the main path duct (30), the first bypass duct (41) and the second bypass duct (42) according to the temperature of the cooling liquid in the cooling unit (10) to realize different operating modes of the thermal management and energy recovery system (100), wherein the operating modes comprise the following modes: - a heat preservation mode: when the temperature of the cooling liquid in the cooling unit (10) is lower than a first set temperature, the main path duct (30), the first bypass duct (41) and the second bypass duct (42) are closed; - a power generation mode: when the temperature of the cooling liquid in the cooling unit (10) is between the first set temperature and a second set temperature, the main path duct (30) is closed and the first bypass duct (41) and the second bypass duct (42) are opened; - a hybrid mode: when the temperature of the cooling liquid in the cooling unit (10) is between the second set temperature and a third set temperature, the main path duct (30), the first bypass duct (41) and the second bypass duct (42) are opened; - a complete heat dissipation mode: when the temperature of the cooling liquid in the cooling unit (10) is higher than the third set temperature, the main path duct (30) is opened and the first bypass duct (41) and the second bypass duct (42) are closed, wherein the first set temperature, the second set temperature, the third set temperature increase in turn, wherein the set value of the first set temperature when the temperature of the cooling liquid gradually increases is greater than the set value when the temperature of the cooling liquid gradually decreases; and / or the set value of the second set temperature when the temperature of the cooling liquid gradually increases is greater than the set value when the temperature of the cooling liquid gradually decreases.

2. The thermal management and energy recovery system (100) according to claim 1, characterized in that the thermal management and energy recovery system (100) comprises a temperature sensor (11) configured to detect the temperature of the cooling liquid in the cooling unit (10).

3. The thermal management and energy recovery system (100) according to claim 2, characterized in that the temperature sensor (11) is arranged at the outlet end of the cooling unit (10).

4. The thermal management and energy recovery system (100) according to any one of claims 1 to 3, characterized in that the first bypass pipe (41) and the second bypass pipe (42) are respectively configured with interdigitated structures (1) arranged at intervals in the form of overlapping each other and provided with a flow channel (2) at the end of each interdigitated structure (1), and a plurality of thermoelectric elements (50) are respectively arranged in the intervals between the interdigitated structures (1) of the first bypass pipe (41) and the second bypass pipe (42); or the first bypass pipe (41) and the second bypass pipe (42) are respectively configured with zigzag structures (3) arranged at intervals in the form of embedding each other, and a plurality of thermoelectric elements (50) are respectively arranged in the intervals between the zigzag structures (3) of the first bypass pipe (41) and the second bypass pipe (42).

5. The thermal management and energy recovery system (100) according to any one of claims 1 to 3, characterized in that the thermoelectric elements (50) are configured in a flat layer shape; and / or the thermoelectric elements (50) provide electrical energy to the electrical consumer or the battery unit (70) of the vehicle through a boost rectifier circuit.

6. The thermal management and energy recovery system (100) according to any one of claims 1 to 3, characterized in that a first valve (61) is provided in the main pipe (30) and a second valve (62) is provided in the first bypass pipe (41) and / or the second bypass pipe (42), and the controller (60) controls the opening and closing of the main pipe (30), the first bypass pipe (41) and the second bypass pipe (42) by adjusting the state of the first valve (61) and the second valve (62).

7. The thermal management and energy recovery system (100) according to claim 6, characterized in that the first valve (61) and / or the second valve (62) are configured as flow control valves, and the controller adjusts the heat dissipation and / or energy recovery efficiency of the thermal management and energy recovery system (100) by controlling the opening degree of the flow control valves.

8. The thermal management and energy recovery system (100) according to any one of claims 1 to 3, characterized in that the thermal management and energy recovery system (100) comprises a fan unit (90) configured to facilitate the heat dissipation efficiency of the radiator (20); and / or The thermal management and energy recovery system (100) comprises a liquid storage tank (80) configured to store and provide cooling liquid to the main circuit pipe (30).

9. A method for thermal management and energy recovery for a vehicle, characterized in that, The method is implemented by the thermal management and energy recovery system (100) according to any one of claims 1 to 8, wherein the method comprises at least the following steps: S1: detecting the temperature of the cooling liquid in the cooling unit (10) of the thermal management and energy recovery system (100); S2: controlling the opening and closing of the main circuit pipe (30), the first bypass pipe (41) and the second bypass pipe (42) of the thermal management and energy recovery system (100) according to the temperature of the cooling liquid in the cooling unit (10) to realize different operating modes of the thermal management and energy recovery system (100), wherein the operating modes include the following modes: - heat preservation mode: when the temperature of the cooling liquid in the cooling unit (10) is lower than a first set temperature, the main circuit pipe (30), the first bypass pipe (41) and the second bypass pipe (42) are closed; - power generation mode: when the temperature of the cooling liquid in the cooling unit (10) is between the first set temperature and a second set temperature, the main circuit pipe (30) is closed and the first bypass pipe (41) and the second bypass pipe (42) are opened; - hybrid mode: when the temperature of the cooling liquid in the cooling unit (10) is between the second set temperature and a third set temperature, the main circuit pipe (30), the first bypass pipe (41) and the second bypass pipe (42) are opened; - complete heat dissipation mode: when the temperature of the cooling liquid in the cooling unit (10) is higher than the third set temperature, the main circuit pipe (30) is opened and the first bypass pipe (41) and the second bypass pipe (42) are closed, wherein the first set temperature, the second set temperature and the third set temperature increase in turn, wherein the set value of the first set temperature when the temperature of the cooling liquid gradually increases is greater than the set value when the temperature of the cooling liquid gradually decreases; and / or the set value of the second set temperature when the temperature of the cooling liquid gradually increases is greater than the set value when the temperature of the cooling liquid gradually decreases.

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