Whole vehicle thermal management system

Abstract

The application discloses a whole vehicle heat management system, comprising a middle cooling unit, a low-temperature water circuit unit, an air conditioner and battery direct cooling unit, a motor oil cooling unit, an engine high-temperature water circuit unit and a motor engine inverter assembly; the middle cooling unit comprises a middle cooler; the low-temperature water circuit unit comprises a low-temperature radiator; the air conditioner and battery direct cooling unit comprises a condenser; the motor oil cooling unit comprises an oil cooler; the engine high-temperature water circuit unit comprises a high-temperature radiator; the low-temperature radiator, the condenser and the high-temperature radiator are sequentially installed in front of the motor engine inverter assembly from front to back, the oil cooler is located below the condenser and in front of the high-temperature radiator, and the middle cooler is installed above the motor engine inverter assembly. The application can thin the heat exchanger layer, reduce the overall thickness of the module, reduce the overall wind resistance of the module and optimize the heat dissipation efficiency of the module.

Description

Technical Field

[0001] This invention relates to the technical field of automobiles, and more particularly to a vehicle thermal management system. Background Technology

[0002] A vehicle's thermal management system typically includes an intercooler, condenser, oil cooler, low-temperature radiator, and high-temperature radiator. Existing vehicle thermal management systems have many layers and are quite thick, which increases the overall air resistance of the module and affects its heat dissipation efficiency.

[0003] Therefore, it is necessary to design a vehicle thermal management system that can reduce the number of heat exchanger layers, reduce the overall thickness of the module, reduce the overall wind resistance of the module, and optimize the heat dissipation efficiency of the module. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide a vehicle thermal management system that can reduce the number of heat exchanger layers, reduce the overall thickness of the module, reduce the overall wind resistance of the module, and optimize the heat dissipation efficiency of the module.

[0005] The technical solution of the present invention provides a vehicle thermal management system, including an intercooler unit, a low-temperature water circuit unit, an air conditioning and battery direct cooling unit, a motor oil cooling unit, an engine high-temperature water circuit unit, and a motor-engine inverter assembly;

[0006] The intercooling unit includes an intercooler;

[0007] The low-temperature water circuit unit includes a low-temperature radiator;

[0008] The air conditioning and battery direct cooling unit includes a condenser;

[0009] The motor oil cooling unit includes an oil cooler;

[0010] The engine high-temperature water circuit unit includes a high-temperature radiator;

[0011] The low-temperature radiator, the condenser, and the high-temperature radiator are installed sequentially from front to back in front of the motor-engine inverter assembly. The oil cooler is located below the condenser and in front of the high-temperature radiator, and the intercooler is installed above the motor-engine inverter assembly.

[0012] Furthermore, the motor-inverter assembly includes an engine, dual inverters, and dual motors. The dual inverters are located above the dual motors, the intercooler is mounted above the dual inverters, and the engine is disposed on the side of the dual inverters and the dual motors.

[0013] The intercooler unit also includes an intake pipe and an exhaust pipe. The intake pipe is connected to the turbocharger outlet of the engine, and the exhaust pipe is connected to the throttle body of the engine.

[0014] Furthermore, the cryogenic water circuit unit also includes a dual-motor controller, an energy distribution box, an electronic water pump, and a cryogenic expansion tank. The circuit of the cryogenic water circuit unit passes sequentially through the cryogenic radiator, the intercooler, the cryogenic expansion tank, the electronic water pump, the energy distribution box, and the dual-motor controller.

[0015] Furthermore, the intercooler is located at the highest position in the loop of the cryogenic water circuit unit, the electronic water pump is located at the lowest position in the loop, and the minimum liquid level of the cryogenic expansion tank is lower than the highest position in the loop.

[0016] Furthermore, the intercooler and the cryogenic expansion tank are connected by a U-shaped tube, and the bottom of the U-shaped tube is lower than the height of the minimum liquid level line.

[0017] Furthermore, the energy distribution box is connected to the electronic water pump via a first long pipe, and the energy distribution box is connected to the dual motor controller via a second long pipe. The first long pipe and the second long pipe pass through the battery pack and run between the upper surface of the battery pack and the lower surface of the vehicle floor.

[0018] Furthermore, the motor oil cooling unit also includes an oil cooling inlet pipe and an oil cooling outlet pipe, wherein the oil cooling inlet pipe is connected to the oil cooling outlet of the dual motors, and the oil cooling outlet pipe is connected to the oil cooling inlet of the dual motors.

[0019] Furthermore, the engine high-temperature water circuit unit also includes a high-temperature expansion tank, a heater core, a radiator inlet pipe, a radiator outlet pipe, an expansion tank outlet pipe, an engine degassing pipe, a heater outlet pipe, and a heater inlet pipe.

[0020] The radiator inlet pipe connects the first interface of the engine to the inlet end of the high-temperature radiator;

[0021] The radiator outlet pipe connects the second interface of the engine to the outlet end of the high-temperature radiator;

[0022] The expansion tank outlet pipe is connected to the third interface of the engine and the high-temperature expansion tank;

[0023] The engine degassing pipe connects the high-temperature expansion tank to the engine degassing port;

[0024] The heater core is connected to the fourth interface of the engine;

[0025] The heater core is connected to the fifth interface of the engine via the heater inlet pipe.

[0026] Furthermore, the engine high-temperature water circuit unit does not include the radiator degassing pipe.

[0027] Furthermore, the vehicle thermal management system also includes a motor fan, which is installed between the high-temperature radiator and the motor-engine inverter assembly.

[0028] The above technical solution has the following beneficial effects:

[0029] In this invention, by placing the intercooler above the motor-inverter assembly, the number of heat exchanger layers in front of the motor-inverter assembly is reduced, thereby reducing the overall thickness of the module, lowering the overall wind resistance of the module, and optimizing the module's heat dissipation efficiency.

[0030] Furthermore, by placing the low-temperature radiator at the very front, the air intake at the front of the vehicle blows over it, exchanging heat through the surface of the radiator core and lowering the coolant temperature. Additionally, in low-temperature environments, the air intake at the front of the vehicle does not directly affect the pressurized gases in the intercooler, eliminating the risk of ice buildup and blockage in the engine intake manifold. Attached Figure Description

[0031] The disclosure of this invention will become more readily understood by referring to the accompanying drawings. It should be understood that these drawings are for illustrative purposes only and are not intended to limit the scope of protection of this invention. In the drawings:

[0032] Figure 1 This is a perspective view of a vehicle thermal management system according to an embodiment of the present invention;

[0033] Figure 2 This is a partial exploded view of the vehicle thermal management system in one embodiment of the present invention;

[0034] Figure 3 This is a schematic diagram of a vehicle thermal management system according to an embodiment of the present invention;

[0035] Figure 4 This is a perspective view of the intercooling unit and the motor-engine inverter assembly in one embodiment of the present invention;

[0036] Figure 5 This is a top view of the intercooling unit and the motor-engine inverter assembly in one embodiment of the present invention;

[0037] Figure 6 This is a perspective view of a low-temperature water circuit unit in one embodiment of the present invention;

[0038] Figure 7 This is a partial exploded view of a low-temperature water circuit unit in one embodiment of the present invention;

[0039] Figure 8 This is a schematic diagram of a low-temperature water circuit unit in one embodiment of the present invention;

[0040] Figure 9 This is a partially enlarged view of a low-temperature water circuit unit in one embodiment of the present invention;

[0041] Figure 10 This is a perspective view of an air conditioner and battery direct cooling unit according to an embodiment of the present invention;

[0042] Figure 11 This is a perspective view of the motor oil cooling unit in one embodiment of the present invention;

[0043] Figure 12 This is a perspective view of the engine high-temperature water circuit unit in one embodiment of the present invention;

[0044] Figure 13 This is an exploded view of the engine high-temperature water circuit unit in one embodiment of the present invention;

[0045] Figure 14 This is a top view of the engine high-temperature water circuit unit in one embodiment of the present invention;

[0046] Figure 15 This is a perspective view of the engine from one viewpoint in one embodiment of the present invention;

[0047] Figure 16 This is a perspective view of the engine from another angle in one embodiment of the present invention;

[0048] Figure 17 This is a schematic diagram of the engine high-temperature water circuit unit in one embodiment of the present invention.

[0049] Reference table for attached figures:

[0050] Intercooling unit 1: Intercooler 11, intake pipe 12, exhaust pipe 13, pressure relief pipe 14;

[0051] Low-temperature water circuit unit 2: low-temperature radiator 21, dual motor controller 22, energy distribution box 23, electronic water pump 24, low-temperature expansion tank 25, U-shaped pipe 26, first long pipe 27, second long pipe 28;

[0052] Air conditioning and battery direct cooling unit 3: Condenser 31

[0053] Motor oil cooling unit 4: oil cooler 41, oil cooling inlet pipe 42, oil cooling outlet pipe 43;

[0054] Engine high temperature water circuit unit 5: high temperature radiator 51, high temperature expansion tank 52, heater core 53, radiator inlet pipe 54, radiator outlet pipe 55, expansion tank outlet pipe 56, engine degassing pipe 57, heater outlet pipe 58, heater inlet pipe 59.

[0055] Motor-engine inverter assembly 6: engine 61, dual inverters 62, dual motors 63, turbocharger 611, throttle body 612, air filter 613, first interface 614, second interface 615, third interface 616, fourth interface 617, fifth interface 618, engine vent 619;

[0056] 7. Motor fan; 8. Battery pack; 9. Air conditioner unit. Detailed Implementation

[0057] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0058] It is readily understood that, based on the technical solution of this invention, various structural and implementation methods can be interchanged by those skilled in the art without altering the essential spirit of the invention. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative examples of the technical solution of this invention and should not be considered as the entirety of the invention or as limitations or restrictions on the technical solution of the invention.

[0059] The directional terms such as up, down, left, right, front, back, front, back, top, and bottom mentioned or possibly used in this specification are defined relative to the structures shown in the accompanying drawings. They are relative concepts and may therefore vary depending on their location and usage. Therefore, these or other directional terms should not be interpreted as restrictive.

[0060] In some embodiments of the present invention, such as Figure 1-12 As shown, the vehicle thermal management system includes an intercooler unit 1, a low-temperature water circuit unit 2, an air conditioning and battery direct cooling unit 3, a motor oil cooling unit 4, an engine high-temperature water circuit unit 5, and a motor-engine inverter assembly 6.

[0061] Intercooling unit 1 includes an intercooler 11;

[0062] The low-temperature water circuit unit 2 includes a low-temperature radiator 21;

[0063] The air conditioning and battery direct cooling unit 3 includes a condenser 31;

[0064] The motor oil cooling unit 4 includes an oil cooler 41;

[0065] The engine 61 high-temperature water circuit unit 5 includes a high-temperature radiator 51;

[0066] The low-temperature radiator 21, condenser 31 and high-temperature radiator 51 are installed in front of the motor-engine inverter assembly 6 from front to back. The oil cooler 41 is located below the condenser 31 and in front of the high-temperature radiator 51. The intercooler 11 is installed above the motor-engine inverter assembly 6.

[0067] Specifically, such as Figure 2-3 As shown, the low-temperature radiator 21, condenser 31, oil cooler 41, and high-temperature radiator 51 are installed in front of the motor-engine inverter assembly 6. Among them, the low-temperature radiator 21, condenser 31, and high-temperature radiator 51 are arranged in sequence from front to back, and the oil cooler 41 is located below the condenser 31.

[0068] In this embodiment, the number of layers in the entire heat exchanger is optimized to three layers, with the oil cooler 41 and the condenser 31 located on the same layer.

[0069] like Figure 1-2 As shown, the intercooler 11 is mounted above the motor-engine inverter assembly 6.

[0070] In this embodiment, by placing the intercooler 11 above the motor-engine inverter assembly 6, the number of heat exchanger layers in front of the motor-engine inverter assembly 6 is reduced, thereby reducing the overall thickness of the module, lowering the overall wind resistance of the module, and optimizing the module's heat dissipation efficiency.

[0071] Furthermore, because the low-temperature radiator 21 is positioned at the very front, the air intake at the front of the vehicle blows over the low-temperature radiator 21, and heat exchange occurs through the surface of the core of the low-temperature radiator 21, thus lowering the coolant temperature. In addition, in low-temperature environments, the air intake at the front of the vehicle does not directly affect the pressurized gas in the intercooler 11, which can eliminate the risk of ice formation and blockage in the engine intake manifold.

[0072] Furthermore, such as Figure 2 As shown, the motor-inverter assembly 6 includes an engine 61, dual inverters 62 and dual motors 63. The dual inverters 62 are located above the dual motors 63, the intercooler 11 is installed above the dual inverters 62, and the engine 61 is located on the side of the dual inverters 62 and the dual motors 63.

[0073] like Figure 4 As shown, the intercooler unit 1 also includes an intake pipe 12 and an exhaust pipe 13. The intake pipe 12 is connected to the outlet of the turbocharger 611 of the engine 61, and the exhaust pipe 13 is connected to the throttle body 612 of the engine 61.

[0074] Specifically, the gas passes through the air filter 613 and enters the turbocharger 611. The pressurized gas in the turbocharger 611 enters the intercooler 11 through the intake pipe 12. The intercooler 11 cools the pressurized gas, and then it flows into the throttle body 612 from the outlet pipe 13. The intercooler unit 1 also includes a pressure relief pipe 14, through which some gas returns to the turbocharger 611.

[0075] The intercooler 11 uses a heat exchange mechanism involving pressurized gas (high temperature) and coolant (low temperature) within its core. The heat exchange effect is balanced by adjusting the flow rate of the electric water pump after collecting data on the temperature of the gas after intercooling and the liquid temperature at the outlet of the low-temperature radiator.

[0076] In this embodiment, the intercooler 11 avoids occupying the space of the front-end heat dissipation module and does not affect the deterioration of the front-end heat dissipation module's air resistance, thereby improving the overall energy efficiency of the front-end heat dissipation module. The specific heat capacity of the coolant is much greater than that of the gas. After the coolant cools the pressurized gas, the liquid temperature rise is small, which continues to meet the heat dissipation needs of the energy distribution box and the dual-motor inverter in the circuit.

[0077] By mounting the intercooler 11 above the dual inverters 62, the Z-axis height requirement of the engine compartment can be met. Furthermore, this allows for the shortest possible pipe connection between the inlet of the intercooler 11 and the outlet of the turbocharger 611, and between the outlet of the intercooler 11 and the throttle body 612. By reducing pipe length, gas resistance within the pipes is optimized and reduced, minimizing the need for additional engine compartment space and lowering overall vehicle weight and piping costs.

[0078] Furthermore, such as Figure 6-7 As shown, the cryogenic water circuit unit 2 also includes a dual-motor controller 22, an energy distribution box 23, an electronic water pump 24, and a cryogenic expansion tank 25.

[0079] like Figure 8 As shown, the circuit of the low-temperature water circuit unit 2 passes through the low-temperature radiator 21, the intercooler 11, the low-temperature expansion tank 25, the electric water pump 24, the energy distribution box 23, and the dual motor controller 22 in sequence.

[0080] Since the low-temperature radiator 21 is installed at the very front of the heat dissipation module, the air intake at the front of the vehicle blows over the low-temperature radiator. The heat exchange method of the low-temperature radiator 21 is as follows: the coolant and the air intake at the front of the vehicle exchange heat through the core surface of the low-temperature radiator 21, thereby reducing the coolant temperature.

[0081] Preferably, the low-temperature pipeline of the low-temperature water circuit unit 2 completely avoids the high-heat area of ​​the engine 61, without crossing, thus reducing the impact of high-heat deterioration on the engine's performance.

[0082] Better, such as Figure 6 As shown, the combined pipeline connecting the outlet of the electronic water pump 24 to the energy distribution box 23 optimizes the pipeline path (shortest pipe length path) while achieving the connection from the cabin to the luggage compartment, and maintains a smooth and continuous upward flow, reducing the U-shaped path (the U-shaped part is prone to air accumulation), reducing the circuit weight, and improving the circuit water resistance.

[0083] Preferably, the low-temperature radiator 21 has a U-shaped flow structure with the inlet and outlet designed on the motor side. The pipeline on the rear motor side does not need an extra detour path to connect with the heat dissipation module.

[0084] Furthermore, such as Figure 9 As shown, the intercooler 11 is located at the highest position of the loop in the cryogenic water circuit unit 2, the electronic water pump 24 is located at the lowest position of the loop, and the minimum liquid level line L of the cryogenic expansion tank 25 is lower than the highest position of the loop.

[0085] The minimum liquid level line represents the lowest liquid level line L at which the loop of cryogenic water circuit unit 2 can maintain its heat dissipation performance. When the height of the minimum liquid level line L is lower than the highest position of the loop, the air in the entire loop will accumulate in the space above the minimum liquid level line L, preventing air from flowing back into the loop and thus avoiding deterioration of the system's heat dissipation effect.

[0086] Furthermore, such as Figure 9 As shown, the intercooler 11 and the cryogenic expansion tank 25 are connected by a U-shaped tube 26, and the height L1 of the bottom of the U-shaped tube 26 is lower than the height of the minimum liquid level line L.

[0087] This prevents air above the minimum liquid level line L from flowing back into the intercooler 11 at a higher position, thus solving the problem that the minimum liquid level line L is not at the highest point of the circuit.

[0088] Furthermore, such as Figure 6 As shown, the energy distribution box 23 is connected to the electric water pump 24 via a first long pipe 27, and the energy distribution box 23 is connected to the dual motor controller 21 via a second long pipe 28. The first long pipe 27 and the second long pipe 28 pass through the battery pack 8 and run between the upper surface of the battery pack 8 and the lower surface of the vehicle floor.

[0089] The connecting pipe of the energy distribution box 23 passes through the gap between the upper surface of the battery pack 8 and the lower surface of the vehicle floor. The heat insulation cotton set on the upper surface of the battery pack 8 prevents the hot air from the engine exhaust from entering the gap and avoids the water temperature in the pipe from rising excessively.

[0090] Furthermore, such as Figure 10 As shown, the air conditioning and battery direct cooling unit 3 includes a condenser 31, which is connected to the air conditioning unit 9 and the battery pack 8 through multiple pipes for cooling the air conditioning and battery pack 8.

[0091] Preferably, the condenser 31 is an integrated structure with its inlet and outlet located on the expansion valve side of the compressor / air conditioning unit. The refrigerant piping on this side does not require an additional detour and can be connected to the heat dissipation module.

[0092] Furthermore, such as Figure 11 As shown, the motor oil cooling unit 4 also includes an oil cooling inlet pipe 42 and an oil cooling outlet pipe 43. The oil cooling inlet pipe 42 is connected to the oil cooling outlet of the dual motor 63, and the oil cooling outlet pipe 43 is connected to the oil cooling inlet of the dual motor 63.

[0093] In this embodiment, the size of the oil cooler 41 is minimized through optimization of the heat dissipation module combination, thereby reducing the overall layout space occupied, reducing loop resistance, improving energy efficiency, and reducing weight and cost. The oil cooler 41 and its interface are located closer to the interfaces of the dual motors 63, eliminating the need for detours and optimizing the loop path (shortest pipe length path).

[0094] Preferably, the oil cooler 41 also has a U-shaped flow structure, with the inlet and outlet designed on the motor side. The pipeline on the rear motor side does not need an extra detour path to connect with the heat dissipation module.

[0095] Furthermore, such as Figure 12-16 As shown, the engine high-temperature water circuit unit 5 also includes a high-temperature expansion tank 52, a heater core 53, a radiator inlet pipe 54, a radiator outlet pipe 55, an expansion tank outlet pipe 56, an engine degassing pipe 57, a heater outlet pipe 58, and a heater inlet pipe 59.

[0096] The radiator inlet pipe 54 connects the first interface 614 of the engine 61 to the inlet end of the high-temperature radiator 51.

[0097] The radiator outlet pipe 55 connects the second interface 615 of the engine 61 to the outlet of the high-temperature radiator 51.

[0098] The expansion tank outlet pipe 56 connects the third interface 616 of the engine 61 to the high-temperature expansion tank 52;

[0099] The engine degassing pipe 57 connects the high-temperature expansion chamber 52 to the engine degassing port 619.

[0100] The heater outlet pipe 58 connects the heater core 53 to the fourth interface 617 of the engine 61;

[0101] The heater inlet pipe 59 connects the heater core 53 to the fifth interface 618 of the engine 61.

[0102] Specifically, such as Figure 14 and Figure 17 As shown, the high-temperature liquid in the engine 61 flows out from the first port 614 and then flows into the high-temperature radiator 51 through the radiator inlet pipe 54. In the high-temperature radiator 51, the high-temperature liquid is cooled, and the cooled liquid flows back to the second port 615 of the engine 61 through the radiator outlet pipe 55.

[0103] The liquid in the high-temperature expansion tank 52 flows into the third interface 616 of the engine 61 through the expansion tank outlet pipe 56.

[0104] The high-temperature liquid in engine 61 also flows into heater core 53 through heater inlet pipe 59, where heater core 53 can utilize the heat of the high-temperature liquid. After passing through heater core 53, the high-temperature liquid is cooled, and the cooled liquid flows back to the fourth interface 617 of engine 61 through heater outlet pipe 58.

[0105] The gas from engine 61 flows into high-temperature expansion chamber 52 through engine degassing pipe 57.

[0106] Furthermore, the engine high-temperature water circuit unit 5 does not include the radiator venting pipe. Removing the radiator venting pipe primarily affects manual coolant filling performance, but manual filling is performed without the use of equipment. Therefore, after-sales personnel are instructed to employ additional filling techniques when manually adding coolant to achieve the same fill rate.

[0107] Eliminating the radiator vent pipe reduces the space occupied in this area, as well as weight and cost.

[0108] Furthermore, such as Figure 2 As shown, the vehicle thermal management system also includes a motor fan 7, which is installed between the high-temperature radiator 51 and the motor-engine inverter assembly 6. The motor fan 7 can cool the high-temperature radiator 51 and promote its heat dissipation.

[0109] This invention reduces the number of heat exchanger layers at the front of the motor-engine inverter assembly, thereby reducing the overall module thickness, lowering the overall module wind resistance, and optimizing the module's heat dissipation efficiency.

[0110] The low-temperature radiator is positioned at the front, and the air intake at the front of the vehicle blows over the low-temperature radiator, exchanging heat through the surface of the radiator core to lower the coolant temperature.

[0111] In low-temperature environments, the air intake at the front of the vehicle does not directly affect the pressurized gas in the intercooler, thus eliminating the risk of ice formation and blockage in the engine intake manifold.

[0112] The above description is merely the principle and preferred embodiment of the present invention. It should be noted that, for those skilled in the art, several other modifications can be made based on the principle of the present invention, and these modifications should also be considered within the scope of protection of the present invention.

Claims

1. A vehicle thermal management system, comprising an intercooler unit, a low-temperature water circuit unit, an air conditioning and battery direct cooling unit, a motor oil cooling unit, an engine high-temperature water circuit unit, and a motor-engine inverter assembly; The intercooling unit includes an intercooler; The low-temperature water circuit unit includes a low-temperature radiator; The air conditioning and battery direct cooling unit includes a condenser; The motor oil cooling unit includes an oil cooler; The engine high-temperature water circuit unit includes a high-temperature radiator; Its features are, The low-temperature radiator, the condenser, and the high-temperature radiator are installed sequentially from front to back in front of the motor-engine inverter assembly. The oil cooler is located below the condenser and in front of the high-temperature radiator. The intercooler is installed above the motor-engine inverter assembly. The motor-inverter assembly includes an engine, dual inverters, and dual motors. The dual inverters are located above the dual motors, the intercooler is mounted above the dual inverters, and the engine is disposed on the side of the dual inverters and the dual motors. The intercooler unit also includes an intake pipe and an exhaust pipe. The intake pipe is connected to the turbocharger outlet of the engine, and the exhaust pipe is connected to the throttle body of the engine.

2. The vehicle thermal management system according to claim 1, characterized in that, The cryogenic water circuit unit also includes a dual-motor controller, an energy distribution box, an electronic water pump, and a cryogenic expansion tank. The circuit of the cryogenic water circuit unit passes sequentially through the cryogenic radiator, the intercooler, the cryogenic expansion tank, the electronic water pump, the energy distribution box, and the dual-motor controller.

3. The vehicle thermal management system according to claim 2, characterized in that, The intercooler is located at the highest position in the loop of the cryogenic water circuit unit, the electronic water pump is located at the lowest position in the loop, and the minimum liquid level of the cryogenic expansion tank is lower than the highest position in the loop.

4. The vehicle thermal management system according to claim 3, characterized in that, The intercooler and the cryogenic expansion tank are connected by a U-shaped tube, and the bottom of the U-shaped tube is lower than the height of the minimum liquid level line.

5. The vehicle thermal management system according to claim 2, characterized in that, The energy distribution box is connected to the electronic water pump via a first long pipe, and the energy distribution box is connected to the dual motor controller via a second long pipe. The first long pipe and the second long pipe pass through the battery pack and run between the upper surface of the battery pack and the lower surface of the vehicle floor.

6. The vehicle thermal management system according to claim 1, characterized in that, The motor oil cooling unit also includes an oil cooling inlet pipe and an oil cooling outlet pipe. The oil cooling inlet pipe is connected to the oil cooling outlet of the dual motors, and the oil cooling outlet pipe is connected to the oil cooling inlet of the dual motors.

7. The vehicle thermal management system according to claim 1, characterized in that, The engine high-temperature water circuit unit also includes a high-temperature expansion tank, a heater core, a radiator inlet pipe, a radiator outlet pipe, an expansion tank outlet pipe, an engine degassing pipe, a heater outlet pipe, and a heater inlet pipe. The radiator inlet pipe connects the first interface of the engine to the inlet end of the high-temperature radiator; The radiator outlet pipe connects the second interface of the engine to the outlet end of the high-temperature radiator; The expansion tank outlet pipe is connected to the third interface of the engine and the high-temperature expansion tank; The engine degassing pipe connects the high-temperature expansion tank to the engine degassing port; The heater core is connected to the fourth interface of the engine; The heater core is connected to the fifth interface of the engine via the heater inlet pipe.

8. The vehicle thermal management system according to claim 7, characterized in that, The engine high-temperature water circuit unit does not include the radiator degassing pipe.

9. The vehicle thermal management system according to claim 1, characterized in that, The vehicle thermal management system also includes a motor fan, which is installed between the high-temperature radiator and the motor-engine inverter assembly.

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