Thermal management system and vehicle

Abstract

The invention provides a thermal management system and a vehicle, and relates to the technical field of thermal management. And the thermal management system is used for thermal management of the engine, the oil-cooled motor, the power battery and the cabin. The heat management system comprises a cooling liquid loop, an engine oil loop, a cooling liquid branch, a heat exchange device, a battery branch, a multi-way valve, a refrigerant loop, a connecting branch and a first condenser. The engine is connected in the cooling liquid loop. And the oil cooling motor is connected into the engine oil loop. The two ends of the cooling liquid branch, the two ends of the battery branch and the two ends of the connecting branch are all connected with the multi-way valve. And one of the engine oil loop and the cooling liquid branch exchanges heat with the other and the cooling liquid loop through a heat exchange device. And the battery branch is used for performing thermal management on the power battery. The refrigerant loop comprises an inner condenser used for exchanging heat with a vehicle cabin. And the connecting branch exchanges heat with the refrigerant loop through the first condenser. Heat of the engine can be supplied to engine oil in the oil cooling motor and heat to the power battery and / or the vehicle cabin. The energy consumption is low.

Description

Technical Field

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

[0002] In existing extended-range hybrid electric vehicles and plug-in hybrid electric vehicles, the viscosity of the oil in the oil-cooled motor will be high before it reaches the optimal operating temperature, making it difficult to stir the oil. In order to ensure the operation of the oil-cooled motor, more energy needs to be provided for stirring the oil in the oil-cooled motor. In particular, when a vehicle in a low-temperature environment is in an extended-range operating condition or a hybrid operating condition, more energy needs to be provided for stirring the oil in the oil-cooled motor, which results in high energy consumption and poor endurance of the vehicle. Summary of the invention

[0003] The present application provides a thermal management system and a vehicle, aiming to solve the problems of high energy consumption and poor endurance of the vehicle.

[0004] In the first aspect, the embodiment of the present application provides a thermal management system for thermal management of an engine, an oil-cooled motor, a power battery and a vehicle cabin. The thermal management system includes: a coolant circuit, an oil circuit, a coolant branch, a heat exchange device, a battery branch, a multi-way valve, a refrigerant circuit, a connecting branch and a first condenser. The engine is connected to the coolant circuit, and the coolant circuit is used to cool the engine. The oil-cooled motor is connected to the oil circuit, and the oil circuit is used to thermally manage the oil in the oil-cooled motor. Both ends of the coolant branch are connected to the multi-way valve. The heat exchange device is connected to the coolant circuit, the oil circuit and the coolant branch, and in the oil circuit and the coolant branch, one of them exchanges heat with the other and the coolant circuit through the heat exchange device. Both ends of the battery branch are connected to the multi-way valve, and the battery branch is used to thermally manage the power battery. The refrigerant circuit includes an internal condenser, and the internal condenser is used to exchange heat with the vehicle cabin. Both ends of the connecting branch are connected to the multi-way valve. The first condenser is connected to the refrigerant circuit and the connecting branch, and the connecting branch and the refrigerant circuit exchange heat through the first condenser. In the battery branch and the connecting branch, at least one is connected to the outlet end of the coolant branch through a multi-way valve.

[0005] The thermal management system provided in the embodiment of the present application is applied to a vehicle. When the vehicle is in a hybrid or extended-range condition, the first coolant can flow in the coolant circuit and absorb the heat of the engine (for example, the waste heat of the engine). The first coolant that absorbs the heat of the engine flows to the heat exchange device through the coolant circuit. The engine oil in the oil-cooled motor flows to the heat exchange device through the oil circuit. The second coolant can flow in the coolant branch and flow to the heat exchange device. Since one of the oil circuit and the coolant branch exchanges heat with the other and the coolant circuit through the heat exchange device, the heat exchange device allows the engine oil in the oil-cooled motor and one of the second coolant to exchange heat with the other and the first coolant. Specifically, the first coolant can exchange heat with the oil in the oil-cooled motor, the oil in the oil-cooled motor exchanges heat with the second coolant, the first coolant exchanges heat with the second coolant through the oil in the oil-cooled motor; the first coolant can exchange heat with the second coolant, the second coolant exchanges heat with the oil in the oil-cooled motor, the first coolant exchanges heat with the oil in the oil-cooled motor through the second coolant; the first coolant, the oil in the oil-cooled motor and the second coolant exchange heat with each other. Thus, the heat of the engine can be transferred to the oil in the oil-cooled motor and the second coolant.

[0006] Compared with the existing technology, the heat of the engine can be transferred to the oil in the oil-cooled motor. When the vehicle is in a low temperature environment, the heat of the engine can heat the oil in the oil-cooled motor, which is beneficial to increase the working temperature of the oil to reduce the viscosity of the oil, reduce the stirring resistance of the oil, reduce the energy consumption of the oil-cooled motor, improve energy utilization, and improve the endurance of the vehicle.

[0007] In addition, the second coolant can flow to the battery branch and / or the connecting branch through the heat exchange device through the multi-way valve. Specifically, in the battery branch and the connecting branch, at least one can be connected to the outlet end of the coolant branch through the multi-way valve, and the second coolant can flow to the battery branch through the heat exchange device through the multi-way valve and provide heat to the power battery; and / or, the second coolant can flow to the connecting branch through the heat exchange device through the multi-way valve and exchange heat with the refrigerant in the refrigerant circuit through the first condenser, and the refrigerant after heat exchange is then exchanged with the cabin through the internal condenser to provide heat to the cabin. In addition to being transferred to the oil in the oil-cooled motor, the heat of the engine can also be transferred to the power battery and / or the cabin to provide heat to the power battery and / or the cabin. In this way, it is beneficial to improve the utilization rate of the heat of the engine, reduce the energy consumption of the vehicle, and improve the endurance of the vehicle. In addition, since the heat exchange device enables the oil circuit to exchange heat with the coolant branch, the heat of the engine is dispersed by the oil in the oil-cooled motor, and the temperature of the second coolant flowing to the battery branch and / or the connecting branch will not be too high, thereby avoiding the risk of overheating of the power battery and / or the cabin, which is beneficial to improving the operating safety of the vehicle.

[0008] In a possible implementation, the oil circuit includes a first oil circuit and a second oil circuit, and the oil-cooled motor is connected to the first oil circuit and the second oil circuit; the heat exchange device includes a first heat exchanger and a second heat exchanger, the first heat exchanger is connected to the coolant circuit and the first oil circuit, and the coolant circuit and the first oil circuit exchange heat through the first heat exchanger; the second heat exchanger is connected to the coolant branch and the second oil circuit, and the coolant branch and the second oil circuit exchange heat through the second heat exchanger.

[0009] Since the oil-cooled motor is connected to the first oil circuit and the second oil circuit; the first heat exchanger is connected to the coolant circuit and the first oil circuit, the coolant circuit and the first oil circuit exchange heat through the first heat exchanger; the second heat exchanger is connected to the coolant branch and the second oil circuit, and the coolant branch and the second oil circuit exchange heat through the second heat exchanger; the oil in the oil-cooled motor flows to the first heat exchanger and the second heat exchanger through the first oil circuit and the second oil circuit respectively, the oil in the oil-cooled motor exchanges heat with the first coolant (i.e. the coolant in the coolant circuit) through the first heat exchanger, and the oil in the oil-cooled motor exchanges heat with the second coolant (i.e. the coolant in the coolant branch) through the second heat exchanger, and the oil in the oil-cooled motor can exchange heat with the first coolant and the second coolant synchronously, which is beneficial to improving the heat exchange efficiency, improving the utilization efficiency of the engine's heat, and improving the vehicle's endurance. Moreover, the heat of the engine will first be transferred to the oil in the oil-cooled motor, which is beneficial to improving the heating efficiency of the oil, reducing the stirring resistance of the oil, reducing the energy consumption of the oil-cooled motor, and improving the endurance of the vehicle. In addition, by controlling the flow of the oil in the oil-cooled motor, the amount of oil flowing to the second heat exchanger can be controlled, thereby adjusting the efficiency of heat exchange between the oil and the second coolant, adjusting the amount of heat that can be transferred from the engine to the second coolant, and facilitating the distribution of the heat of the engine.

[0010] In a possible implementation, the heat exchange device includes a first heat exchanger and a second heat exchanger, and the first heat exchanger, the oil-cooled motor and the second heat exchanger are sequentially connected to the oil circuit. The first heat exchanger is also connected to the coolant circuit, and the coolant circuit and the oil circuit exchange heat through the first heat exchanger; the second heat exchanger is also connected to the coolant branch, and the coolant branch and the oil circuit exchange heat through the second heat exchanger.

[0011] Since the first heat exchanger, the oil-cooled motor and the second heat exchanger are sequentially connected to the oil circuit, the oil in the oil-cooled motor circulates along the path of the oil-cooled motor-the second heat exchanger-the first heat exchanger-the oil-cooled motor. In addition, since the coolant circuit and the oil circuit exchange heat through the first heat exchanger, the coolant branch circuit and the oil circuit exchange heat through the second heat exchanger; this ensures that the oil in the oil-cooled motor exchanges heat with the first coolant (i.e., the coolant in the coolant circuit) before exchanging heat with the second coolant (i.e., the coolant in the coolant branch circuit), avoiding the situation where the temperature of the oil is difficult to rise due to excessive heat exchange between the second coolant and the oil in the oil-cooled motor, which is conducive to improving the reliability of heating the oil.

[0012] In a possible embodiment, the heat exchange device includes a first heat exchanger and a second heat exchanger, the first heat exchanger and the second heat exchanger are connected to the coolant branch in sequence, and the first heat exchanger is located between the inlet end of the coolant branch and the second heat exchanger; the first heat exchanger is also connected to the coolant circuit, and the coolant circuit and the coolant branch exchange heat through the first heat exchanger; the second heat exchanger is also connected to the engine oil circuit, and the coolant branch and the engine oil circuit exchange heat through the second heat exchanger.

[0013] Since the first heat exchanger and the second heat exchanger are connected to the coolant branch in sequence, the first heat exchanger is located between the inlet end of the coolant branch and the second heat exchanger, the first heat exchanger is also connected to the coolant circuit, the coolant circuit and the coolant branch exchange heat through the first heat exchanger, and the second heat exchanger is also connected to the engine oil circuit, the coolant branch and the engine oil circuit exchange heat through the second heat exchanger; the second coolant (i.e. the coolant in the coolant branch) first exchanges heat with the first coolant (i.e. the coolant in the coolant circuit) through the first heat exchanger, and then exchanges heat with the oil in the oil-cooled motor through the second heat exchanger, and then flows out of the heat exchange device. In this way, the heat of the engine can also be transferred to the oil and the second coolant in the oil-cooled motor, and then transferred to the cabin and / or the power battery through the second coolant; moreover, the temperature of the second coolant flowing out of the heat exchange device will not be too high, avoiding the risk of overheating of the power battery and / or the cabin. The design of the heat exchange device is diverse, and the design cost of the heat exchange device is low, which is conducive to reducing the processing cost.

[0014] In a possible embodiment, the heat exchange device includes a first heat exchange tube, a second heat exchange tube and a third heat exchange tube which are thermally connected to each other, the first heat exchange tube is connected to the coolant circuit, the second heat exchange tube is connected to the oil circuit, and the third heat exchange tube is connected to the coolant branch.

[0015] Since the first heat exchange tube, the second heat exchange tube and the third heat exchange tube are connected to each other in a heat-conducting manner, the first heat exchange tube is connected to the coolant circuit, the second heat exchange tube is connected to the engine oil circuit, and the third heat exchange tube is connected to the coolant branch; the first coolant (i.e. the coolant in the coolant circuit), the engine oil in the oil-cooled motor and the second coolant (i.e. the coolant in the coolant branch) exchange heat with each other, and only one heat exchange is required to transfer the heat of the engine to the engine oil in the oil-cooled motor and the second coolant, which is beneficial to improving the heat exchange efficiency, improving the utilization efficiency of the heat of the engine, and improving the endurance of the vehicle; moreover, the temperature of the second coolant flowing out of the heat exchange device will not be too high, avoiding the risk of overheating of the power battery and / or the cabin. In addition, it is beneficial to reduce the volume of the heat exchange device and the miniaturization design of the heat exchange device; in addition, heat exchange can be achieved through a heat exchange device, which can avoid setting up a complex circuit, which is beneficial to reducing the flow resistance of the first coolant, the second coolant and the engine oil in the oil-cooled motor, and improving the heat exchange efficiency.

[0016] In a possible implementation, the coolant branch further includes an electronically controlled heat dissipation module, which is located between the heat exchange device and the multi-way valve, and is used to dissipate heat from the electronically controlled module.

[0017] Since the electronic control module and the oil in the oil-cooled motor have different heat requirements, the coolant branch also includes an electronic control heat dissipation module. The electronic control heat dissipation module is designed to be located between the heat exchange device and the multi-way valve. The oil in the oil-cooled motor and the electronic control module can be regarded as separate heat sources respectively, to avoid the heat of the engine being transferred to the oil in the oil-cooled motor while the heat of the engine is also transferred to the electronic control module through the electronic control heat dissipation module, thereby avoiding overheating and damage of the electronic control module, which is beneficial to improving the working safety of the electronic control module.

[0018] In one possible embodiment, the multi-way valve includes a first state. In the first state, the outlet end of the coolant branch is connected to one end of the connecting branch through the multi-way valve, the other end of the connecting branch is connected to one end of the battery branch through the multi-way valve, and the other end of the battery branch is connected to the inlet end of the coolant branch through the multi-way valve.

[0019] In the first state, the outlet end of the coolant branch is connected to one end of the connecting branch through a multi-way valve, the other end of the connecting branch is connected to one end of the battery branch through a multi-way valve, and the other end of the battery branch is connected to the inlet end of the coolant branch through a multi-way valve. This design ensures that after the heat of the engine is transferred to the oil in the oil-cooled motor and the second coolant (i.e., the coolant in the coolant branch) through the heat exchange device, the second coolant flows along the path of the outlet end of the coolant branch-multi-way valve-battery branch-multi-way valve-first condenser, and the heat of the engine is distributed to the oil in the oil-cooled motor, the cabin and the power battery in turn. Since the heat demand for heating of the oil in the oil-cooled motor, the cabin and the power battery gradually decreases, this design realizes a step-by-step distribution of the heat of the engine, which is conducive to improving the utilization rate of the heat of the engine, reducing energy consumption, and improving the endurance of the vehicle.

[0020] In one possible embodiment, the thermal management system also includes a radiator, both ends of the radiator are connected to the multi-way valve; the multi-way valve includes a second state, in the second state, the outlet end of the coolant branch is connected to one end of the connecting branch through the multi-way valve, the other end of the connecting branch is connected to one end of the radiator through the multi-way valve, the other end of the radiator is connected to one end of the battery branch through the multi-way valve, and the other end of the battery branch is connected to the inlet end of the coolant branch through the multi-way valve.

[0021] In the second state, the outlet end of the coolant branch is connected to one end of the connecting branch through a multi-way valve, the other end of the connecting branch is connected to one end of the radiator through the multi-way valve, the other end of the radiator is connected to one end of the battery branch through the multi-way valve, and the other end of the battery branch is connected to the inlet end of the coolant branch through the multi-way valve. This design ensures that after the heat of the engine is transferred to the oil in the oil-cooled motor and the second coolant (i.e., the coolant in the coolant branch) through the heat exchange device, the second coolant flows along the path of the outlet end of the coolant branch-multi-way valve-first condenser-multi-way valve-radiator-multi-way valve-battery branch-multi-way valve-inlet end of the coolant branch. On the basis of realizing a step-by-step distribution of the heat of the engine, the second coolant flowing to the battery branch can be cooled down through the radiator to avoid the second coolant flowing to the battery branch from being too hot and causing the power battery to burn out, which is beneficial to improving the working safety of the power battery.

[0022] In a possible implementation, the thermal management system also includes a radiator, both ends of the radiator are connected to the multi-way valve; the multi-way valve includes a third state, in the third state, the outlet end of the coolant branch is connected to one end of the radiator through the multi-way valve, the other end of the radiator is connected to one end of the battery branch through the multi-way valve, and the other end of the battery branch is connected to the inlet end of the coolant branch through the multi-way valve; the outlet end of the coolant branch is also connected to one end of the connecting branch through the multi-way valve, and the other end of the connecting branch is connected to the inlet end of the coolant branch through the multi-way valve.

[0023] In the third state, the outlet end of the coolant branch is connected to one end of the connecting branch through a multi-way valve, the other end of the radiator is connected to one end of the battery branch through a multi-way valve, the other end of the battery branch is connected to the inlet end of the coolant branch through a multi-way valve, the outlet end of the coolant branch is also connected to one end of the connecting branch through a multi-way valve, and the other end of the connecting branch is connected to the inlet end of the coolant branch through a multi-way valve. The design ensures that the heat of the engine can be transferred to the oil in the oil-cooled motor and the second coolant (i.e., the coolant in the coolant branch) through the heat exchange device, and the second coolant can flow to the battery branch through the radiator while flowing to the first condenser. Therefore, the heat of the engine can also heat the power battery and the cabin. Moreover, the second coolant flowing to the battery branch can be cooled by the radiator to avoid the second coolant flowing to the battery branch from being too high in temperature and causing the power battery to burn, which is conducive to improving the working safety of the power battery.

[0024] In a possible implementation, the multi-way valve includes a fourth state, in which one end of the battery branch is connected to the inlet end of the coolant branch through the multi-way valve, and the other end is connected to the outlet end of the coolant branch through the multi-way valve.

[0025] In the fourth state, one end of the battery branch is connected to the inlet end of the coolant branch through a multi-way valve, and the other end is connected to the outlet end of the coolant branch through a multi-way valve. This design ensures that the heat of the engine can be transferred to the oil in the oil-cooled motor and the second coolant (i.e., the coolant in the coolant branch) through the heat exchange device. The second coolant flows along the path of the outlet end of the coolant branch-the battery branch-the inlet end of the coolant branch. The heat of the engine carried by the second coolant is only supplied to the power battery, which is beneficial to improving the heating efficiency of the power battery in a low temperature environment and improving the performance of the power battery.

[0026] In a possible implementation, the thermal management system further includes a compressor and a first expansion valve, and the compressor, the internal condenser, the first expansion valve and the first condenser are sequentially connected to the refrigerant circuit.

[0027] The compressor converts the low-pressure gaseous refrigerant into a high-pressure, high-temperature gaseous refrigerant, and the high-pressure, high-temperature gaseous refrigerant flows to the internal condenser. The high-temperature, high-pressure gaseous refrigerant exchanges heat with the cabin air through the internal condenser to heat the cabin, and the high-temperature, high-pressure gaseous refrigerant is converted into liquid refrigerant. The liquid refrigerant flows to the first expansion valve, and the first expansion valve outputs low-temperature, low-pressure liquid refrigerant. The low-temperature, low-pressure liquid refrigerant absorbs heat and evaporates through the first condenser and is converted into a low-pressure gaseous refrigerant and then flows back to the compressor, thus forming a cycle to achieve cabin heating. Compared with the method of heating the cabin through an electric heater, the method of heating the cabin through a compressor is conducive to reducing energy consumption and improving the vehicle's endurance.

[0028] In a possible embodiment, the refrigerant circulation system also includes a second condenser, the second condenser includes a first tube body, both ends of the first tube body are connected to the refrigerant circuit, one end is located between the compressor and the internal condenser, and the other end is located between the internal condenser and the first expansion valve.

[0029] The excess heat generated by the compressor can be transferred to the outside of the refrigerant circuit through the second condenser, preventing the refrigerant temperature from continuing to rise and causing the compressor, internal condenser, first condenser, first expansion valve and cabin to overheat, which is beneficial to improving safety of use.

[0030] In a possible implementation manner, the second condenser further includes a second tube body, the second tube body is thermally connected to the first tube body, and both ends of the second tube body are connected to the multi-way valve.

[0031] Coolant can flow in the second tube body. Since the second tube body is thermally connected to the first tube body, both ends of the second tube body are connected to the multi-way valve, and the refrigerant flowing in the first tube body can exchange heat with the coolant flowing in the second tube body, and the excess heat generated by the compressor can be transferred to the coolant in the second tube body, so that the excess heat generated by the compressor can be transferred to the external environment with the coolant in the second tube body, or can flow to the battery branch through the multi-way valve with the coolant in the second tube body to provide heat for the power battery, thereby realizing the reuse of the heat generated by the compressor. The structure of the second condenser that transfers the excess heat generated by the compressor to the outside of the refrigerant circuit is diverse and can be selected according to different application scenarios, which is conducive to broadening the application scenarios of the second condenser.

[0032] In a possible implementation manner, the multi-way valve includes a fourth state. In the fourth state, two ends of the battery branch are respectively connected to two ends of the second tube body through the multi-way valve.

[0033] In the fourth state, the two ends of the battery branch are respectively connected to the two ends of the second tube body through a multi-way valve, ensuring that the coolant in the second tube body that absorbs excess heat generated by the compressor can flow to the battery branch to provide heat for the power battery, thereby realizing the reuse of excess heat generated by the compressor, which is beneficial to reducing energy consumption, improving the vehicle's endurance, and improving the heating efficiency of the power battery in a low temperature environment, thereby improving the performance of the power battery.

[0034] In one possible implementation, the thermal management system also includes a radiator, both ends of which are connected to the multi-way valve; the multi-way valve includes a fifth state, in which one end of the radiator is connected to the outlet end of the coolant branch and one end of the second tube body through the multi-way valve, and the other end of the radiator is connected to the inlet end of the coolant branch and the other end of the second tube body through the multi-way valve.

[0035] In the fifth state, one end of the radiator is connected to the outlet end of the coolant branch and one end of the second tube body through a multi-way valve, and the other end of the radiator is connected to the inlet end of the coolant branch and the other end of the second tube body through a multi-way valve, so as to ensure that the coolant in the second tube body that absorbs the excess heat generated by the compressor can flow to the radiator, and the excess heat generated by the compressor can be transferred to the radiator and then to the external environment, thereby avoiding the risk of overheating of the compressor, the internal condenser, the first condenser, the first expansion valve and the cabin. Moreover, it can be ensured that the excess heat in the second coolant can be transferred to the external environment through the radiator, so as to avoid the second coolant exchanging heat with the oil in the oil-cooled motor through the heat exchange device, resulting in excessively high oil temperature in the oil-cooled motor, thereby affecting the operation of the oil-cooled motor.

[0036] In a possible implementation manner, the multi-way valve includes a fifth state. In the fifth state, two ends of the battery branch are respectively connected to two ends of the connecting branch through the multi-way valve.

[0037] In the fifth state, the two ends of the battery branch are respectively connected to the two ends of the connecting branch through a multi-way valve, ensuring that the heat of the power battery can be transferred to the refrigerant through the first condenser, and then transferred to the outside of the refrigerant circuit through the refrigerant via the second condenser, thereby achieving heat dissipation for the power battery and avoiding the risk of overheating of the power battery.

[0038] In one possible implementation, the thermal management system also includes an evaporator and a second expansion valve, the evaporator is used to exchange heat with the vehicle cabin, the inlet end of the second expansion valve is connected to the refrigerant circuit and is located between the internal condenser and the first expansion valve, the outlet end of the second expansion valve is connected to the inlet end of the evaporator, the outlet end of the evaporator is connected to the refrigerant circuit and is located between the compressor and the first condenser.

[0039] The compressor converts low-pressure gaseous refrigerant into high-pressure, high-temperature gaseous refrigerant, which flows to the second expansion valve. The second expansion valve outputs low-temperature, low-pressure liquid refrigerant, which flows to the evaporator and exchanges heat with the cabin air through the evaporator to cool the cabin. The low-temperature, low-pressure liquid refrigerant is converted into low-pressure gaseous refrigerant, and the gaseous refrigerant flowing out of the evaporator flows back to the compressor, thus forming a cycle to achieve cabin cooling.

[0040] In a second aspect, the embodiment of the present application further provides a vehicle, which includes an engine, an oil-cooled motor, a power battery, a cabin, and a thermal management system according to any one of the first aspects, wherein the thermal management system is used for thermal management of the engine, the oil-cooled motor, the power battery, and the cabin. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the background technology, the drawings required for use in the embodiments of the present application or the background technology will be described below.

[0042] Figure 1 is a structural schematic diagram of a vehicle provided in an embodiment of the present application;

[0043] Figure 2 It is a schematic diagram of the structure of a thermal management system provided by an embodiment of the present application applied to a vehicle;

[0044] Figure 3 yes Figure 2 The structure diagram of the thermal management system shown in another embodiment;

[0045] Figure 4 yes Figure 2 The structure diagram of the thermal management system shown in another embodiment;

[0046] Figure 5 yes Figure 2 The structure diagram of the thermal management system shown in another embodiment;

[0047] Figure 6 yes Figure 2 The thermal management system shown is a schematic structural diagram in a first mode;

[0048] Figure 7 yes Figure 2 The schematic diagram of the structure of the thermal management system shown is in the second mode;

[0049] Figure 8 yes Figure 2 The thermal management system shown is a schematic diagram of the structure in the third mode;

[0050] Fig. 9 yes Figure 2 The schematic diagram of the structure of the thermal management system shown is in the fourth mode;

[0051] Fig.10 yes Figure 2 The schematic diagram of the structure of the thermal management system shown is in the fifth mode;

[0052] Fig.11 yes Figure 2 The thermal management system shown is a schematic diagram of the structure in the sixth mode;

[0053] Fig.12 yes Figure 2 The schematic diagram of the structure of the thermal management system shown is in the seventh mode;

[0054] Fig.13 yes Figure 2 The thermal management system shown is a schematic structural diagram in the eighth mode;

[0055] Fig.14 yes Figure 2 The thermal management system shown is a schematic diagram of the structure in the ninth mode;

[0056] Fig.15 yes Figure 2 The thermal management system shown is a schematic diagram of the structure in the tenth mode;

[0057] Fig.16 It is a schematic diagram of the structure of another thermal management system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0058] The embodiment of the present application provides a thermal management system and a vehicle, wherein the thermal management system is applied to a vehicle. The vehicle may be a plug-in hybrid electric vehicle, a range-extended hybrid electric vehicle, or other hybrid electric vehicles. In the present application, component A and component B are "connected" to each other, which means that component A and component B are directly connected, or component A is connected to component B through component C.

[0059] The embodiments of the present application are described below in conjunction with the drawings in the embodiments of the present application.

[0060] See also Figure 1 , Figure 1 It is a schematic diagram of the structure of a vehicle 1000 provided in an embodiment of the present application.

[0061] like Figure 1 As shown, the vehicle 1000 includes a vehicle machine 100, an engine 200, an oil-cooled motor 300, an electronic control module 400, a power battery 500 and a thermal management system 600. The engine 200, the oil-cooled motor 300, the electronic control module 400, the power battery 500 and the thermal management system 600 are all installed in the vehicle machine 100. The vehicle machine 100 includes a cabin 110 for carrying passengers or cargo. The engine 200 and the oil-cooled motor 300 are both used to provide driving force for the vehicle 1000. Among them, when the vehicle 1000 is in a hybrid operating condition or an extended range operating condition, the engine 200 and the oil-cooled motor 300 jointly drive the vehicle 1000 to move. When the vehicle 1000 is in a pure electric operating condition, the oil-cooled motor 300 drives the vehicle 1000 to move, and the engine 200 stops working. The electronic control module 400 is used to control the operation of the engine 200 and the oil-cooled motor 300. The power battery 500 is used to supply power to the oil-cooled motor 300 and the electronic control module 400. The power battery 500 may be a lithium battery, a lead-acid battery, a nickel-chromium battery, a nickel-metal hydride battery, or a sodium-ion battery, etc. The thermal management system 600 is used to thermally manage the engine 200, the oil-cooled motor 300, the electronic control module 400, the power battery 500, and the vehicle cabin 110.

[0062] In the prior art, when the vehicle is working, the oil in the oil-cooled motor will be stirred by the reducer. Among them, before the oil in the oil-cooled motor reaches the optimal working temperature, the viscosity of the oil will be too high, making it difficult to stir the oil, thereby affecting the normal operation of the oil-cooled motor. In order to ensure the operation of the oil-cooled motor, more energy needs to be provided for the stirring of the oil in the oil-cooled motor. In particular, when a vehicle is located in a low-temperature environment and is in an extended-range operating condition or a hybrid operating condition, more energy needs to be provided for the stirring of the oil in the oil-cooled motor, which results in high energy consumption and poor endurance of the vehicle.

[0063] In response to the above problems, an embodiment of the present application provides a thermal management system, which can transfer the heat of the engine to the oil in the oil-cooled motor when the vehicle is in an extended-range operating condition or a hybrid operating condition in a low-temperature environment, so that the oil in the oil-cooled motor can quickly reach the optimal operating temperature, thereby reducing the energy consumed for stirring the oil in the oil-cooled motor, reducing the vehicle's energy consumption, and improving the vehicle's endurance.

[0064] See also Figure 2 , Figure 3 , Figure 4 and Figure 5 , and combined with Figure 1 , Figure 2 It is a schematic structural diagram of a thermal management system 600 provided in an embodiment of the present application and applied to a vehicle 1000. Figure 3 yes Figure 2 The thermal management system 600 shown is a schematic structural diagram of another embodiment. Figure 4 yes Figure 2 The thermal management system 600 shown is a schematic structural diagram of another embodiment. Figure 5 yes Figure 2 The thermal management system 600 shown is a schematic structural diagram of another embodiment.

[0065] like Figure 1 and Figure 2As shown, the thermal management system 600 includes a coolant circulation system 10, a liquid cooling system 20, a refrigerant circulation system 30 and a heat exchange device 40. The coolant circulation system 10 (i.e., the thermal management system 600) includes a coolant circuit 101. The engine 200 is connected to the coolant circuit 101, and the coolant circuit 101 is used to cool the engine 200. The heat exchange device 40 is connected to the coolant circuit 101. Among them, a first coolant flows in the coolant circuit 101. The first coolant can be a working fluid such as calcium chloride (CaCl2) in inorganic substances, methanol (CH3OH), ethanol (C2H5OH), ethylene glycol (C2H4(OH)2) or propylene glycol (C3H5(OH)3) in organic substances. Specifically, the coolant circuit 101 also includes a matching multi-way valve 1011, a first branch 1012 and a second branch 1013. Both ends of the first branch 1012 and both ends of the second branch 1013 are connected to the matching multi-way valve 1011. The engine 200 is connected to the first branch 1012, and the heat exchange device 40 is connected to the second branch 1013. Among them, the engine 200 may be provided with a flow channel, and the flow channel of the engine 200 is connected to the first branch 1012; the engine 200 may also be installed on a water cooling plate, and the water cooling plate is connected to the first branch 1012. The engine 200 may also be connected to the first branch 1012 in other ways. The matching multi-way valve 1011 can make the two ends of the first branch 1012 connected to the two ends of the second branch 1013 respectively. The first coolant can flow between the engine 200 and the heat exchange device 40. The multi-way valve 1011 can also be used to connect the two ends of the first branch 1012 and the two ends of the second branch 1013. The coolant circuit 101 is interrupted, and the first coolant flows only in the first branch 1012.

[0066] The liquid cooling system 20 (i.e., the thermal management system 600) includes an oil circuit 102, a coolant branch 103, a battery branch 104, a multi-way valve 21, and a connecting branch 105. The oil-cooled motor 300 is connected to the oil circuit 102, and the oil circuit 102 is used to thermally manage the oil in the oil-cooled motor 300. The oil in the oil-cooled motor 300 circulates in the oil circuit 102. The heat exchange device 40 is connected to the oil circuit 102.

[0067] Both ends of the coolant branch 103 are connected to the multi-way valve 21. The coolant branch 103 includes an inlet 103a and an outlet 103b, and both the inlet 103a and the outlet 103b of the coolant branch 103 are connected to the multi-way valve 21. A second coolant flows in the coolant branch 103, and the second coolant flows from the inlet 103a of the coolant branch 103 to the outlet 103b of the coolant branch 103. The second coolant can be calcium chloride (CaCl2) in inorganic substances, methanol (CH3OH), ethanol (C2H5OH), ethylene glycol (C2H4(OH)2) or propylene glycol (C3H5(OH)3) in organic substances. The heat exchange device 40 is connected to the coolant branch 103.

[0068] It can be understood that the heat exchange device 40 is connected to the coolant circuit 101, the oil circuit 102 and the coolant branch 103. In the oil circuit 102 and the coolant branch 103, one of them exchanges heat with the other and the coolant circuit 101 through the heat exchange device 40. Specifically, in the oil and the second coolant in the oil-cooled motor 300, one of them exchanges heat with the other and the first coolant through the heat exchange device 40.

[0069] Both ends of the battery branch 104 are connected to the multi-way valve 21. The battery branch 104 is used for thermal management of the power battery 500. Specifically, the battery branch 104 includes a battery heat dissipation module 1041, which is fixedly connected to the power battery 500 and exchanges heat with the power battery 500. Both ends of the connection branch 105 are connected to the multi-way valve 21.

[0070] The refrigerant circulation system 30 (i.e., the thermal management system 600) includes a refrigerant circuit 106 and a first condenser 31, and the refrigerant circuit 106 includes an internal condenser 1061. The internal condenser 1061 is used to exchange heat with the cabin 110. The first condenser 31 is connected to the refrigerant circuit 106 and the connecting branch 105. The connecting branch 105 exchanges heat with the refrigerant circuit 106 through the first condenser 31. Among them, a refrigerant circulates in the refrigerant circuit 106. The refrigerant can be R12 (difluoromethane), R22 (difluoromethane), R134a (tetrafluoroethane), R407c, R410a, R290 (propane) or R32 (difluoromethane), etc. In the battery branch 104 and the connecting branch 105, at least one can be connected to the outlet end 103b of the coolant branch 103 through a multi-way valve 21.

[0071] The thermal management system 600 provided in the embodiment of the present application is applied to the vehicle 1000. When the vehicle 1000 is in a hybrid or extended range condition, the first coolant can flow in the coolant circuit and absorb the heat of the engine 200 (for example, the waste heat of the engine 200). The first coolant that absorbs the heat of the engine 200 flows to the heat exchange device 40 through the coolant circuit 101. The engine oil in the oil-cooled motor 300 flows to the heat exchange device 40 through the engine oil circuit 102, and the second coolant can flow in the coolant branch 103 and flow to the heat exchange device 40. Since one of the engine oil circuit 102 and the coolant branch 103 exchanges heat with the other and the coolant circuit 101 through the heat exchange device 40, the heat exchange device 40 enables the engine oil in the oil-cooled motor 300 and one of the second coolant to exchange heat with the other and the first coolant. Specifically, the first coolant can exchange heat with the oil in the oil-cooled motor 300, the oil in the oil-cooled motor 300 exchanges heat with the second coolant, and the first coolant exchanges heat with the second coolant through the oil in the oil-cooled motor 300; the first coolant can exchange heat with the second coolant, the second coolant exchanges heat with the oil in the oil-cooled motor 300, and the first coolant exchanges heat with the oil in the oil-cooled motor 300 through the second coolant; the first coolant, the oil in the oil-cooled motor 300, and the second coolant exchange heat with each other. Thus, the heat of the engine 200 can be transferred to the oil in the oil-cooled motor 300 and the second coolant.

[0072] Compared with the prior art, the heat of the engine 200 can be transferred to the oil in the oil-cooled motor 300. When the vehicle 1000 is in a low temperature environment, the heat of the engine 200 can heat the oil in the oil-cooled motor 300, which is beneficial to increase the working temperature of the oil to reduce the viscosity of the oil, reduce the stirring resistance of the oil, reduce the energy consumption of the oil-cooled motor 300, improve the energy utilization rate, and improve the endurance of the vehicle 1000.

[0073] In addition, the second coolant can flow to the battery branch 104 and / or the connecting branch 105 through the heat exchange device 40 through the multi-way valve 21. Specifically, in the battery branch 104 and the connecting branch 105, at least one can be connected to the outlet end 103b of the coolant branch 103 through the multi-way valve 21, and the second coolant can flow to the battery branch 104 through the heat exchange device 40 through the multi-way valve 21 and provide heat to the power battery 500 through the battery cooling module 1041; and / or, the second coolant can flow to the connecting branch 105 through the heat exchange device 40 through the multi-way valve 21 and exchange heat with the refrigerant in the refrigerant circuit 106 through the first condenser 31, and the refrigerant after heat exchange then exchanges heat with the cabin 110 through the internal condenser 1061 to provide heat to the cabin 110. In addition to being transferred to the oil in the oil-cooled motor 300, the heat of the engine 200 can also be transferred to the power battery 500 and / or the cabin 110 to provide heat for the power battery 500 and / or the cabin 110. In this way, it is beneficial to improve the utilization rate of the heat of the engine 200, reduce the energy consumption of the vehicle 1000, and improve the endurance of the vehicle 1000. In addition, since the heat exchange device 40 enables the oil circuit 102 to exchange heat with the coolant branch 103, and the oil in the oil-cooled motor 300 to exchange heat with the second coolant, the heat of the engine 200 is dispersed by the oil in the oil-cooled motor 300, and the temperature of the second coolant flowing to the battery branch 104 and / or the connecting branch 105 will not be too high, avoiding the risk of overheating of the power battery 500 and / or the cabin 110, which is beneficial to improving the working safety of the vehicle 1000.

[0074] In the thermal management system 600 provided in the embodiment of the present application, in the oil circuit 102 and the coolant branch 103, one of them exchanges heat with the other and the coolant circuit 101 through the heat exchange device 40, which can disperse the heat of the engine 200 to the oil and the second coolant in the oil-cooled motor 300, and ensure that the temperature of the second coolant flowing out of the heat exchange device 40 is not too high, avoiding the risk of overheating of the power battery 500 and / or the cabin 110. The heat exchange device 40 can be set in a variety of ways. For example, the heat exchange device 40 can include two heat exchangers, and the oil in the oil-cooled motor 300 is heat-exchanged with the first coolant and the second coolant respectively through the two heat exchangers, or the second coolant is heat-exchanged with the first coolant and the oil in the oil-cooled motor 300 respectively through the two heat exchangers; the heat exchange device 40 can also make the oil, the first coolant and the second coolant in the oil-cooled motor 300 exchange heat with each other, etc., and the present application does not make specific restrictions. The following is an exemplary description with multiple embodiments.

[0075] like Figure 2 As shown, in Figure 2In the illustrated embodiment, the oil circuit 102 includes a first oil circuit 1021 and a second oil circuit 1022, and the oil-cooled motor 300 is connected to the first oil circuit 1021 and the second oil circuit 1022; the heat exchange device 40 includes a first heat exchanger 41 and a second heat exchanger 42, the first heat exchanger 41 is connected to the coolant circuit 101 and the first oil circuit 1021, the coolant circuit 101 and the first oil circuit 1021 exchange heat through the first heat exchanger 41, and the first coolant and the oil in the oil-cooled motor 300 exchange heat through the first heat exchanger 41; the second heat exchanger 42 is connected to the coolant branch 103 and the second oil circuit 1022, the coolant branch 103 and the second oil circuit 1022 exchange heat through the second heat exchanger 42, and the second coolant and the oil in the oil-cooled motor 300 exchange heat through the second heat exchanger 42.

[0076] Specifically, the first heat exchanger 41 and the second heat exchanger 42 each include a first heat exchange tube 43 and a second heat exchange tube 44 which are connected in a heat conduction manner. The first heat exchange tube 43 of the first heat exchanger 41 is connected to the coolant circuit 101; wherein, the first heat exchange tube 43 of the first heat exchanger 41 is connected to the second branch 1013. The second heat exchange tube 44 of the first heat exchanger 41 is connected to the first engine oil circuit 1021. The first heat exchange tube 43 of the second heat exchanger 42 is connected to the coolant branch 103, and the second heat exchange tube 44 of the second heat exchanger 42 is connected to the second engine oil circuit 1022. Through the heat conduction connection between the first heat exchange tube 43 of the first heat exchanger 41 and the second heat exchange tube 44 of the first heat exchanger 41, the first coolant can be heat-exchanged with the engine oil in the oil-cooled motor 300. The oil in the oil-cooled motor 300 is heat-exchanged with the second coolant by the heat-conducting connection of the first heat exchange tube 43 of the second heat exchanger 42 and the second heat exchange tube 44 of the second heat exchanger 42. In the embodiment of the present application, the "heat-conducting connection" between component A and component B means that component A and component B can exchange heat, for example, component A is in contact with component B; or, component A and component B are both immersed in a heat-conducting solution; or, a heat-conducting material is provided between component A and component B, etc.

[0077] Since the oil-cooled motor 300 is connected to the first oil circuit 1021 and the second oil circuit 1022; the first heat exchanger 41 is connected to the coolant circuit 101 and the first oil circuit 1021, the coolant circuit 101 and the first oil circuit 1021 exchange heat through the first heat exchanger 41; the second heat exchanger 42 is connected to the coolant branch 103 and the second oil circuit 1022, the coolant branch 103 and the second oil circuit 1022 exchange heat through the second heat exchanger 42; the oil in the oil-cooled motor 300 is transferred to the first oil circuit 1021 and the second oil circuit The paths 1022 flow to the first heat exchanger 41 and the second heat exchanger 42 respectively. The oil in the oil-cooled motor 300 exchanges heat with the first coolant (i.e., the coolant in the coolant circuit 101) through the first heat exchanger 41, and the oil in the oil-cooled motor 300 exchanges heat with the second coolant (i.e., the coolant in the coolant branch 103) through the second heat exchanger 42. The oil in the oil-cooled motor 300 can exchange heat with the first coolant and the second coolant simultaneously, which is beneficial to improving the heat exchange efficiency, improving the utilization efficiency of the heat of the engine 200, and improving the endurance of the vehicle 1000. Moreover, the heat of the engine 200 will first be transferred to the oil in the oil-cooled motor 300, which is beneficial to improving the heating efficiency of the oil, reducing the stirring resistance of the oil, reducing the energy consumption of the oil-cooled motor 300, and improving the vehicle 1000 (such as Figure 1 In addition, by controlling the flow of the oil in the oil-cooled motor 300, the amount of oil flowing to the second heat exchanger 42 can be controlled, thereby adjusting the efficiency of heat exchange between the oil and the second coolant, adjusting the amount of heat from the engine 200 that can be transferred to the second coolant, and facilitating the distribution of heat from the engine 200.

[0078] like Figure 3 As shown, in Figure 3 In the illustrated embodiment, the heat exchange device 40 includes a first heat exchanger 41 and a second heat exchanger 42, and the first heat exchanger 41, the oil-cooled motor 300 and the second heat exchanger 42 are sequentially connected to the oil circuit 102. The first heat exchanger 41 is also connected to the coolant circuit 101, and the coolant circuit 101 and the oil circuit 102 exchange heat through the first heat exchanger 41, and the first coolant and the oil in the oil-cooled motor 300 exchange heat through the first heat exchanger 41. The second heat exchanger 42 is also connected to the coolant branch 103, and the coolant branch 103 and the oil circuit 102 exchange heat through the second heat exchanger 42, and the second coolant and the oil in the oil-cooled motor 300 exchange heat through the second heat exchanger 42.

[0079] Specifically, the first heat exchanger 41 and the second heat exchanger 42 each include a first heat exchange tube 43 and a second heat exchange tube 44 connected in a heat conduction manner. The second heat exchange tube 44 of the first heat exchanger 41, the oil-cooled motor 300, and the second heat exchange tube 44 of the second heat exchanger 42 are sequentially connected to the oil circuit 102. The first heat exchange tube 43 of the first heat exchanger 41 is connected to the coolant circuit 101; wherein, the first heat exchange tube 43 of the first heat exchanger 41 is connected to the second branch 1013. The first heat exchange tube 43 of the second heat exchanger 42 is connected to the coolant branch 103. Through the heat conduction connection between the first heat exchange tube 43 of the first heat exchanger 41 and the second heat exchange tube 44 of the first heat exchanger 41, the first coolant can be heat-exchanged with the oil in the oil-cooled motor 300. Through the heat conduction connection between the first heat exchange tube 43 of the second heat exchanger 42 and the second heat exchange tube 44 of the second heat exchanger 42, the oil in the oil-cooled motor 300 is heat-exchanged with the second coolant.

[0080] Since the first heat exchanger 41, the oil-cooled motor 300 and the second heat exchanger 42 are sequentially connected to the oil circuit 102, the oil in the oil-cooled motor 300 circulates along the path of the oil-cooled motor 300-the second heat exchanger 42-the first heat exchanger 41-the oil-cooled motor 300. In this way, it is ensured that the oil in the oil-cooled motor 300 will exchange heat with the second coolant (i.e., the coolant in the coolant circuit 101) before exchanging heat with the first coolant, thereby avoiding the situation where the temperature of the oil is difficult to rise due to excessive heat exchange between the second coolant and the oil in the oil-cooled motor 300, which is conducive to improving the reliability of heating the oil.

[0081] like Figure 4 As shown, in Figure 4 In the illustrated embodiment, the heat exchange device 40 includes a first heat exchanger 41 and a second heat exchanger 42, which are sequentially connected to the coolant branch 103, and the first heat exchanger 41 is located between the inlet end 103a of the coolant branch 103 and the second heat exchanger 42; the first heat exchanger 41 is also connected to the coolant circuit 101, and the coolant circuit 101 and the coolant branch 103 exchange heat through the first heat exchanger 41, and the first coolant and the second coolant exchange heat through the first heat exchanger 41. The second heat exchanger 42 is also connected to the engine oil circuit 102, and the coolant branch 103 and the engine oil circuit 102 exchange heat through the second heat exchanger 42, and the second coolant and the engine oil in the oil-cooled motor 300 exchange heat through the second heat exchanger 42.

[0082] Specifically, the first heat exchanger 41 and the second heat exchanger 42 each include a first heat exchange tube 43 and a second heat exchange tube 44 connected in a heat conduction manner. The first heat exchange tube 43 of the first heat exchanger 41 is connected to the coolant circuit 101; wherein, the first heat exchange tube 43 of the first heat exchanger 41 is connected to the second branch 1013. The second heat exchange tube 44 of the first heat exchanger 41 and the second heat exchange tube 44 of the second heat exchanger 42 are connected to the coolant branch 103 in sequence. The first heat exchange tube 43 of the second heat exchanger 42 is connected to the engine oil circuit 102. Through the heat conduction connection between the first heat exchange tube 43 of the first heat exchanger 41 and the second heat exchange tube 44 of the first heat exchanger 41, the first coolant can be heat-exchanged with the second coolant. Through the heat conduction connection between the first heat exchange tube 43 of the second heat exchanger 42 and the second heat exchange tube 44 of the second heat exchanger 42, the second coolant is heat-exchanged with the engine oil in the oil-cooled motor 300.

[0083] Since the first heat exchanger 41 and the second heat exchanger 42 are connected to the coolant branch 103 in sequence, the first heat exchanger 41 is located between the inlet end 103a of the coolant branch 103 and the second heat exchanger 42, the first heat exchanger 41 is also connected to the coolant circuit 101, and the coolant circuit 101 and the coolant branch 103 exchange heat through the first heat exchanger 41, and the second heat exchanger 42 is also connected to the engine oil circuit 102, and the coolant branch 103 and the engine oil circuit 102 exchange heat through the second heat exchanger 42; the second coolant (i.e., the coolant in the coolant branch 103) first exchanges heat with the first coolant (i.e., the coolant in the coolant circuit 101) through the first heat exchanger 41, and then exchanges heat with the engine oil in the oil-cooled motor 300 through the second heat exchanger 42, and then flows out from the heat exchange device 40. In this way, the heat of the engine 200 can also be transferred to the oil and the second coolant in the oil-cooled motor 300, and then transferred to the cabin 110 and / or the power battery 500 (such as Figure 1 Moreover, the temperature of the second coolant flowing out of the heat exchange device 40 will not be too high, thereby avoiding the risk of overheating of the power battery 500 and / or the cabin 110. The heat exchange device 40 can be designed in various ways, and the design cost of the heat exchange device 40 is low, which is conducive to reducing the processing cost.

[0084] like Figure 5 As shown, in Figure 5 In the illustrated embodiment, the heat exchange device 40 includes a first heat exchange tube 43, a second heat exchange tube 44, and a third heat exchange tube 45 which are thermally connected to each other, the first heat exchange tube 43 is connected to the coolant circuit 101, the second heat exchange tube 44 is connected to the oil circuit 102, and the third heat exchange tube 45 is connected to the coolant branch 103. The first heat exchange tube 43 is connected to the second branch 1013. The first heat exchange tube 43, the second heat exchange tube 44, and the third heat exchange tube 45 may be in contact with each other, or may be immersed in a heat-conducting solution, or may be provided with a heat-conducting material between them.

[0085] Since the first heat exchange tube 43, the second heat exchange tube 44 and the third heat exchange tube 45 are connected to each other through thermal conductivity, the first heat exchange tube 43 is connected to the coolant circuit 101, the second heat exchange tube 44 is connected to the engine oil circuit 102, and the third heat exchange tube 45 is connected to the coolant branch 103; the first coolant (i.e. the coolant in the coolant circuit 101), the engine oil in the oil-cooled motor 300 and the second coolant (i.e. the coolant in the coolant branch 103) exchange heat with each other, and only one heat exchange is required to transfer the heat of the engine 200 to the engine oil and the second coolant in the oil-cooled motor 300, which is beneficial to improving the heat exchange efficiency, improving the utilization efficiency of the heat of the engine 200, and improving the vehicle 1000 (such as Figure 1 The endurance of the vehicle is improved (as shown); moreover, the temperature of the second coolant flowing out of the heat exchange device 40 will not be too high, thereby avoiding the risk of overheating of the power battery 500 and / or the cabin 110. In addition, it is beneficial to reduce the volume of the heat exchange device 40 and facilitate the miniaturization design of the heat exchange device 40; in addition, heat exchange can be achieved through a heat exchange device 40, which can avoid the need to set up a complex circuit, and is beneficial to reducing the flow resistance of the first coolant, the second coolant and the oil in the oil-cooled motor 300, thereby improving the heat exchange efficiency.

[0086] like Figure 1 and Figure 2 As shown, in some embodiments, the coolant branch 103 further includes an electronically controlled heat dissipation module 1031, which is located between the heat exchange device 40 and the multi-way valve 21, and is used to dissipate heat from the electronic control module 400. Since the electronic control module 400 and the oil in the oil-cooled motor 300 have different requirements for heat, the coolant branch 103 further includes an electronically controlled heat dissipation module 1031, and the electronically controlled heat dissipation module 1031 is located between the heat exchange device 40 and the multi-way valve 21, so that the oil in the oil-cooled motor 300 and the electronic control module 400 can be regarded as separate heat sources, respectively, so that the heat of the engine 200 is not transferred to the oil in the oil-cooled motor 300, and the heat of the engine 200 is not transferred to the electronic control module 400 through the electronically controlled heat dissipation module 1031, so as to avoid overheating and damage of the electronic control module 400, which is conducive to improving the working safety of the electronic control module 400.

[0087] Specifically, the electronically controlled heat dissipation module 1031 is connected between the heat exchange device 40 and the inlet end 103a of the coolant branch 103. The design that the electronically controlled heat dissipation module 1031 is connected between the heat exchange device 40 and the inlet end 103a of the coolant branch 103 ensures that the second coolant flows to the heat exchange device 40 to absorb the heat of the engine 200 only after flowing through the electronically controlled heat dissipation module 1031. In this way, it is prevented that the heat of the engine 200 is transferred to the electronic control module 400 in large quantities through the electronically controlled heat dissipation module 1031, causing the electronic control module 400 to be overheated and damaged, which is conducive to improving the working safety of the electronic control module 400. In some other embodiments, the electronically controlled heat dissipation module 1031 can also be connected between the heat exchange device 40 and the outlet end 103b of the coolant branch 103. Since the heat of the engine 200 is largely dispersed by the oil in the oil-cooled motor 300, the temperature of the second coolant flowing from the heat exchange device 40 to the electronic control heat dissipation module 1031 will not be too high, which can also avoid the risk of overheating of the electronic control module 400 and help improve the working safety of the electronic control module 400.

[0088] In some embodiments, the liquid cooling system 20 also includes a first water pump 22, which is connected to the coolant branch 103, and is used to drive the second coolant to flow from the inlet end 103a of the coolant branch 103 through the heat exchange device 40 to the outlet end 103b of the coolant branch 103. The first water pump 22 provides driving force for the second coolant, which has a simple structure and is easy to design, and has low processing costs. Specifically, the first water pump 22 is located between the inlet end 103a of the coolant branch 103 and the heat exchange device 40. The inlet end of the first water pump 22 is connected to the inlet end 103a of the coolant branch 103, and the outlet end of the first water pump 22 is connected to the heat exchange device 40. Figure 2 In the illustrated embodiment, the first water pump 22 is located between the electronically controlled heat dissipation module 1031 and the inlet end 103a of the coolant branch 103, and the outlet end of the first water pump 22 is connected to the electronically controlled heat dissipation module 1031. In some other embodiments, the first water pump 22 may also be located between the heat exchange device 40 and the outlet end 103b of the coolant branch 103.

[0089] In some embodiments, the liquid cooling system 20 (i.e., the thermal management system 600) further includes a radiator 23, which may be a low temperature radiator (LTR). Both ends of the radiator 23 are connected to the multi-way valve 21. The radiator 23 is used for heat exchange with the external environment. The radiator 23 can transfer excess heat in the thermal management system 600 to the external environment, which is beneficial to improving the heat dissipation efficiency of each device in the thermal management system 600 and ensuring the safety of each device in the thermal management system 600.

[0090] In some embodiments, the refrigerant circuit 106 further includes a compressor 1062 and a first expansion valve 1063, and the compressor 1062, the internal condenser 1061, the first expansion valve 1063 and the first condenser 31 are connected in sequence. The first condenser 31 includes a first connecting pipe 311 and a second connecting pipe 312 connected in a heat-conductive manner. The first connecting pipe 311 is connected to the refrigerant circuit 106, and specifically, the first connecting pipe 311 is connected between the first expansion valve 1063 and the compressor 1062. The second connecting pipe 312 is connected to the connecting branch 105. The outlet end of the compressor 1062 is connected to the inlet end of the internal condenser 1061, the outlet end of the internal condenser 1061 is connected to the inlet end of the first expansion valve 1063, the outlet end of the first expansion valve 1063 is connected to one end of the first connecting pipe 311, and the other end of the first connecting pipe 311 is connected to the inlet end of the compressor 1062.

[0091] The compressor 1062 converts the low-pressure gaseous refrigerant into a high-pressure, high-temperature gaseous refrigerant, and the high-pressure, high-temperature gaseous refrigerant flows to the inner condenser 1061. The high-temperature, high-pressure gaseous refrigerant exchanges heat with the air in the cabin 110 through the inner condenser 1061 to heat the cabin 110, and the high-temperature, high-pressure gaseous refrigerant is converted into a liquid refrigerant. The liquid refrigerant flows to the first expansion valve 1063, and the first expansion valve 1063 outputs a low-temperature, low-pressure liquid refrigerant. The low-temperature, low-pressure liquid refrigerant absorbs heat and evaporates through the first condenser 31 and is converted into a low-pressure gaseous refrigerant and then flows back to the compressor 1062, so that a cycle is formed, and the heating of the cabin 110 can be realized. Compared with the method of heating the cabin 110 through an electric heater, the method of heating the cabin 110 through the compressor 1062 is conducive to reducing energy consumption and improving the endurance of the vehicle 1000.

[0092] In some embodiments, the refrigerant circuit 106 further includes a gas-liquid separator 1064, and the gas-liquid separator 1064 is located between the compressor 1062 and the first condenser 31. Specifically, the gas-liquid separator 1064 is connected between the first connecting pipe 311 and the compressor 1062. The gas-liquid separator 1064 can screen the refrigerant flowing from the first condenser 31 to the compressor 1062, ensuring that the refrigerant flowing to the compressor 1062 is all gaseous refrigerant, avoiding the risk of liquid ingress to the compressor 1062, and is conducive to improving the safety of the compressor 1062.

[0093] In some embodiments, the refrigerant circuit 106 further includes a first solenoid valve 1065, and the first solenoid valve 1065 is located between the compressor 1062 and the internal condenser 1061. Specifically, the first solenoid valve 1065 is connected to the outlet end of the compressor 1062 and the inlet end of the internal condenser 1061. The first solenoid valve 1065 is an electromagnetically controlled switch valve. The first solenoid valve 1065 can control the flow rate, speed and other parameters of the refrigerant delivered from the compressor 1062 to the internal condenser 1061.

[0094] In some embodiments, the refrigerant circuit 106 further includes a first check valve 1066, and the first check valve 1066 is located between the first condenser 31 and the compressor 1062. Specifically, the first check valve 1066 is connected between the first condenser 31 and the gas-liquid separator 1064. The first check valve 1066 can limit the one-way flow of the refrigerant, so that the refrigerant can only flow to the compressor 1062 through the first condenser 31 and the gas-liquid separator 1064.

[0095] In some embodiments, the refrigerant circulation system 30 (i.e., the thermal management system 600) further includes a second condenser 32, and the second condenser 32 includes a first tube 321. Both ends of the first tube 321 are connected to the refrigerant circuit 106, one end of which is located between the compressor 1062 and the inner condenser 1061, and the other end of which is located between the inner condenser 1061 and the first expansion valve 1063. Specifically, the first tube 321 includes a first end 3211 and a second end 3212. The first end 3211 is connected to the branch between the first solenoid valve 1065 and the compressor 1062, and the second end 3212 is connected to the branch between the inner condenser 1061 and the first expansion valve 1063. The first end 3211 is connected to the outlet end of the first solenoid valve 1065 and the compressor 1062; the second end 3212 is connected to the outlet end of the inner condenser 1061 and the inlet end of the first expansion valve 1063.

[0096] The excess heat generated by the compressor 1062 can be transferred to the outside of the refrigerant circuit 106 through the second condenser 32, so as to prevent the temperature of the refrigerant from continuing to rise, which would cause the compressor 1062, the internal condenser 1061, the first condenser 31, the first expansion valve 1063, the gas-liquid separator 1064 and the cabin 110 to overheat, thereby improving safety of use.

[0097] Further, the second condenser 32 also includes a second tube body 322, the second tube body 322 is heat-conductingly connected to the first tube body 321, and both ends of the second tube body 322 are connected to the multi-way valve 21. Specifically, the second tube body 322 includes a third end 3221 and a fourth end 3222, the third end 3221 is connected to the coolant branch 103 and is located between the heat exchange device 40 and the inlet end 103a of the coolant branch 103. The third end 3221 is connected to the multi-way valve 21 through the coolant branch 103. The fourth end 3222 is connected to the multi-way valve 21. Figure 2 In the illustrated embodiment, the third end 3221 is located between the electronically controlled heat dissipation module 1031 and the first water pump 22. The third end 3221 is connected to the electronically controlled heat dissipation module 1031 and the outlet end of the first water pump 22. In other embodiments, the third end 3221 may also be directly connected to the multi-way valve 21.

[0098] Coolant can flow in the second tube body 322. Since the second tube body 322 is connected to the first tube body 321 through heat conduction, both ends of the second tube body 322 are connected to the multi-way valve 21. The refrigerant flowing in the first tube body 321 can exchange heat with the coolant flowing in the second tube body 322. The excess heat generated by the compressor 1062 can be transferred to the coolant in the second tube body 322, so that the excess heat generated by the compressor 1062 can be transferred to the external environment with the coolant in the second tube body 322, or can flow to the battery branch 104 through the multi-way valve 21 with the coolant in the second tube body 322 to provide heat for the power battery 500, thereby realizing the reuse of the heat generated by the compressor 1062. The structure of the second condenser 32 that transfers the excess heat generated by the compressor 1062 to the outside of the refrigerant circuit 106 is varied and can be selected according to different application scenarios, which is conducive to broadening the application scenarios of the second condenser 32.

[0099] In some embodiments, the refrigerant circulation system 30 further includes a second solenoid valve 33, which is connected between the first end 3211 and the refrigerant circuit 106, and the first end 3211 is connected to the refrigerant circuit 106 through the second solenoid valve 33. The second solenoid valve 33 is an electromagnetically controlled switch valve. The second solenoid valve 33 can control the flow rate, speed and other parameters of the refrigerant delivered from the compressor 1062 to the second condenser 32.

[0100] In some embodiments, the refrigerant circulation system 30 further includes a second check valve 34, which is connected between the second end 3212 and the refrigerant circuit 106, and the second end 3212 is connected to the refrigerant circuit 106 through the second check valve 34. The first check valve 1066 can limit the one-way flow of the refrigerant, so that the refrigerant can only flow from the compressor 1062 to the second condenser 32 through the second solenoid valve 33.

[0101] In some embodiments, the refrigerant circulation system 30 (i.e., the thermal management system 600) further includes an evaporator 35 and a second expansion valve 36. The evaporator 35 is used to exchange heat with the cabin 110. The inlet end of the second expansion valve 36 is connected to the refrigerant circuit 106 and is located between the internal condenser 1061 and the first expansion valve 1063. The outlet end of the second expansion valve 36 is connected to the inlet end of the evaporator 35. The outlet end of the evaporator 35 is connected to the refrigerant circuit 106 and is located between the compressor 1062 and the first condenser 31. Specifically, the inlet end of the second expansion valve 36 is connected to the branch between the second check valve 34 and the first expansion valve 1063. The inlet end of the second expansion valve 36 is connected to the outlet end of the second check valve 34, the outlet end of the internal condenser 1061, and the inlet end of the first expansion valve 1063. The outlet end of the evaporator 35 is connected to the branch between the gas-liquid separator 1064 and the first check valve 1066. The outlet end of the evaporator 35 is connected to the inlet end of the gas-liquid separator 1064 and the outlet end of the first check valve 1066 .

[0102] After the refrigerant is filtered by the gas-liquid separator 1064, the low-pressure gaseous refrigerant flows to the compressor 1062. The compressor 1062 converts the low-pressure gaseous refrigerant into a high-pressure, high-temperature gaseous refrigerant, and the high-pressure, high-temperature gaseous refrigerant flows to the second expansion valve 36. The second expansion valve 36 outputs a low-temperature, low-pressure liquid refrigerant, and the low-temperature, low-pressure liquid refrigerant flows to the evaporator 35, and exchanges heat with the air in the cabin 110 through the evaporator 35 to cool the cabin 110, and the low-temperature, low-pressure liquid refrigerant is converted into a low-pressure gaseous refrigerant, and the gaseous refrigerant flowing out of the evaporator 35 flows back to the compressor 1062, so as to form a cycle, and the cabin 110 can be cooled.

[0103] In some embodiments, the refrigerant circulation system 30 further includes a third check valve 37, which is connected between the outlet of the evaporator 35 and the refrigerant circuit 106, and the outlet of the evaporator 35 is connected to the refrigerant circuit 106 through the third check valve 37. The third check valve 37 can limit the one-way flow of the refrigerant, so that the refrigerant can only flow from the evaporator 35 to the compressor 1062 through the gas-liquid separator 1064.

[0104] See also Figure 6 , Figure 7 , Figure 8 , Fig. 9 and Fig.10 , and combined with Figure 1 and Figure 2 , Figure 6 yes Figure 2 The thermal management system 600 shown is a schematic structural diagram in a first mode. Figure 7 yes Figure 2 The thermal management system 600 shown is a schematic structural diagram in the second mode. Figure 8 yes Figure 2The thermal management system 600 shown is a schematic structural diagram in the third mode. Fig. 9 yes Figure 2 The thermal management system 600 shown is a schematic structural diagram in the fourth mode. Fig.10 yes Figure 2 The thermal management system 600 shown is a schematic structural diagram in the fifth mode.

[0105] like Figure 1 , Figure 2 and Figure 6 As shown, in some embodiments, the multi-way valve 21 includes a first state. In the first state, the outlet end 103b of the coolant branch 103 is connected to one end of the connecting branch 105 through the multi-way valve 21, the other end of the connecting branch 105 is connected to one end of the battery branch 104 through the multi-way valve 21, and the other end of the battery branch 104 is connected to the inlet end 103a of the coolant branch 103 through the multi-way valve 21. Specifically, the multi-way valve 21 includes a first valve port 1, a second valve port 2, a third valve port 3, a fourth valve port 4, a fifth valve port 5, a sixth valve port 6, a seventh valve port 7, an eighth valve port 8 and a ninth valve port 9. The inlet end 103a of the coolant branch 103 is connected to the first valve port 1, and the outlet end 103b of the coolant branch 103 is connected to the second valve port 2; one end of the battery branch 104 is connected to the third valve port 3, and the other end is connected to the fourth valve port 4; one end of the connecting branch 105 is connected to the fifth valve port 5, and the other end is connected to the sixth valve port 6; one end of the radiator 23 is connected to the seventh valve port 7, and the other end is connected to the eighth valve port 8; the fourth end 3222 of the second tube body 322 is connected to the ninth valve port 9. In the first state, the second valve port 2 is connected to the fifth valve port 5 through the valve core of the multi-way valve 21 , the sixth valve port 6 is connected to the third valve port 3 through the valve core of the multi-way valve 21 , and the fourth valve port 4 is connected to the first valve port 1 through the valve core of the multi-way valve 21 .

[0106] In actual applications, the temperature of the first coolant flowing from the engine 200 into the heat exchange device 40 is generally 80-100°C (degrees Celsius), the temperature required for heating the oil in the oil-cooled motor 300 is generally 60-110°C, the temperature required for heating the cabin 110 is generally 25-70°C, and the temperature required for heating the power battery 500 is generally 25-40°C. The heat demand for heating the oil in the oil-cooled motor 300, the cabin 110, and the power battery 500 gradually decreases. In the first state, the outlet end 103b of the coolant branch 103 is connected to one end of the connecting branch 105 through the multi-way valve 21, the other end of the connecting branch 105 is connected to one end of the battery branch 104 through the multi-way valve 21, and the other end of the battery branch 104 is connected to the inlet end 103a of the coolant branch 103 through the multi-way valve 21. This design ensures that the heat of the engine 200 is transferred to the oil in the oil-cooled motor 300 and the second coolant (i.e., the coolant in the coolant branch 103) through the heat exchange device 40, and then the second coolant flows along the path of the outlet end 103b of the coolant branch 103-multi-way valve 21-battery branch 104-multi-way valve 21-first condenser 31, and the heat of the engine 200 is distributed to the oil in the oil-cooled motor 300, the cabin 110 and the power battery 500 in turn. Since the heat demand for heating of the oil in the oil-cooled motor 300, the cabin 110 and the power battery 500 gradually decreases, this design achieves a stepped distribution of heat from the engine 200, which is beneficial to improving the utilization rate of the heat from the engine 200, reducing energy consumption, and improving the endurance of the vehicle 1000.

[0107] In some embodiments, in the first state, the fourth end 3222 of the second tube body 322 is connected to the connecting branch 105 and one end of the outlet end 103b of the coolant branch 103 through the multi-way valve 21. Specifically, in the first state, the ninth valve port 9 is connected to the fifth valve port 5 through the valve core of the multi-way valve 21. In this way, the coolant flowing in the second tube body 322 can merge with the second coolant flowing out of the outlet end 103b of the coolant branch 103 to replenish the second coolant.

[0108] In some embodiments, in the first state, both ends of the radiator 23 are isolated by the multi-way valve 21. Specifically, in the first state, the seventh valve port 7 and the eighth valve port 8 are isolated by the valve core of the multi-way valve 21. The radiator 23 does not work.

[0109] like Figure 1 , Figure 2 and Figure 7As shown, in some embodiments, the multi-way valve 21 includes a second state, in which the outlet end 103b of the coolant branch 103 is connected to one end of the connecting branch 105 through the multi-way valve 21, the other end of the connecting branch 105 is connected to one end of the radiator 23 through the multi-way valve 21, the other end of the radiator 23 is connected to one end of the battery branch 104 through the multi-way valve 21, and the other end of the battery branch 104 is connected to the inlet end 103a of the coolant branch 103 through the multi-way valve 21. Specifically, in the second state, the second valve port 2 is connected to the fifth valve port 5 through the valve core of the multi-way valve 21, the sixth valve port 6 is connected to the seventh valve port 7 through the valve core of the multi-way valve 21, the eighth valve port 8 is connected to the third valve port 3 through the valve core of the multi-way valve 21, and the fourth valve port 4 is connected to the first valve port 1 through the valve core of the multi-way valve 21.

[0110] In the second state, the outlet end 103b of the coolant branch 103 is connected to one end of the connecting branch 105 through the multi-way valve 21, the other end of the connecting branch 105 is connected to one end of the radiator 23 through the multi-way valve 21, the other end of the radiator 23 is connected to one end of the battery branch 104 through the multi-way valve 21, and the other end of the battery branch 104 is connected to the inlet end 103a of the coolant branch 103 through the multi-way valve 21. The design ensures that the heat of the engine 200 is transferred to the oil and the second coolant (i.e., the coolant in the coolant branch 103) in the oil-cooled motor 300 through the heat exchange device 40. ), the second coolant flows along the path of the outlet end 103b of the coolant branch 103-the multi-way valve 21-the first condenser 31-the multi-way valve 21-the radiator 23-the multi-way valve 21-the battery branch 104-the multi-way valve 21-the inlet end 103a of the coolant branch 103, and on the basis of realizing the step-by-step distribution of the heat of the engine 200, the second coolant flowing to the battery branch 104 can be cooled by the radiator 23, so as to avoid the second coolant flowing to the battery branch 104 having an excessively high temperature and causing the power battery 500 to burn out, which is beneficial to improving the working safety of the power battery 500.

[0111] In some embodiments, in the second state, the fourth end 3222 of the second tube 322 is connected to the connecting branch 105 and one end of the outlet end 103b of the coolant branch 103 through the multi-way valve 21. For details, please refer to the relevant description of the first state, which will not be repeated here.

[0112] like Figure 1 , Figure 2 and Figure 8As shown, in some embodiments, the multi-way valve 21 includes a third state, in which the outlet end 103b of the coolant branch 103 is connected to one end of the radiator 23 through the multi-way valve 21, the other end of the radiator 23 is connected to one end of the battery branch 104 through the multi-way valve 21, and the other end of the battery branch 104 is connected to the inlet end 103a of the coolant branch 103 through the multi-way valve 21; the outlet end 103b of the coolant branch 103 is also connected to one end of the connecting branch 105 through the multi-way valve 21, and the other end of the connecting branch 105 is connected to the inlet end 103a of the coolant branch 103 through the multi-way valve 21. Specifically, in the third state, the second valve port 2 is connected to the fifth valve port 5 and the seventh valve port 7 through the valve core of the multi-way valve 21, the eighth valve port 8 is connected to the third valve port 3 through the valve core of the multi-way valve 21, and the sixth valve port 6 and the fourth valve port 4 are both connected to the first valve port 1 through the valve core of the multi-way valve 21.

[0113] In the third state, the outlet end 103b of the coolant branch 103 is connected to one end of the radiator 23 through the multi-way valve 21, the other end of the radiator 23 is connected to one end of the battery branch 104 through the multi-way valve 21, and the other end of the battery branch 104 is connected to the inlet end 103a of the coolant branch 103 through the multi-way valve 21; the outlet end 103b of the coolant branch 103 is also connected to one end of the connecting branch 105 through the multi-way valve 21, and the other end of the connecting branch 105 is connected to the inlet end 103a of the coolant branch 103 through the multi-way valve 21. The design ensures that the heat of the engine 200 can be transferred to the oil in the oil-cooled motor 300 and the second coolant (i.e., the coolant in the coolant branch 103) through the heat exchange device, and the second coolant can flow to the battery branch 104 through the radiator 23 while flowing to the first condenser 31. Therefore, the heat of the engine 200 can also heat the power battery 500 and the cabin 110. Moreover, the second coolant flowing to the battery branch 104 can be cooled by the radiator 23 to avoid the second coolant flowing to the battery branch 104 being too hot and causing the power battery 500 to burn, which is beneficial to improving the working safety of the power battery 500.

[0114] In some other embodiments, the outlet end 103b of the coolant branch 103 may also be connected to one end of the connecting branch 105 and one end of the battery branch 104 through the multi-way valve 21, and the other end of the connecting branch 105 and the other end of the battery branch 104 are both connected to the inlet end 103a of the coolant branch 103 through the multi-way valve 21. In this way, the heat of the engine 200 can also heat the power battery 500 and the cabin 110.

[0115] In some embodiments, in the third state, the fourth end 3222 of the second tube 322 is connected to the connection branch 105 and one end of the outlet end 103b of the coolant branch 103 through the multi-way valve 21, and is connected to the battery branch 104 and one end of the outlet end 103b of the coolant branch 103 through the multi-way valve 21. For details, please refer to the relevant description of the first state, which will not be repeated here.

[0116] like Figure 1 , Figure 2 and Fig. 9 As shown, the multi-way valve 21 includes a fourth state, in which one end of the battery branch 104 is connected to the inlet end 103a of the coolant branch 103 through the multi-way valve 21, and the other end is connected to the outlet end 103b of the coolant branch 103 through the multi-way valve 21. Specifically, the second valve port 2 is connected to the third valve port 3 through the valve core of the multi-way valve 21, and the fourth valve port 4 is connected to the first valve port 1 through the valve core of the multi-way valve 21.

[0117] In the fourth state, one end of the battery branch 104 is connected to the inlet end 103a of the coolant branch 103 through the multi-way valve 21, and the other end is connected to the outlet end 103b of the coolant branch 103 through the multi-way valve 21. This design ensures that the heat of the engine 200 can be transferred to the oil in the oil-cooled motor 300 and the second coolant (i.e., the coolant in the coolant branch 103) through the heat exchange device 40. Then, the second coolant flows along the path of the outlet end 103b of the coolant branch 103-the battery branch 104-the inlet end 103a of the coolant branch 103. The heat of the engine 200 carried by the second coolant is only supplied to the power battery 500, which is beneficial to improving the heating efficiency of the power battery 500 in a low temperature environment and improving the performance of the power battery 500.

[0118] In some other embodiments, the outlet end 103b of the coolant branch 103 may also be connected to one end of the radiator 23 through the multi-way valve 21, the other end of the radiator 23 is connected to one end of the battery branch 104 through the multi-way valve 21, and the other end of the battery branch 104 is connected to the inlet end 103a of the coolant branch 103 through the multi-way valve 21. In this way, the heat of the engine 200 can also heat the power battery 500, and the second coolant flowing to the power battery 500 can be cooled by the radiator 23, so as to avoid the second coolant flowing to the power battery 500 from being burned due to excessive temperature, which is conducive to improving the working safety of the power battery 500.

[0119] In other embodiments, the outlet end 103b of the coolant branch 103 may also be connected to one end of the connecting branch 105 through the multi-way valve 21, and the other end of the connecting branch 105 is connected to the inlet end 103a of the coolant branch 103 through the multi-way valve 21. In this way, the heat of the engine 200 only heats the cabin 110, which facilitates the rapid increase of the temperature of the cabin 110.

[0120] In some embodiments, in the fourth state, both ends of the battery branch 104 are connected to both ends of the second tube 322 through the multi-way valve 21. Specifically, one end of the battery branch 104 is connected to the inlet end 103a of the coolant branch 103 through the multi-way valve 21, and then connected to the third end 3221 of the second tube 322 through the coolant branch 103; the other end is connected to the fourth end 3222 of the second tube 322 through the multi-way valve 21. Figure 2 and Fig. 9 In the illustrated embodiment, in the fourth state, the ninth valve port 9 is connected to the third valve port 3 through the valve core of the multi-way valve 21. In some other embodiments, the multi-way valve 21 may further include a tenth valve port, which is connected to the third end 3221. In the fourth state, the fourth valve port 4 may also be connected to the tenth valve port through the valve core of the multi-way valve 21, and the two ends of the battery branch 104 may also be connected to the two ends of the second tube 322 through the multi-way valve 21.

[0121] The refrigerant that absorbs the excess heat generated by the compressor 1062 flows from the compressor 1062 to the first tube 321 of the second condenser 32. The second coolant can flow from the inlet end 103a of the coolant branch 103 through the third end 3221 into the second tube 322 and exchange heat with the refrigerant in the first tube 321. The second coolant that absorbs the excess heat generated by the compressor 1062 flows from the fourth end 3222 to the battery branch 104 and provides heat for the power battery 500, and then flows back to the inlet end 103a of the coolant branch 103 for the power battery 500.

[0122] In the fourth state, the two ends of the battery branch 104 are respectively connected to the two ends of the second tube body 322 through the multi-way valve 21, thereby ensuring that the second coolant that absorbs excess heat generated by the compressor 1062 can provide heat for the power battery 500, thereby realizing the reuse of excess heat generated by the compressor 1062, which is beneficial to reducing energy consumption, improving the endurance of the vehicle 1000, and improving the heating efficiency of the power battery 500 in a low temperature environment, thereby improving the performance of the power battery 500.

[0123] In some embodiments, in the fourth state, the two ends of the radiator 23 are respectively connected to the two ends of the connecting branch 105 through the multi-way valve 21. Specifically, in the fourth state, the seventh valve port 7 is connected to the sixth valve port 6 through the valve core of the multi-way valve 21, and the eighth valve port 8 is connected to the fifth valve port 5 through the valve core of the multi-way valve 21. Among them, coolant flows in the connecting branch 105. The flowing coolant in the connecting branch 105 can flow to the radiator 23 and absorb external heat through the radiator 23, and then flow into the second connecting pipe 312 of the first condenser 31 and exchange heat with the refrigerant flowing in the first connecting pipe 311. The refrigerant that absorbs external heat can flow into the internal condenser 1061 through the compressor 1062 to heat the cabin 110.

[0124] In some embodiments, the liquid cooling system 20 further includes a second water pump 24, which is connected to the connecting branch 105 and is located between one end of the connecting branch 105 and the first condenser 31. The second water pump 24 is used to drive the coolant in the connecting branch 105 to flow. The second water pump 24 provides a driving force for the coolant in the connecting branch 105, which has a simple structure and is easy to design, and has a low processing cost. Specifically, the second water pump 24 is connected between the fifth valve port 5 and the second connecting pipe 312 of the first condenser 31. In some other embodiments, the second water pump 24 may also be connected between the sixth valve port 6 and the second connecting pipe 312 of the first condenser 31.

[0125] like Figure 1 , Figure 2 and Fig.10 As shown, in some embodiments, the multi-way valve 21 includes a fifth state. In the fifth state, one end of the radiator 23 is connected to the outlet end 103b of the coolant branch 103 and one end of the second tube 322 through the multi-way valve 21, and the other end of the radiator 23 is connected to the inlet end 103a of the coolant branch 103 and the other end of the second tube 322 through the multi-way valve 21. Specifically, one end of the radiator 23 is connected to the outlet end 103b of the coolant branch 103 and one end of the second tube 322 through the multi-way valve 21, and the other end of the radiator 23 is connected to the inlet end 103a of the coolant branch 103 through the multi-way valve 21, and then connected to the other end of the second tube 322 through the coolant branch 103. Figure 2 and Fig.10 In the illustrated embodiment, in the fifth state, the seventh valve port 7 is connected to the second valve port 2 and the ninth valve port 9 via the valve core of the multi-way valve 21 , and the eighth valve port 8 is connected to the first valve port 1 via the valve core of the multi-way valve 21 .

[0126] In the fifth state, one end of the radiator 23 is connected to the outlet end 103b of the coolant branch 103 and one end of the second tube 322 through the multi-way valve 21, and the other end of the radiator 23 is connected to the inlet end 103a of the coolant branch 103 and the other end of the second tube 322 through the multi-way valve 21, so that the coolant in the second tube 322 that absorbs the excessive heat generated by the compressor 1062 can flow to the radiator 23, and the excessive heat generated by the compressor 1062 can be transferred to the radiator 23, and then to the external environment, thereby avoiding the risk of overheating of the compressor 1062, the internal condenser 1061, the first condenser 31, the first expansion valve 1063 and the cabin 110. Moreover, it can be ensured that the excessive heat in the second coolant can be transferred to the external environment, so that the second coolant can be prevented from exchanging heat with the oil in the oil-cooled motor 300 through the heat exchange device 40, resulting in excessively high oil temperature in the oil-cooled motor 300, thereby affecting the operation of the oil-cooled motor 300.

[0127] In some embodiments, in the fifth state, the two ends of the battery branch 104 are respectively connected to the two ends of the connection branch 105 through the multi-way valve 21. Specifically, in the fifth state, the third valve port 3 is connected to the sixth valve port 6 through the valve core of the multi-way valve 21, and the fourth valve port 4 is connected to the fifth valve port 5 through the valve core of the multi-way valve 21.

[0128] In the fifth state, the two ends of the battery branch 104 are respectively connected to the two ends of the connecting branch 105 through the multi-way valve 21, so as to ensure that the heat of the power battery 500 can be transferred to the refrigerant through the first condenser 31, and then transferred to the outside of the refrigerant circuit 106 through the second condenser 32 through the refrigerant, so as to achieve heat dissipation of the power battery 500 and avoid the risk of overheating of the power battery 500. Specifically, the coolant in the connecting branch 105 can flow to the battery branch 104 and absorb the heat of the power battery 500, the coolant absorbing the heat of the power battery 500 flows to the second connecting pipe 312 of the first condenser 31 and exchanges heat with the refrigerant in the first connecting pipe 311, the refrigerant absorbing the heat of the power battery 500 is transferred to the second condenser 32 through the compressor 1062, and then transferred to the external environment through the second condenser 32 and the radiator 23.

[0129] like Figure 2 and Figure 6As shown, in some embodiments, the multi-way valve 1011 includes a connected state, in which the two ends of the first branch 1012 are respectively connected to the two ends of the second branch 1013 through the multi-way valve 1011. Specifically, the multi-way valve 1011 includes a first interface a, a second interface b, a third interface c and a fourth interface d, the two ends of the first branch 1012 are an inlet end 1012a and an outlet end 1012b, the inlet end 1012a of the first branch 1012 is connected to the first interface a, the outlet end 1012b of the first branch 1012 is connected to the second interface b, and the two ends of the second branch 1013 are respectively connected to the third interface c and the fourth interface d. In the connected state, the first interface a is connected to the fourth interface d through the valve core of the multi-way valve 1011, and the second interface b is connected to the third interface c through the valve core of the multi-way valve 1011. Thus, the first coolant can circulate along the path of the inlet end 1012a of the first branch 1012 - the engine 200 - the outlet end 1012b of the first branch 1012 - the end of the second branch 1013 connected to the third interface c - the heat exchange device 40 - the end of the second branch 1013 connected to the fourth interface d - the inlet end 1012a of the first branch 1012.

[0130] like Figure 2 and Fig.10 As shown, in some embodiments, the multi-way valve 1011 includes a closed state, in which the two ends of the first branch 1012 are connected by the multi-way valve 1011, and the two ends of the second branch 1013 are connected by the multi-way valve 1011. Specifically, in the closed state, the first interface a is connected to the second interface b through the valve core of the multi-way valve 1011, and the third interface c is connected to the fourth interface d through the valve core of the multi-way valve 1011. At this time, the first coolant that absorbs the heat of the engine 200 cannot flow to the heat exchange device 40.

[0131] like Figure 1 and Figure 2As shown, in some embodiments, the coolant circulation system 10 also includes a driving pump 11, which is connected to the coolant circuit 101 and is located between the engine 200 and the matching multi-way valve 1011. The driving pump 11 is used to drive the first coolant to flow. The driving pump 11 provides driving force for the first coolant, which has a simple structure and is easy to design, and has low processing cost. Specifically, the driving pump 11 is connected between the inlet end 1012a of the first branch 1012 and the engine 200. The inlet end of the driving pump 11 is connected to the inlet end 1012a of the first branch 1012, and the outlet end of the driving pump 11 is connected to the engine 200. The driving pump 11 can drive the first coolant to flow from the inlet end 1012a of the first branch 1012 through the driving pump 11 and the engine 200 to the outlet end 1012b of the first branch 1012, and then flow to the inlet end 1012a of the first branch 1012 through the heat exchange device 40. In some other embodiments, the driving pump 11 may also be connected between the engine 200 and the outlet end 1012 b of the first branch 1012 .

[0132] In some embodiments, the coolant circulation system 10 further includes a matching radiator 12, which may be a HTR (High Temperature Radiator). The matching radiator 12 includes an inlet end 12a and an outlet end 12b, and both the inlet end 12a of the matching radiator 12 and the outlet end 12b of the matching radiator 12 are connected to the engine 200. Specifically, the inlet end 12a of the matching radiator 12 is connected between the outlet end 1012b of the first branch 1012 and the engine 200, and the outlet end 12b of the matching radiator 12 is connected between the driving pump 11 and the inlet end 1012a of the first branch 1012. The heat of the engine 200 can be transferred from the engine 200 to the matching radiator 12 along with the first coolant and transferred to the external environment through the matching radiator 12, and then flow back to the engine 200. The heat dissipation of the engine 200 can be achieved through the matching radiator 12.

[0133] In some embodiments, the coolant circulation system 10 further includes a thermostat 13, which is connected to the coolant circuit 101 and is located between the engine 200 and the matching multi-way valve 1011. Specifically, the thermostat 13 is connected between the outlet end 1012b of the first branch 1012 and the engine 200. The thermostat 13 and the engine 200 can be in contact and connected, or can be connected through a pipeline. The inlet end 12a of the matching radiator 12 is connected to the thermostat 13. The thermostat 13 can adjust the amount of the first coolant flowing from the engine 200 to the heat exchange device 40, and then adjust the amount of heat of the engine 200 that can be transferred to the oil in the oil-cooled motor 300 and the amount transferred to the power battery 500 and / or the cabin 110. The thermostat 13 can also adjust the amount of the first coolant flowing from the engine 200 to the matching radiator 12 to ensure that the engine 200 always operates within a suitable temperature range.

[0134] In some embodiments, the coolant circulation system 10 further includes an oil cooler 14, both ends of which are connected to the engine 200. Specifically, one end of the oil cooler 14 is connected to the thermostat 13, and the other end is connected to the engine 200 through the driving pump 11. Oil flows in the oil cooler 14. The driving pump 11 can also drive the first coolant to flow from the engine 200 to the oil cooler 14 through the thermostat 13 and absorb the heat of the oil flowing in the oil cooler 14, and then flow back to the engine 200 through the driving pump 11. Thus, the heat of the oil flowing in the oil cooler 14 can be transferred to the external environment by cooperating with the radiator 12, so as to achieve heat dissipation of the oil flowing in the oil cooler 14. The thermostat 13 can also adjust the amount of the first coolant flowing to the oil cooler 14, thereby adjusting the heat dissipation efficiency of the oil flowing in the oil cooler 14.

[0135] In some embodiments, the coolant circulation system 10 further includes an exhaust gas recirculation (EGR) cooler 15 and a valve 16. One end of the exhaust gas recirculation cooler 15 is connected to the engine 200 through the driving pump 11, and the other end is connected to the outlet end of the valve 16. The inlet end of the valve 16 is connected to the thermostat 13. Exhaust gas generated by the operation of the engine 200 flows in the exhaust gas recirculation cooler 15. The driving pump 11 can also drive the first coolant to flow from the engine 200 through the thermostat 13 and the valve 16 to the exhaust gas recirculation cooler 15 and absorb the heat of the exhaust gas generated by the operation of the engine 200, and then flow back to the engine 200 through the driving pump 11. Therefore, the heat of the exhaust gas generated by the operation of the engine 200 can be transferred to the external environment through the radiator 12, so as to achieve the heat dissipation of the exhaust gas generated by the operation of the engine 200, ensure that the exhaust gas can participate in the operation of the engine 200 again, and help reduce the emission of exhaust gas.

[0136] like Figure 1 , Figure 2 and Figure 6 As shown, the thermal management system 600 may include ten modes. Specifically, the thermal management system 600 includes a first mode, a second mode, a third mode, a fourth mode, a fifth mode, a sixth mode, a seventh mode, an eighth mode, a ninth mode and a tenth mode. When the vehicle 1000 is in a hybrid operating condition or an extended range operating condition, the thermal management system 600 is in the first mode, the second mode, the third mode, the fourth mode and the fifth mode. When the vehicle 1000 is in a pure electric operating condition, the thermal management system 600 is in the sixth mode, the seventh mode, the eighth mode, the ninth mode and the tenth mode.

[0137] When the thermal management system 600 is in the first mode, the multi-way valve 1011 is in the connected state, and the multi-way valve 21 is in the first state. The connection between the radiator 12 and the thermostat 13 and the drive pump 11 is disconnected. The second solenoid valve 33 is disconnected, and the second solenoid valve 33 prevents the refrigerant from flowing into the second condenser 32, and the second expansion valve 36 prevents the refrigerant from flowing into the evaporator 35. At this time, the heat of the oil flowing in the oil cooler 14 is transferred to the first coolant through the oil cooler 14, the heat of the exhaust gas generated by the engine 200 is transferred to the first coolant through the exhaust gas recirculation cooler 15, and the heat generated by the engine 200 is transferred to the first coolant. The heat of the oil flowing in the oil cooler 14, the heat of the exhaust gas generated by the engine 200, and the heat generated by the engine 200 are transferred to the oil in the oil-cooled motor 300 and the second coolant in the coolant branch 103 through the heat exchange device 40 with the first coolant. The heat in the second coolant is first transferred to the refrigerant through the first condenser 31, and the heat in the refrigerant is transferred to the cabin 110 through the internal condenser 1061; the heat in the second coolant is then transferred to the power battery 500. Thus, the heat of the engine 200 can achieve step-by-step heating of the oil in the oil-cooled motor 300, the cabin 110, and the power battery 500. In this mode, the vehicle 1000 is in an environment where heating is required for the oil in the oil-cooled motor 300, the cabin 110, and the power battery 500, for example, the vehicle 1000 can be in a low temperature environment.

[0138] like Figure 2 , Figure 6 and Figure 7 As shown, the structure of the thermal management system 600 in the second mode is similar to that in the first mode. The difference between the two is that when the thermal management system 600 is in the second mode, the multi-way valve 21 is in the second state. The heat of the engine 200 can be used to cool the oil in the oil-cooled motor 300, the cabin 110 and the power battery 500 (such as Figure 1In addition, after the second coolant flows through the first condenser 31, it will first flow into the radiator 23 and then into the battery branch 104 to heat the power battery 500, so as to avoid the heat temperature of the second coolant flowing into the battery branch 104 being too high, resulting in the risk of overheating of the power battery 500, which is beneficial to improve the safety of the power battery 500. In this mode, the vehicle 1000 is in an environment where the oil in the oil-cooled motor 300, the cabin 110 and the power battery 500 need to be heated. For example, the vehicle 1000 can be in a low temperature environment.

[0139] like Figure 2 , Figure 6 and Figure 8 As shown, the structure of the thermal management system 600 in the third mode is similar to that of the thermal management system 600 in the first mode. The difference between the two is that when the thermal management system 600 is in the third mode, the multi-way valve 21 is in the third state. A portion of the second coolant that absorbs the heat of the engine 200 flows from the outlet end 103b of the coolant branch 103 to the first condenser 31 and then flows back to the inlet end 103a of the coolant branch 103; the other portion flows from the outlet end 103b of the coolant branch 103 through the radiator 23 and the battery branch 104 in sequence and then flows back to the inlet end 103a of the coolant branch 103. The heat from the engine 200 can be used to cool the oil in the oil-cooled motor 300, the cabin 110 and the power battery 500 (such as Figure 1 In addition, the heat temperature of the second coolant flowing into the battery branch 104 can be prevented from being too high, which may cause the risk of overheating of the power battery 500, thereby improving the safety of the power battery 500. In this mode, the vehicle 1000 can be in a low temperature environment.

[0140] like Figure 2 , Figure 6 and Fig. 9 As shown, the structure of the thermal management system 600 in the fourth mode is similar to that of the thermal management system 600 in the first mode. The difference between the two is that when the thermal management system 600 is in the fourth mode, the multi-way valve 21 is in the fourth state. The second solenoid valve 33 is connected, and the refrigerant can flow from the compressor 1062 to the second condenser 32. The second coolant flows from the outlet 103b of the coolant branch 103 through the battery branch 104 and then flows to the inlet 103a of the coolant branch 103. The heat of the engine 200 is the oil in the oil-cooled motor 300 and the power battery 500 (such as Figure 1In addition, the radiator 23 can absorb external heat and transfer it to the refrigerant through the first condenser 31, and then transfer it to the inner condenser 1061 through the compressor 1062 to heat the cabin 110. Moreover, the excess heat generated by the compressor 1062 can be transferred to the second coolant through the second condenser 32, and then transferred to the power battery 500 through the second coolant to heat the power battery 500, which is beneficial to increase the heating speed of the power battery 500. In this mode, the vehicle 1000 can be in a low temperature environment, and the vehicle 1000 can be started quickly.

[0141] like Figure 1 , Figure 2 and Fig.10 As shown, when the thermal management system 600 is in the fifth mode, the multi-way valve 1011 is in a closed state, and the multi-way valve 21 is in the fifth state. The first solenoid valve 1065 is closed, and the first solenoid valve 1065 prevents the refrigerant from flowing from the compressor 1062 to the internal condenser 1061. In this mode, the heat of the oil in the engine 200 is transferred to the first coolant through the oil cooler 14, and the heat of the exhaust gas generated by the engine 200 is transferred to the first coolant through the exhaust gas recirculation cooler 15. The heat of the oil in the engine 200, the heat of the exhaust gas generated by the engine 200, and the heat generated by the engine 200 are all transferred to the radiator 12 with the first coolant, and then transferred to the external environment through the radiator 12 to achieve heat dissipation of the engine 200.

[0142] The heat of the oil-cooled motor 300 is transferred to the second coolant of the coolant branch 103 through the heat exchange device 40. The heat of the oil-cooled motor 300 and the heat transferred from the electronic control module 400 to the electronic control heat dissipation module 1031 are transferred to the radiator 23 with the second coolant of the coolant branch 103 and transferred to the external environment through the radiator 23, thereby achieving heat dissipation of the oil-cooled motor 300 and the electronic control module 400. The heat of the power battery 500 can be transferred to the refrigerant through the first condenser 31, and then transferred to the second condenser 32 through the compressor 1062 with the refrigerant and transferred to the second coolant in the second condenser 32, and then transferred to the radiator 23 with the second coolant and transferred to the external environment through the radiator 23, thereby achieving heat dissipation of the power battery 500. The refrigerant flowing out of the second condenser 32 flows to the evaporator 35 through the second expansion valve 36, and then exchanges heat with the air in the cabin 110 through the evaporator 35, thereby achieving cooling of the cabin 110. In this mode, the vehicle 1000 can be in a high temperature environment.

[0143] See also Fig.11 , Fig.12 , Fig.13 , Fig.14 and Fig.15 , and combined with Figure 1 , Figure 6, Figure 7 , Figure 8 , Fig. 9 and Fig.10 , Fig.11 yes Figure 2 The thermal management system 600 shown is a schematic structural diagram in a sixth mode. Fig.12 yes Figure 2 The thermal management system 600 shown is a schematic structural diagram in the seventh mode. Fig.13 yes Figure 2 The thermal management system 600 shown is a schematic structural diagram in the eighth mode. Fig.14 yes Figure 2 The thermal management system 600 shown is a schematic structural diagram in a ninth mode. Fig.15 yes Figure 2 The thermal management system 600 shown is a schematic structural diagram in the tenth mode.

[0144] like Figure 6 and Fig.11 As shown, the structure of the thermal management system 600 in the sixth mode is similar to that in the first mode, and the difference between the two is that when the thermal management system 600 is in the sixth mode, the multi-way valve 1011 is in a closed state, the thermostat 13 is in a disconnected state, and the first coolant does not flow in the oil cooler 14 and the exhaust gas recirculation cooler 15. The engine 200 and the drive pump 11 are both stopped.

[0145] like Figure 7 and Fig.12 As shown, the structure of the thermal management system 600 in the seventh mode is similar to that of the thermal management system 600 in the second mode, and the difference between the two is that the multi-way valve 1011 is in a closed state, the thermostat 13 is in a disconnected state, and the first coolant does not flow through the oil cooler 14 and the exhaust gas recirculation cooler 15. The engine 200 and the drive pump 11 are both stopped.

[0146] like Figure 8 and Fig.13 As shown, the structure of the thermal management system 600 in the eighth mode is similar to that in the second mode, and the difference between the two is that the multi-way valve 1011 is in a closed state, the thermostat 13 is in a disconnected state, and the first coolant does not flow through the oil cooler 14 and the exhaust gas recirculation cooler 15. The engine 200 and the drive pump 11 are both stopped.

[0147] like Fig. 9 and Fig.14As shown, the structure of the thermal management system 600 in the ninth mode is similar to that of the thermal management system 600 in the third mode, and the difference between the two is that the multi-way valve 1011 is in a closed state, the thermostat 13 is in a disconnected state, and the first coolant does not flow through the oil cooler 14 and the exhaust gas recirculation cooler 15. The engine 200 and the driving pump 11 are both stopped.

[0148] like Fig.10 and Fig.15 As shown, the structure of the thermal management system 600 in the tenth mode is similar to that in the third mode, and the difference between the two is that the thermostat 13 is in the disconnected state, and the first coolant does not flow through the radiator 12, the oil cooler 14, and the exhaust gas recirculation cooler 15. The engine 200 and the driving pump 11 are both stopped.

[0149] See also Fig.16 , and combined with Figure 1 and Figure 2 , Fig.16 It is a schematic diagram of the structure of another thermal management system 600 provided in an embodiment of the present application.

[0150] like Figure 1 , Figure 2 and Fig.16 As shown, Fig.16 The thermal management system 600 shown is Figure 2 The structures of the heat management system 600 shown are similar, and the difference between the two is that the structure of the second condenser 32 is different, and correspondingly, the structure of the multi-way valve 21 is different. Fig.16 In the embodiment shown, the second condenser 32 includes a first tube body 321. The matching relationship of the first tube body 321 can be referred to Figure 2 The relevant descriptions of the illustrated embodiments are not repeated here. The second tube body 322 of the second condenser 32 can be omitted. The ninth valve port 9 of the multi-way valve 21 can be omitted. The excess heat generated by the compressor 1062 can be transferred to the second condenser 32 with the refrigerant and directly transferred to the external environment through the second condenser 32. The heat generated by the power battery 500 can be transferred to the refrigerant through the battery cooling module 1041 and the first condenser 31 in turn, and then transferred to the second condenser 32 with the refrigerant through the compressor 1062, and then directly transferred to the external environment through the second condenser 32. For details, please refer to Figure 2 The illustrated embodiment will not be described in detail again. The second condenser 32 has various structures, and a suitable structure can be selected according to needs.

[0151] Understandably, Fig.16 The design of the second condenser 32 in the embodiment shown can be applied to Figure 2-Figure 5 In any of the embodiments shown.

Claims

1. A thermal management system for thermal management of an engine, an oil-cooled motor, a power battery and a vehicle cabin, characterized in that: The thermal management system includes: a coolant circuit, an oil circuit, a coolant branch, a heat exchange device, a battery branch, a multi-way valve, a refrigerant circuit, a connecting branch and a first condenser; The engine is connected to the coolant circuit, and the coolant circuit is used to cool the engine; The oil-cooled motor is connected to the oil circuit, and the oil circuit is used for thermal management of the oil in the oil-cooled motor; Both ends of the coolant branch are connected to the multi-way valve; The heat exchange device is connected to the coolant circuit, the engine oil circuit and the coolant branch, and one of the engine oil circuit and the coolant branch exchanges heat with the other and the coolant circuit through the heat exchange device; Both ends of the battery branch are connected to the multi-way valve, and the battery branch is used for thermal management of the power battery; The refrigerant circuit includes an internal condenser, and the internal condenser is used to exchange heat with the vehicle cabin; Both ends of the connecting branch are connected to the multi-way valve; The first condenser is connected to the refrigerant circuit and the connecting branch, and the connecting branch and the refrigerant circuit exchange heat through the first condenser.

2. The thermal management system according to claim 1, characterized in that: At least one of the battery branch and the connection branch is connected to the outlet end of the coolant branch through the multi-way valve.

3. The thermal management system according to claim 1 or 2, characterized in that: The oil circuit includes a first oil circuit and a second oil circuit, and the oil-cooling motor is connected to the first oil circuit and the second oil circuit; The heat exchange device comprises a first heat exchanger and a second heat exchanger, the first heat exchanger is connected to the coolant circuit and the first engine oil circuit, and the coolant circuit and the first engine oil circuit exchange heat through the first heat exchanger; The second heat exchanger is connected to the coolant branch and the second oil circuit, and the coolant branch and the second oil circuit exchange heat through the second heat exchanger.

4. The thermal management system according to claim 1 or 2, characterized in that: The heat exchange device comprises a first heat exchanger and a second heat exchanger, wherein the first heat exchanger, the oil-cooled motor and the second heat exchanger are sequentially connected to the oil circuit; The first heat exchanger is also connected to the coolant circuit, and the coolant circuit and the oil circuit exchange heat through the first heat exchanger; The second heat exchanger is also connected to the coolant branch, and the coolant branch exchanges heat with the oil circuit through the second heat exchanger.

5. The thermal management system according to claim 1 or 2, characterized in that: The heat exchange device comprises a first heat exchanger and a second heat exchanger, the first heat exchanger and the second heat exchanger are connected to the coolant branch in sequence, and the first heat exchanger is located between the inlet end of the coolant branch and the second heat exchanger; The first heat exchanger is also connected to the coolant circuit, and the coolant circuit exchanges heat with the coolant branch through the first heat exchanger; The second heat exchanger is also connected to the engine oil circuit, and the coolant branch exchanges heat with the engine oil circuit through the second heat exchanger.

6. The thermal management system according to claim 1 or 2, characterized in that: The heat exchange device includes a first heat exchange tube, a second heat exchange tube and a third heat exchange tube which are thermally connected to each other, the first heat exchange tube is connected to the coolant circuit, the second heat exchange tube is connected to the oil circuit, and the third heat exchange tube is connected to the coolant branch.

7. The thermal management system according to any one of claims 1 to 6, characterized in that: The coolant branch further comprises an electrically controlled heat dissipation module, wherein the electrically controlled heat dissipation module is located between the heat exchange device and the multi-way valve, and is used for dissipating heat from the electrically controlled module.

8. The thermal management system according to any one of claims 1 to 7, characterized in that: The multi-way valve includes a first state. In the first state, the outlet end of the coolant branch is connected to one end of the connecting branch through the multi-way valve, the other end of the connecting branch is connected to one end of the battery branch through the multi-way valve, and the other end of the battery branch is connected to the inlet end of the coolant branch through the multi-way valve.

9. The thermal management system according to any one of claims 1 to 7, characterized in that: The thermal management system further comprises a radiator, both ends of which are connected to the multi-way valve; The multi-way valve includes a second state. In the second state, the outlet end of the coolant branch is connected to one end of the connecting branch through the multi-way valve, the other end of the connecting branch is connected to one end of the radiator through the multi-way valve, the other end of the radiator is connected to one end of the battery branch through the multi-way valve, and the other end of the battery branch is connected to the inlet end of the coolant branch through the multi-way valve.

10. The thermal management system according to any one of claims 1 to 7, characterized in that: The thermal management system further comprises a radiator, both ends of which are connected to the multi-way valve; The multi-way valve includes a third state, in which the outlet end of the coolant branch is connected to one end of the radiator through the multi-way valve, the other end of the radiator is connected to one end of the battery branch through the multi-way valve, and the other end of the battery branch is connected to the inlet end of the coolant branch through the multi-way valve; The outlet end of the coolant branch is also connected to one end of the connecting branch through the multi-way valve, and the other end of the connecting branch is connected to the inlet end of the coolant branch through the multi-way valve.

11. The thermal management system according to any one of claims 1 to 7, characterized in that: The multi-way valve includes a fourth state, in which one end of the battery branch is connected to the inlet end of the coolant branch through the multi-way valve, and the other end is connected to the outlet end of the coolant branch through the multi-way valve.

12. The thermal management system according to any one of claims 1 to 11, characterized in that: The refrigerant circuit further includes a compressor and a first expansion valve. The compressor, the internal condenser, the first expansion valve and the first condenser are connected in sequence.

13. The thermal management system according to claim 12, characterized in that: The thermal management system also includes a second condenser, which includes a first tube body. Both ends of the first tube body are connected to the refrigerant circuit, one end of which is located between the compressor and the internal condenser, and the other end of the first tube body is located between the internal condenser and the first expansion valve.

14. The thermal management system according to claim 13, characterized in that: The second condenser further includes a second tube body, the second tube body is thermally connected to the first tube body, and both ends of the second tube body are connected to the multi-way valve.

15. The thermal management system according to claim 14, characterized in that: The multi-way valve includes a fourth state. In the fourth state, two ends of the battery branch are respectively connected to two ends of the second pipe body through the multi-way valve.

16. The thermal management system according to claim 14, characterized in that: The thermal management system further comprises a radiator, both ends of which are connected to the multi-way valve; The multi-way valve includes a fifth state. In the fifth state, one end of the radiator is connected to the outlet end of the coolant branch and one end of the second tube body through the multi-way valve, and the other end of the radiator is connected to the inlet end of the coolant branch and the other end of the second tube body through the multi-way valve.

17. The thermal management system according to any one of claims 13 to 16, characterized in that: The multi-way valve includes a fifth state, in which two ends of the battery branch are respectively connected to two ends of the connection branch through the multi-way valve.

18. The thermal management system according to any one of claims 12 to 17, characterized in that: The thermal management system also includes an evaporator and a second expansion valve. The evaporator is used to exchange heat with the vehicle cabin. The inlet end of the second expansion valve is connected to the refrigerant circuit and is located between the internal condenser and the first expansion valve. The outlet end of the second expansion valve is connected to the inlet end of the evaporator. The outlet end of the evaporator is connected to the refrigerant circuit and is located between the compressor and the first condenser.

19. A vehicle, characterized in that: The vehicle includes an engine, an oil-cooled motor, a power battery, a vehicle cabin and a thermal management system according to any one of claims 1 to 18, wherein the thermal management system is used for thermal management of the engine, the oil-cooled motor, the power battery and the vehicle cabin.

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