Thermal management system and vehicle

Abstract

The application provides a heat management system and a vehicle, and relates to the technical field of heat management. The heat management system is used for heat management of an engine, an oil-cooled motor, a power battery and a vehicle cabin. The heat management system comprises a coolant circuit, an oil circuit, a coolant branch, a heat exchange device, a battery branch, a multi-way valve, a refrigerant circuit, a connection branch and a first condenser. The engine is connected to the coolant circuit. The oil-cooled motor is connected to the oil circuit. Two ends of the coolant branch, two ends of the battery branch and two ends of the connection branch are all connected to the multi-way valve. 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. The battery branch is used for heat management of the power battery. The refrigerant circuit comprises an inner condenser used for heat exchange with the vehicle cabin. The connection branch exchanges heat with the refrigerant circuit through the first condenser. Heat of the engine can be used to heat oil in the oil-cooled motor and heat the power battery and / or the vehicle cabin. The energy consumption is low.

Description

Technical Field

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

[0002] In existing range-extended hybrid and plug-in hybrid electric vehicles, the oil viscosity in the oil-cooled motor is relatively high before reaching its optimal operating temperature, making it difficult to agitate the oil. To ensure the operation of the oil-cooled motor, more energy is needed to agitate the oil within it. In particular, when the vehicle is in a low-temperature environment operating in range-extended or hybrid mode, even more energy is required for agitation of the oil in the oil-cooled motor, resulting in higher energy consumption and reduced driving range. Summary of the Invention

[0003] This application provides a thermal management system and a vehicle, which aims to solve the problems of high vehicle energy consumption and poor driving range.

[0004] In a first aspect, embodiments of this application provide a thermal management system for thermal management of an engine, an oil-cooled motor, a power battery, and a vehicle compartment. 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, which is used to cool the engine. The oil-cooled motor is connected to the oil circuit, which 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 oil circuit, and the coolant branch; in the oil circuit and the coolant branch, one 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, which is used for heat exchange with the vehicle compartment. Both ends of the connecting branch are connected to the multi-way valve. The first condenser is connected to both 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 via a multi-way valve.

[0005] The thermal management system provided in this application is applied to a vehicle. When the vehicle is in hybrid or range-extended operation, a first coolant can flow in the coolant circuit and absorb heat from the engine (e.g., waste heat from the engine). The first coolant, having absorbed engine heat, flows through the coolant circuit to a heat exchanger. The engine oil in the oil-cooled motor flows through the oil circuit to the heat exchanger. A second coolant can flow in a coolant branch and also to the heat exchanger. Because one of the oil circuit and the coolant branch exchanges heat with the other and the coolant circuit through the heat exchanger, the heat exchanger allows one of the engine oil in the oil-cooled motor and the second coolant to exchange heat with the other and the first coolant. Specifically, the first coolant can exchange heat with the engine oil in the oil-cooled motor, and the engine oil in the oil-cooled motor exchanges heat with the second coolant. The first coolant also exchanges heat with the second coolant through the engine oil in the oil-cooled motor; the first coolant can exchange heat with the second coolant, and the second coolant exchanges heat with the engine oil in the oil-cooled motor. The first coolant, the engine oil in the oil-cooled motor, and the second coolant exchange heat with each other. Thus, the engine's heat can be transferred to the engine oil in the oil-cooled motor and the second coolant.

[0006] Compared to existing technologies, the engine's heat can be transferred to the oil in the oil-cooled motor. When the vehicle is in a low-temperature environment, the engine's heat can heat the oil in the oil-cooled motor, which helps to increase the oil's operating temperature and reduce its viscosity, reduces the resistance to oil stirring, reduces the energy consumption of the oil-cooled motor, improves energy utilization, and increases the vehicle's range.

[0007] Additionally, the second coolant can flow to the battery branch and / or connection branch via a heat exchange device and a multi-way valve. Specifically, at least one of the battery branch and connection branch can be connected to the outlet of the coolant branch via a multi-way valve, allowing the second coolant to flow to the battery branch via the heat exchange device and multi-way valve to heat the power battery; and / or, the second coolant can flow to the connection branch via the heat exchange device and multi-way valve and exchange heat with the refrigerant in the refrigerant circuit through the first condenser, and the refrigerant after heat exchange then exchanges heat with the vehicle compartment through the internal condenser to heat the vehicle compartment. The engine's heat, in addition to being transferred to the oil in the oil-cooled motor, can also be transferred to the power battery and / or vehicle compartment to heat the power battery and / or vehicle compartment. This improves the utilization rate of engine heat, reduces vehicle energy consumption, and increases vehicle range. In addition, because the heat exchange device allows the oil circuit and the coolant branch to exchange heat, 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 connecting branch will not be too high, avoiding the risk of overheating of the power battery and / or the vehicle compartment, which helps to improve the vehicle's operating safety.

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

[0009] Because the oil-cooled motor is connected to both the first and second oil circuits; the first heat exchanger is connected to both 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 both the coolant branch circuit and the second oil circuit, the coolant branch circuit and the second oil circuit exchange heat through the second heat exchanger; the oil in the oil-cooled motor flows to the first and second heat exchangers respectively through the first and second oil circuits, and exchanges heat with the first coolant (i.e., the coolant in the coolant circuit) through the first heat exchanger, and with the second coolant (i.e., the coolant in the coolant branch circuit) through the second heat exchanger. The oil in the oil-cooled motor can exchange heat with both the first and second coolants simultaneously, which is beneficial for improving heat exchange efficiency, improving the utilization efficiency of engine heat, and improving the vehicle's range. Furthermore, the engine's heat is first transferred entirely to the oil in the oil-cooled motor, which improves the oil heating efficiency, reduces oil stirring resistance, reduces the energy consumption of the oil-cooled motor, and improves the vehicle's range. Additionally, by controlling the flow of oil in the oil-cooled motor, the amount of oil flowing to the second heat exchanger can be controlled, thereby adjusting the heat exchange efficiency between the oil and the second coolant, and adjusting the amount of engine heat that can be transferred to the second coolant, facilitating the distribution of engine heat.

[0010] In one possible implementation, the heat exchange device includes 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 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 connected sequentially in the oil circuit, the oil in the oil-cooled motor circulates along the path of oil-cooled motor-second heat exchanger-first heat exchanger-oil-cooled motor. Furthermore, because the coolant circuit and the oil circuit exchange heat through the first heat exchanger, and 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). This avoids excessive heat exchange between the second coolant and the oil in the oil-cooled motor, which could hinder the oil temperature from rising, thus improving the reliability of oil heating.

[0012] In one possible implementation, the heat exchange device includes a first heat exchanger and a second heat exchanger, which are sequentially connected to a coolant branch. 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 a 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 an oil circuit, and the coolant branch and the oil circuit exchange heat through the second heat exchanger.

[0013] Because the first and second heat exchangers are sequentially connected in the coolant branch circuit, with the first heat exchanger located between the inlet of the coolant branch circuit and the second heat exchanger, and also connected to the coolant circuit, the coolant circuit and coolant branch circuit exchange heat through the first heat exchanger. The second heat exchanger is also connected to the oil circuit, with the coolant branch circuit and oil circuit exchanging heat through the second heat exchanger. The second coolant (i.e., the coolant in the coolant branch circuit) first exchanges heat with the first coolant (i.e., the coolant in the coolant circuit) through the first heat exchanger, then exchanges heat with the oil in the oil-cooled motor through the second heat exchanger, and finally flows out from the heat exchange device. In this way, the engine's heat can be transferred to the oil in the oil-cooled motor and the second coolant, and then further transferred to the vehicle compartment 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 in the power battery and / or vehicle compartment. The design of heat exchange devices varies, and the design cost of heat exchange devices is low, which helps reduce processing costs.

[0014] In one possible implementation, the heat exchange device includes a first heat exchange tube, a second heat exchange tube, and a third heat exchange tube that 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 engine oil circuit, and the third heat exchange tube is connected to the coolant branch.

[0015] Because the first, second, and third heat exchange tubes are thermally connected to each other, with the first heat exchange tube connected to the coolant circuit, the second heat exchange tube connected to the oil circuit, and the third heat exchange tube connected to the coolant branch circuit, heat exchange occurs between the first coolant (i.e., the coolant in the coolant circuit), the oil in the oil-cooled motor, and the second coolant (i.e., the coolant in the coolant branch circuit). Only one heat exchange is needed to transfer the engine's heat to the oil in the oil-cooled motor and the second coolant, which improves heat exchange efficiency, enhances the utilization of engine heat, and increases the vehicle's range. Furthermore, the temperature of the second coolant flowing out of the heat exchange device will not be excessively high, avoiding the risk of overheating in the power battery and / or the vehicle compartment. Additionally, it helps reduce the size of the heat exchange device, facilitating its miniaturization design. Moreover, heat exchange can be achieved through a single device, avoiding complex circuits and reducing the flow resistance of the first coolant, the second coolant, and the oil in the oil-cooled motor, further improving heat exchange efficiency.

[0016] In one possible implementation, the coolant branch also 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] Because the heat requirements of the electronic control module and the oil in the oil-cooled motor are different, the coolant branch also includes an electronic control heat dissipation module. The design of the electronic control heat dissipation module, located between the heat exchange device and the multi-way valve, allows the oil in the oil-cooled motor and the electronic control module to be regarded as separate heat sources. This avoids the situation where the engine's heat is transferred to the oil in the oil-cooled motor while the engine's heat is also transferred to the electronic control module through the heat dissipation module, thus preventing the electronic control module from overheating and being damaged. This is beneficial to improving the operational safety of the electronic control module.

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

[0019] In the first state, the outlet of the coolant branch is connected to one end of the connecting branch via a multi-way valve, and the other end of the connecting branch is connected to one end of the battery branch via a multi-way valve. The other end of the battery branch is connected to the inlet of the coolant branch via a multi-way valve. This design ensures that the engine's heat 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 exchanger. The second coolant then flows along the path of the coolant branch outlet - multi-way valve - battery branch - multi-way valve - first condenser. The engine's heat is distributed sequentially to the oil in the oil-cooled motor, the vehicle compartment, and the power battery. As the heat demand for heating in the oil-cooled motor, the vehicle compartment, and the power battery gradually decreases, this design achieves a stepped distribution of engine heat, which is beneficial for improving the utilization rate of engine heat, reducing energy consumption, and improving the vehicle's range.

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

[0021] In the second state, the outlet of the coolant branch is connected to one end of the connecting branch via a multi-way valve, the other end of the connecting branch is connected to one end of the radiator via a multi-way valve, the other end of the radiator is connected to one end of the battery branch via a multi-way valve, and the other end of the battery branch is connected to the inlet of the coolant branch via a multi-way valve. This design ensures that after the engine's heat 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 coolant branch outlet - multi-way valve - first condenser - multi-way valve - radiator - multi-way valve - battery branch - multi-way valve - coolant branch inlet. Based on achieving a stepped distribution of engine heat, the radiator can cool the second coolant flowing to the battery branch, preventing the power battery from burning out due to excessively high temperature of the second coolant flowing to the battery branch, thus improving the working safety of the power battery.

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

[0023] In the third state, the outlet of the coolant branch is connected to one end of the connecting branch via a multi-way valve, the other end of the radiator is connected to one end of the battery branch via a multi-way valve, and the other end of the battery branch is connected to the inlet of the coolant branch via a multi-way valve. The design ensures that engine heat can be transferred through the heat exchanger to the oil in the oil-cooled motor and the second coolant (i.e., the coolant in the coolant branch). The second coolant, while flowing to the first condenser, can also flow to the battery branch via the radiator. Thus, engine heat can also heat the power battery and the vehicle compartment. Furthermore, the radiator cools the second coolant flowing to the battery branch, preventing it from overheating and burning out the power battery, thus improving battery safety.

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

[0025] In the fourth state, the design of connecting one end of the battery branch to the inlet of the coolant branch via a multi-way valve and the other end to the outlet of the coolant branch via a multi-way valve ensures that the heat from 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 then flows along the path from the outlet of the coolant branch to the battery branch and back to the inlet of the coolant branch. The heat from the engine carried by the second coolant is only supplied to the power battery, which helps to improve the heating efficiency of the power battery in low-temperature environments and improves the performance of the power battery.

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

[0027] The compressor converts low-pressure gaseous refrigerant into high-pressure, high-temperature gaseous refrigerant, which then flows to the internal condenser. This high-temperature, high-pressure gaseous refrigerant exchanges heat with the air in the vehicle cabin through the internal condenser to heat the cabin, and simultaneously transforms into liquid refrigerant. The liquid refrigerant flows to the first expansion valve, which outputs low-temperature, low-pressure liquid refrigerant. This low-temperature, low-pressure liquid refrigerant absorbs heat and evaporates in the first condenser, transforming back into low-pressure gaseous refrigerant before flowing back to the compressor. This cycle completes the heating of the vehicle cabin. Compared to heating the cabin with an electric heater, using a compressor to heat the cabin reduces energy consumption and improves the vehicle's range.

[0028] In one possible implementation, the refrigerant circulation system further includes a second condenser, which includes a first tube body with both ends connected to the refrigerant circuit. One end of the first tube body 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 second condenser can transfer excess heat generated by the compressor to the outside of the refrigerant circuit, preventing the refrigerant temperature from rising continuously and causing overheating risks to the compressor, internal condenser, first condenser, first expansion valve, and vehicle compartment, thus improving operational safety.

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

[0031] Coolant can flow in the second pipe. Since the second pipe is thermally connected to the first pipe, and both ends of the second pipe are connected to multi-way valves, the refrigerant flowing in the first pipe can exchange heat with the coolant flowing in the second pipe. Excess heat generated by the compressor can be transferred to the coolant in the second pipe, thus allowing it to be dissipated to the external environment or flow through the multi-way valves to the battery circuit to heat the power battery, achieving the reuse of the compressor's heat. The structure of the second condenser, which transfers excess heat from the compressor to the outside of the refrigerant circuit, varies widely and can be selected according to different application scenarios, thus broadening the application range of the second condenser.

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

[0033] In the fourth state, the design of connecting the two ends of the battery branch to the two ends of the second pipe through multi-way valves ensures that the coolant in the second pipe that absorbs the excess heat generated by the compressor can flow to the battery branch to heat the power battery, thereby realizing the reuse of the excess heat generated by the compressor. This is beneficial to reducing energy consumption, improving the vehicle's range, and also improving the heating efficiency of the power battery in low-temperature environments, thus improving the performance of the power battery.

[0034] In one possible implementation, the thermal management system further includes a radiator, both ends of which are connected to a 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 pipe via 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 pipe via the multi-way valve.

[0035] In the fifth state, the design of connecting one end of the radiator to the outlet of the coolant branch and one end of the second pipe via a multi-way valve, and the other end of the radiator to the inlet of the coolant branch and the other end of the second pipe via a multi-way valve, ensures that the coolant in the second pipe that absorbs excess heat generated by the compressor can flow to the radiator. Excess heat generated by the compressor can be transferred to the radiator and then to the external environment, thus avoiding the risk of overheating of the compressor, internal condenser, first condenser, first expansion valve, and vehicle compartment. Furthermore, it ensures that excess heat in the second coolant can be transferred to the external environment through the radiator, preventing the second coolant from exchanging heat with the oil in the oil-cooled motor through the heat exchange device, which could lead to excessively high oil temperature in the oil-cooled motor and affect its operation.

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

[0037] In the fifth state, the design of connecting the two ends of the battery branch to the two ends of the connecting branch through multi-way valves ensures 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 second condenser, thereby achieving heat dissipation of the power battery and avoiding the risk of overheating of the power battery.

[0038] In one possible implementation, the thermal management system further includes an evaporator and a second expansion valve. The evaporator is used for heat exchange with the vehicle compartment. 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 air in the vehicle cabin to cool the cabin. The low-temperature, low-pressure liquid refrigerant is then converted into low-pressure gaseous refrigerant, which flows back to the compressor, thus forming a cycle to cool the vehicle cabin.

[0040] Secondly, embodiments of this application also provide a vehicle. The vehicle includes an engine, an oil-cooled motor, a power battery, a vehicle compartment, and a thermal management system as described in any one of the first aspects. The thermal management system is used for thermal management of the engine, the oil-cooled motor, the power battery, and the vehicle compartment. Attached Figure Description

[0041] To more clearly illustrate the technical solutions in the embodiments of this application or the background art, the accompanying drawings used in the embodiments of this application or the background art will be described below.

[0042] Figure 1 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application;

[0043] Figure 2 This is a schematic diagram of a thermal management system applied to a vehicle, as provided in an embodiment of this application.

[0044] Figure 3 yes Figure 2 The diagram shown is a structural schematic of the thermal management system in another embodiment.

[0045] Figure 4 yes Figure 2 The diagram shown is a structural schematic of the thermal management system in another embodiment.

[0046] Figure 5 yes Figure 2 The diagram shown is a structural schematic of the thermal management system in another embodiment.

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

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

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

[0050] Figure 9 yes Figure 2 The diagram shown is a structural schematic of the thermal management system in its fourth mode.

[0051] Figure 10 yes Figure 2 The diagram shown is a structural schematic of the thermal management system in its fifth mode.

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

[0053] Figure 12 yes Figure 2 The diagram shown is a structural schematic of the thermal management system in its seventh mode.

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

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

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

[0057] Figure 16 This is a schematic diagram of another thermal management system provided in an embodiment of this application. Detailed Implementation

[0058] This application provides a thermal management system and a vehicle. The thermal management system is applied to a vehicle. The vehicle can be a plug-in hybrid electric vehicle, a range-extended hybrid electric vehicle, or other hybrid electric vehicle. In this application, "connected" to component A and component B 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 this application are described below with reference to the accompanying drawings.

[0060] Please see Figure 1 , Figure 1 This is a structural schematic diagram of a vehicle 1000 provided in an embodiment of this application.

[0061] like Figure 1 As shown, vehicle 1000 includes a vehicle infotainment system 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, oil-cooled motor 300, electronic control module 400, power battery 500, and thermal management system 600 are all mounted on the vehicle infotainment system 100. The vehicle infotainment system 100 includes a passenger compartment 110 for carrying passengers or cargo. Both the engine 200 and the oil-cooled motor 300 provide driving force to vehicle 1000. Specifically, when vehicle 1000 is in hybrid or range-extended operating mode, the engine 200 and oil-cooled motor 300 jointly drive vehicle 1000. When vehicle 1000 is in pure electric operating mode, the oil-cooled motor 300 drives vehicle 1000, and the engine 200 stops working. The electronic control module 400 controls the operation of the engine 200 and oil-cooled motor 300. The power battery 500 supplies power to the oil-cooled motor 300 and the electronic control module 400. The power battery 500 can be a lithium battery, lead-acid battery, nickel-cadmium battery, nickel-metal hydride battery, or sodium-ion battery, etc. The thermal management system 600 manages the thermal performance of the engine 200, oil-cooled motor 300, electronic control module 400, power battery 500, and vehicle compartment 110.

[0062] In existing technology, when a vehicle is operating, the oil in the oil-cooled motor is agitated by the reducer. However, before the oil in the oil-cooled motor reaches its optimal operating temperature, its viscosity tends to be high, making agitation difficult and affecting the normal operation of the oil-cooled motor. To ensure the operation of the oil-cooled motor, more energy needs to be provided for agitation of the oil. In particular, when the vehicle is in a low-temperature environment and operating in range-extended or hybrid mode, even more energy is required for agitation of the oil in the oil-cooled motor, resulting in high energy consumption and poor driving range.

[0063] To address the aforementioned issues, this application provides a thermal management system that, when a vehicle in a low-temperature environment is in range-extending or hybrid operation, can transfer the heat from the engine to the oil in the oil-cooled motor, allowing the oil in the oil-cooled motor to quickly reach its optimal operating temperature. This reduces the energy consumed by stirring the oil in the oil-cooled motor, thereby reducing the vehicle's energy consumption and improving its range.

[0064] Please see Figure 2 , Figure 3 , Figure 4 and Figure 5 and combined Figure 1 , Figure 2 This is a schematic diagram of a thermal management system 600 applied to a vehicle 1000 according to an embodiment of this application. Figure 3 yes Figure 2 The diagram shows a structural schematic of the thermal management system 600 in another embodiment. Figure 4 yes Figure 2 The diagram shows a structural schematic of the thermal management system 600 in another embodiment. Figure 5 yes Figure 2 The diagram shows a structural schematic of the thermal management system 600 in 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, which is used to cool the engine 200. The heat exchange device 40 is connected to the coolant circuit 101. A first coolant flows through the coolant circuit 101. The first coolant can be an inorganic substance such as calcium chloride (CaCl₂), or an organic substance such as methanol (CH₃OH), ethanol (C₂H₅OH), ethylene glycol (C₂H₄(OH)₂), or glycerol (C₃H₅(OH)₃), etc. Specifically, the coolant circuit 101 also includes a 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 multi-way valve 1011. The engine 200 is connected to the first branch 1012, and the heat exchanger 40 is connected to the second branch 1013. The engine 200 may have a flow channel connected to the first branch 1012; the engine 200 may also be mounted on a water-cooled plate connected to the first branch 1012, or the engine 200 may be connected to the first branch 1012 in other ways. The multi-way valve 1011 allows both ends of the first branch 1012 to be connected to both ends of the second branch 1013. The first coolant can flow between the engine 200 and the heat exchanger 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. An oil-cooled motor 300 is connected to the oil circuit 102, which is used for thermal management of the oil in the oil-cooled motor 300. The oil in the oil-cooled motor 300 flows through the oil circuit 102. A heat exchanger 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 end 103a and an outlet end 103b, both connected to the multi-way valve 21. A second coolant flows through the coolant branch 103, from the inlet end 103a to the outlet end 103b. The second coolant can be an inorganic substance such as calcium chloride (CaCl2), or an organic substance such as methanol (CH3OH), ethanol (C2H5OH), ethylene glycol (C2H4(OH)2), or glycerol (C3H5(OH)3), etc. A heat exchanger 40 is connected to the coolant branch 103.

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

[0069] Both ends of battery branch 104 are connected to multi-way valve 21. Battery branch 104 is used for thermal management of power battery 500. Specifically, battery branch 104 includes battery heat dissipation module 1041, which is fixedly connected to power battery 500 and exchanges heat with power battery 500. Both ends of connecting branch 105 are connected to 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. The refrigerant circuit 106 includes an internal condenser 1061. The internal condenser 1061 is used for heat exchange with the vehicle compartment 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. Refrigerant flows through the refrigerant circuit 106. The refrigerant can be R12 (difluoromethane), R22 (dimonofluoromethane), R134a (tetrafluoroethane), R407c, R410a, R290 (propane), or R32 (difluoromethane), etc. At least one of the battery branch 104 and the connecting branch 105 can be connected to the outlet 103b of the coolant branch 103 via a multi-way valve 21.

[0071] The thermal management system 600 provided in this application embodiment is applied to a vehicle 1000. When the vehicle 1000 is in hybrid or range-extended operation, a first coolant can flow in the coolant circuit and absorb heat from the engine 200 (e.g., waste heat from the engine 200). The first coolant, which absorbs heat from 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 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 oil circuits 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 allows one of the engine oil in the oil-cooled motor 300 and the second coolant to exchange heat with the other and the first coolant. Specifically, the first coolant can exchange heat with the engine oil in the oil-cooled motor 300, and the engine oil in the oil-cooled motor 300 can exchange heat with the second coolant. The first coolant also exchanges heat with the second coolant through the engine oil in the oil-cooled motor 300; the first coolant can exchange heat with the second coolant, and the second coolant exchanges heat with the engine oil in the oil-cooled motor 300. The first coolant, the engine oil in the oil-cooled motor 300, and the second coolant exchange heat with each other. Thus, the heat from the engine 200 can be transferred to the engine oil and the second coolant in the oil-cooled motor 300.

[0072] Compared to existing technologies, the heat from engine 200 can be transferred to the oil in oil-cooled motor 300. When vehicle 1000 is in a low-temperature environment, the heat from engine 200 can heat the oil in oil-cooled motor 300, which helps to increase the oil's operating temperature to reduce its viscosity, reduces the resistance to oil stirring, reduces the energy consumption of oil-cooled motor 300, improves energy utilization, and increases the driving range of vehicle 1000.

[0073] Additionally, the second coolant can flow through the heat exchanger 40 to the battery branch 104 and / or the connecting branch 105 via the multi-way valve 21. Specifically, at least one of the battery branch 104 and the connecting branch 105 can be connected to the outlet end 103b of the coolant branch 103 via the multi-way valve 21. The second coolant can flow through the heat exchanger 40 to the battery branch 104 via the multi-way valve 21 and provide heat to the power battery 500 through the battery heat dissipation module 1041; and / or, the second coolant can flow through the heat exchanger 40 to the connecting branch 105 via the multi-way valve 21 and exchange heat with the refrigerant in the refrigerant circuit 106 through the first condenser 31. The refrigerant after heat exchange then exchanges heat with the vehicle compartment 110 through the internal condenser 1061 to provide heat to the vehicle compartment 110. The heat from engine 200 can be transferred not only to the oil in oil-cooled motor 300, but also to power battery 500 and / or vehicle compartment 110, providing heat for power battery 500 and / or vehicle compartment 110. This improves the utilization rate of heat from engine 200, reduces energy consumption of vehicle 1000, and increases the driving range of vehicle 1000. Furthermore, because heat exchange device 40 facilitates heat exchange between oil circuit 102 and coolant branch 103, and between the oil in oil-cooled motor 300 and the second coolant, the heat from engine 200 is dispersed by the oil in oil-cooled motor 300. The temperature of the second coolant flowing to battery branch 104 and / or connecting branch 105 will not be excessively high, avoiding the risk of overheating of power battery 500 and / or vehicle compartment 110, and improving the operational safety of vehicle 1000.

[0074] In the thermal management system 600 provided in this application embodiment, in the oil circuit 102 and the coolant branch 103, one of them exchanges heat with the other and the coolant circuit 101 through a heat exchange device 40. This can distribute 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 vehicle compartment 110. The heat exchange device 40 can be configured in various ways. For example, the heat exchange device 40 may include two heat exchangers, through which the oil in the oil-cooled motor 300 exchanges heat with the first coolant and the second coolant respectively; or, through two heat exchangers, the second coolant exchanges heat with the first coolant and the oil in the oil-cooled motor 300 respectively; the heat exchange device 40 may also allow the oil in the oil-cooled motor 300, the first coolant, and the second coolant to exchange heat with each other, etc., and this application does not impose specific limitations. Several exemplary embodiments are described below.

[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, both the first heat exchanger 41 and the second heat exchanger 42 include a first heat exchange tube 43 and a second heat exchange tube 44 connected by thermal conductivity. 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 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 oil circuit 1022. Through the thermal conductivity connection of the first heat exchange tube 43 and the second heat exchange tube 44 of the first heat exchanger 41, the first coolant can exchange heat with the oil in the oil-cooled motor 300. Through the thermally conductive connection of the first heat exchange tube 43 and the second heat exchange tube 44 of the second heat exchanger 42, the oil in the oil-cooled motor 300 exchanges heat with the second coolant. In this embodiment, "thermally conductive connection" between component A and component B means that component A and component B can exchange heat, for example, component A and component B are in contact; or, component A and component B are both immersed in a thermally conductive solution; or, a thermally conductive material is provided between component A and component B, etc.

[0077] Because 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, and 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, and 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 flows through the first oil circuit 1021 and the second oil circuit 1022. Oil flows through path 1022 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 coolant circuit 101) through the first heat exchanger 41, and with the second coolant (i.e., the coolant in coolant branch 103) through the second heat exchanger 42. The oil in the oil-cooled motor 300 can simultaneously exchange heat with both the first and second coolants, which improves heat exchange efficiency, enhances the utilization efficiency of heat from the engine 200, and increases the driving range of the vehicle 1000. Furthermore, the heat from the engine 200 is first transferred entirely to the oil in the oil-cooled motor 300, 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 ultimately increasing the driving range of the vehicle 1000 (e.g., [missing information]). Figure 1 (As shown) the range. In addition, by controlling the flow of 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 that can be transferred from the engine 200 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. 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. The coolant circuit 101 and the oil circuit 102 exchange heat through the first heat exchanger 41, and the first coolant exchanges heat with the oil in the oil-cooled motor 300 through the first heat exchanger 41. The second heat exchanger 42 is also connected to the coolant branch 103. The coolant branch 103 and the oil circuit 102 exchange heat through the second heat exchanger 42, and the second coolant exchanges heat with the oil in the oil-cooled motor 300 through the second heat exchanger 42.

[0079] Specifically, both the first heat exchanger 41 and the second heat exchanger 42 include a first heat exchange tube 43 and a second heat exchange tube 44 connected by thermal conductivity. 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 thermal conductivity of the first heat exchange tube 43 and the second heat exchange tube 44 of the first heat exchanger 41, the first coolant can exchange heat with the oil in the oil-cooled motor 300. Through the thermal conductivity of the first heat exchange tube 43 and the second heat exchange tube 44 of the second heat exchanger 42, the oil in the oil-cooled motor 300 exchanges heat 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 in the oil circuit 102, the oil in the oil-cooled motor 300 circulates along the path of oil-cooled motor 300-second heat exchanger 42-first heat exchanger 41-oil-cooled motor 300. This ensures that the oil in the oil-cooled motor 300 exchanges heat with the first coolant (i.e., the coolant in the coolant circuit 101) before exchanging heat with the second coolant (i.e., the coolant in the coolant branch 103). This avoids excessive heat exchange between the second coolant and the oil in the oil-cooled motor 300, which could hinder the oil temperature from rising, thus improving the reliability of oil heating.

[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. 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, through which the coolant circuit 101 and the coolant branch 103 exchange heat, and the first coolant and the second coolant exchange heat. The second heat exchanger 42 is also connected to the oil circuit 102, through which the coolant branch 103 and the oil circuit 102 exchange heat, and the second coolant and the oil in the oil-cooled motor 300 exchange heat.

[0082] Specifically, both the first heat exchanger 41 and the second heat exchanger 42 include a first heat exchange tube 43 and a second heat exchange tube 44 connected by thermal conductivity. 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 tubes 44 of the first heat exchanger 41 and the second heat exchange tubes 44 of the second heat exchanger 42 are sequentially connected to the coolant branch 103. The first heat exchange tube 43 of the second heat exchanger 42 is connected to the oil circuit 102. Through the thermal conductivity of the first heat exchange tube 43 and the second heat exchange tube 44 of the first heat exchanger 41, the first coolant can exchange heat with the second coolant. Through the thermal conductivity of the first heat exchange tube 43 and the second heat exchange tube 44 of the second heat exchanger 42, the second coolant exchanges heat with the oil in the oil-cooled motor 300.

[0083] Since the first heat exchanger 41 and the second heat exchanger 42 are connected in sequence in the coolant branch 103, 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. The coolant circuit 101 and the coolant branch 103 exchange heat through the first heat exchanger 41. The second heat exchanger 42 is also connected to the oil circuit 102. The coolant branch 103 and the 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, then exchanges heat with the 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 from the engine 200 can also be transferred to the oil and second coolant in the oil-cooled motor 300, and then transferred to the vehicle compartment 110 and / or the power battery 500 (e.g., Figure 1 (As shown); moreover, the temperature of the second coolant flowing out of the heat exchanger 40 will not be too high, avoiding the risk of overheating of the power battery 500 and / or the vehicle compartment 110. The design of the heat exchanger 40 is diverse, and the design cost of the heat exchanger 40 is low, which helps to reduce processing costs.

[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 that 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 circuit 103. The first heat exchange tube 43 is connected to the second branch circuit 1013. The first heat exchange tube 43, the second heat exchange tube 44, and the third heat exchange tube 45 can be in contact with each other, can all be immersed in a heat-conducting solution, or can be provided with heat-conducting material between them.

[0085] Because the first heat exchanger 43, the second heat exchanger 44, and the third heat exchanger 45 are thermally connected to each other, with the first heat exchanger 43 connected to the coolant circuit 101, the second heat exchanger 44 connected to the oil circuit 102, and the third heat exchanger 45 connected to the coolant branch 103; the first coolant (i.e., the coolant in the coolant circuit 101), the 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, only one heat exchange is needed to transfer the heat of the engine 200 to the oil in the oil-cooled motor 300 and the second coolant, which is beneficial to improving heat exchange efficiency, improving the utilization efficiency of the heat of the engine 200, and improving the efficiency of the vehicle 1000 (e.g., ...). Figure 1 The range (as shown) is improved; moreover, the temperature of the second coolant flowing out of the heat exchanger 40 will not be too high, avoiding the risk of overheating of the power battery 500 and / or the vehicle compartment 110. In addition, it is beneficial to reduce the size of the heat exchanger 40 and to its miniaturization design; furthermore, heat exchange can be achieved through a single heat exchanger 40, avoiding the need for complex circuits, which helps to reduce the flow resistance of the first coolant, the second coolant, and the oil in the oil-cooled motor 300, and improves 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, located between the heat exchange device 40 and the multi-way valve 21. The electronically controlled heat dissipation module 1031 is used to dissipate heat from the electronically controlled module 400. Since the heat requirements of the electronically controlled module 400 and the oil in the oil-cooled motor 300 are different, the design of the coolant branch 103 including the electronically controlled heat dissipation module 1031, with the module located between the heat exchange device 40 and the multi-way valve 21, allows the oil in the oil-cooled motor 300 and the electronically controlled module 400 to be considered separate heat sources. This avoids the situation where, while the heat from the engine 200 is transferred to the oil in the oil-cooled motor 300, the heat from the engine 200 is also transferred to the electronically controlled module 400 via the electronically controlled heat dissipation module 1031, preventing overheating and damage to the electronically controlled module 400 and improving its operational safety.

[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. This design ensures that the second coolant flows through the electronically controlled heat dissipation module 1031 before flowing to the heat exchange device 40 to absorb heat from the engine 200. This prevents a large amount of heat from the engine 200 from being transferred to the electronic control module 400 through the electronically controlled heat dissipation module 1031, thus avoiding overheating and damage to the electronic control module 400 and improving its operational safety. In some other embodiments, the electronically controlled heat dissipation module 1031 may 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 cooling module 1031 will not be too high. This also avoids the risk of overheating of the electronic control module 400 and helps to improve the working safety of the electronic control module 400.

[0088] In some embodiments, the liquid cooling system 20 further includes a first water pump 22 connected to the coolant branch 103. The first water pump 22 drives the second coolant 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. Providing driving force for the second coolant via the first water pump 22 results in a simple structure, easy design, and low manufacturing cost. 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 heat sink 23, which may be a low-temperature radiator (LTR). Both ends of the heat sink 23 are connected to a multi-way valve 21. The heat sink 23 is used for heat exchange with the external environment. The heat sink 23 can transfer excess heat from the thermal management system 600 to the external environment, which helps improve the heat dissipation efficiency of the various components in the thermal management system 600 and helps ensure the safety of the various components 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, with the compressor 1062, internal condenser 1061, first expansion valve 1063, and first condenser 31 connected sequentially. The first condenser 31 includes a first connecting pipe 311 and a second connecting pipe 312 that are thermally connected. The first connecting pipe 311 is connected in the refrigerant circuit 106, specifically between the first expansion valve 1063 and the compressor 1062. The second connecting pipe 312 is connected in 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] Compressor 1062 converts low-pressure gaseous refrigerant into high-pressure, high-temperature gaseous refrigerant, which flows to the internal condenser 1061. The high-temperature, high-pressure gaseous refrigerant exchanges heat with the air in the vehicle compartment 110 through the internal condenser 1061 to heat the compartment, and simultaneously transforms into liquid refrigerant. The liquid refrigerant flows to the first expansion valve 1063, which outputs low-temperature, low-pressure liquid refrigerant. This low-temperature, low-pressure liquid refrigerant absorbs heat and evaporates in the first condenser 31, converting back into low-pressure gaseous refrigerant before flowing back to compressor 1062. This cycle forms, thus heating the vehicle compartment 110. Compared to heating the vehicle compartment 110 via an electric heater, heating the compartment via compressor 1062 reduces energy consumption and improves the vehicle's range.

[0092] In some embodiments, the refrigerant circuit 106 further includes a gas-liquid separator 1064, which 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 all refrigerant flowing to the compressor 1062 is gaseous, thus avoiding the risk of liquid entering the compressor 1062 and improving the operational safety of the compressor 1062.

[0093] In some embodiments, the refrigerant circuit 106 further includes a first solenoid valve 1065, which 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 on / off valve. The first solenoid valve 1065 can control the flow rate, speed, and other parameters of the refrigerant delivered by the compressor 1062 to the internal condenser 1061.

[0094] In some embodiments, the refrigerant circuit 106 further includes a first check valve 1066, which 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 restricts the unidirectional flow of refrigerant, ensuring that the refrigerant can only flow to the compressor 1062 via 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. The second condenser 32 includes a first pipe body 321, both ends of which are connected to the refrigerant circuit 106. One end is located between the compressor 1062 and the internal condenser 1061, and the other end is located between the internal condenser 1061 and the first expansion valve 1063. Specifically, the first pipe body 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 internal 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 internal condenser 1061 and the inlet end of the first expansion valve 1063.

[0096] The second condenser 32 can transfer excess heat generated by the compressor 1062 to the outside of the refrigerant circuit 106, preventing the refrigerant temperature from continuously rising and causing overheating risks to the compressor 1062, the inner condenser 1061, the first condenser 31, the first expansion valve 1063, the gas-liquid separator 1064, and the vehicle compartment 110, thus improving operational safety.

[0097] Furthermore, the second condenser 32 also includes a second tube 322, which is thermally connected to the first tube 321. Both ends of the second tube 322 are connected to the multi-way valve 21. Specifically, the second tube 322 includes a third end 3221 and a fourth end 3222. The third end 3221 is connected to the coolant branch 103 and 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. Specifically, the third end 3221 is connected to both 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 pipe 322. Since the second pipe 322 is thermally connected to the first pipe 321, and both ends of the second pipe 322 are connected to multi-way valves 21, the refrigerant flowing in the first pipe 321 can exchange heat with the coolant flowing in the second pipe 322. Excess heat generated by the compressor 1062 can be transferred to the coolant in the second pipe 322, thus allowing it to be transferred to the external environment along with the coolant. Alternatively, the excess heat can flow through the multi-way valve 21 to the battery branch 104 to heat the power battery 500, achieving the reuse of the heat generated by the compressor 1062. The structure of the second condenser 32, which transfers excess heat from the compressor 1062 to the outside of the refrigerant circuit 106, varies and can be selected according to different application scenarios, thus 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. The first end 3211 is connected to the refrigerant circuit 106 via the second solenoid valve 33. The second solenoid valve 33 is an electromagnetically controlled on / off valve. The second solenoid valve 33 can control the flow rate, speed, and other parameters of the refrigerant delivered by 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. The second end 3212 is connected to the refrigerant circuit 106 via the second check valve 34. The first check valve 1066 can restrict the unidirectional flow of refrigerant, so that the refrigerant can only flow from the compressor 1062 to the second condenser 32 via 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 for heat exchange with the vehicle compartment 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 a 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 a 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 being 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, which then flows to the second expansion valve 36. The second expansion valve 36 outputs a low-temperature, low-pressure liquid refrigerant, which flows to the evaporator 35 and exchanges heat with the air in the vehicle compartment 110 to cool the compartment. The low-temperature, low-pressure liquid refrigerant is then converted back into a low-pressure gaseous refrigerant, which flows out of the evaporator 35 and returns to the compressor 1062, thus forming a cycle that cools the vehicle compartment 110.

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

[0104] Please see Figure 6 , Figure 7 , Figure 8 , Figure 9 and Figure 10 and combined Figure 1 and Figure 2 , Figure 6 yes Figure 2 The diagram shows the structure of the thermal management system 600 in its first mode. Figure 7 yes Figure 2 The diagram shows the structure of the thermal management system 600 in its second mode. Figure 8 yes Figure 2The diagram shows the structure of the thermal management system 600 in its third mode. Figure 9 yes Figure 2 The diagram shown is a structural schematic of the thermal management system 600 in its fourth mode. Figure 10 yes Figure 2 The diagram shown is a structural schematic of the thermal management system 600 in its 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 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 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-port 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 pipe 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 practical applications, the temperature of the first coolant flowing from the engine 200 into the heat exchanger 40 is generally 80-100℃ (degrees Celsius). The temperature required to heat the oil in the oil-cooled motor 300 is generally 60-110℃, the temperature required to heat the vehicle compartment 110 is generally 25-70℃, and the temperature required to heat the power battery 500 is generally 25-40℃. The heat demand for heating in the oil-cooled motor 300, the vehicle compartment 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, and the other end of the connecting branch 105 is connected to one end of the battery branch 104 through the multi-way valve 21. 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 from 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. The second coolant then 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. The heat from the engine 200 is distributed sequentially to the oil in the oil-cooled motor 300, the vehicle compartment 110, and the power battery 500. As the heat demand for heating in the oil-cooled motor 300, the vehicle compartment 110, and the power battery 500 gradually decreases, this design achieves a stepped distribution of heat to the engine 200, which is beneficial to improving the utilization rate of the engine 200's heat, reducing energy consumption, and improving the vehicle 1000's range.

[0107] In some embodiments, in the first state, the fourth end 3222 of the second pipe 322 is connected to one end of the outlet end 103b of the connecting branch 105 and the coolant branch 103 via a multi-way valve 21. Specifically, in the first state, the ninth valve port 9 is connected to the fifth valve port 5 via the valve core of the multi-way valve 21. In this way, the coolant flowing in the second pipe 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, the two ends of the radiator 23 are isolated by a 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 is not in operation.

[0109] like Figure 1 , Figure 2 and Figure 7As shown, in some embodiments, the multi-way valve 21 includes a second state. 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. 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 via a multi-way valve 21, the other end of the connecting branch 105 is connected to one end of the radiator 23 via a multi-way valve 21, the other end of the radiator 23 is connected to one end of the battery branch 104 via a 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 via a multi-way valve 21. This design ensures that the heat from the engine 200 is transferred through the heat exchanger 40 to the oil in the oil-cooled motor 300 and the second coolant (i.e., the coolant in the coolant branch 103). After that, the second coolant flows along the path from the outlet end 103b of the coolant branch 103 to 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, and the inlet end 103a of the coolant branch 103. Based on the step-like distribution of heat to the engine 200, the radiator 23 can cool the second coolant flowing to the battery branch 104, preventing the power battery 500 from burning out due to excessively high temperature of the second coolant flowing to the battery branch 104, 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 pipe body 322 is connected to one end of the outlet end 103b of the connecting branch 105 and the coolant branch 103 via 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 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. 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 103b of the coolant branch 103 is connected to one end of the radiator 23 via a multi-way valve 21, and the other end of the radiator 23 is connected to one end of the battery branch 104 via the multi-way valve 21. The other end of the battery branch 104 is connected to the inlet 103a of the coolant branch 103 via the multi-way valve 21. The outlet 103b of the coolant branch 103 is also connected to one end of the connecting branch 105 via the multi-way valve 21, and the other end of the connecting branch 105 is connected to the inlet 103a of the coolant branch 103 via the multi-way valve 21. This design ensures that the heat from the engine 200 can be transferred through the heat exchange device to the oil in the oil-cooled motor 300 and the second coolant (i.e., the coolant in the coolant branch 103). The second coolant, while flowing to the first condenser 31, can also flow through the radiator 23 to the battery branch 104. Thus, the heat from the engine 200 can also heat the power battery 500 and the vehicle compartment 110. Furthermore, the radiator 23 can cool the second coolant flowing to the battery branch 104, preventing the power battery 500 from burning out due to excessively high temperature of the second coolant flowing to the battery branch 104, 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 can also be connected to one end of the connecting branch 105 and one end of the battery branch 104 via a multi-way valve 21, and the other ends of the connecting branch 105 and the battery branch 104 are both connected to the inlet end 103a of the coolant branch 103 via multi-way valve 21. In this way, the heat from the engine 200 can also heat the power battery 500 and the vehicle compartment 110.

[0115] In some embodiments, in the third state, the fourth end 3222 of the second pipe body 322 is connected to one end of the outlet end 103b of the connecting branch 105 and the coolant branch 103 via a multi-way valve 21, and is also connected to one end of the outlet end 103b of the battery branch 104 and the coolant branch 103 via a 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 Figure 9 As shown, the multi-way valve 21 includes a fourth state. In this fourth state, one end of the battery branch 104 is connected to the inlet end 103a of the coolant branch 103 via the multi-way valve 21, and the other end is connected to the outlet end 103b of the coolant branch 103 via the multi-way valve 21. Specifically, the second valve port 2 is connected to the third valve port 3 via the valve core of the multi-way valve 21, and the fourth valve port 4 is connected to the first valve port 1 via 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 via a multi-way valve 21, and the other end is connected to the outlet end 103b of the coolant branch 103 via a multi-way valve 21. This design ensures that the heat from the engine 200 can be transferred through the heat exchange device 40 to the oil in the oil-cooled motor 300 and the second coolant (i.e., the coolant in the coolant branch 103). The second coolant then 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 from 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 low-temperature environments and improving the performance of the power battery 500.

[0118] In some other embodiments, the outlet 103b of the coolant branch 103 can also be connected to one end of the radiator 23 via a multi-way valve 21, and the other end of the radiator 23 can be connected to one end of the battery branch 104 via the multi-way valve 21. The other end of the battery branch 104 can be connected to the inlet 103a of the coolant branch 103 via the multi-way valve 21. In this way, the heat from the engine 200 can also heat the power battery 500, and the radiator 23 can cool the second coolant flowing to the power battery 500, preventing the power battery 500 from burning out due to excessively high temperature of the second coolant flowing to the power battery 500, thus improving the operational safety of the power battery 500.

[0119] In other embodiments, the outlet end 103b of the coolant branch 103 can also be connected to one end of the connecting branch 105 via a multi-way valve 21, and the other end of the connecting branch 105 can be connected to the inlet end 103a of the coolant branch 103 via a multi-way valve 21. In this way, the heat from the engine 200 only heats the cabin 110, facilitating a rapid rise in 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 pipe 322 via multi-way valves 21. Specifically, one end of the battery branch 104 is connected to the inlet end 103a of the coolant branch 103 via multi-way valve 21, and then connected to the third end 3221 of the second pipe 322 via the coolant branch 103; the other end is connected to the fourth end 3222 of the second pipe 322 via multi-way valve 21. Figure 2 and Figure 9 In the illustrated embodiment, in the fourth state, the ninth valve port 9 is connected to the third valve port 3 via the valve core of the multi-way valve 21. In other embodiments, the multi-way valve 21 may also include a tenth valve port, which is connected to the third end 3221. In the fourth state, the fourth valve port 4 can also be connected to the tenth valve port via the valve core of the multi-way valve 21. Similarly, the two ends of the battery branch 104 can be connected to the two ends of the second tube 322 via the multi-way valve 21, respectively.

[0121] The refrigerant that absorbs 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 excess heat generated by the compressor 1062 flows from the fourth end 3222 to the battery branch 104 and heats the power battery 500. Then, it flows back from the power battery 500 to the inlet end 103a of the coolant branch 103.

[0122] In the fourth state, the design of connecting the two ends of the battery branch 104 to the two ends of the second pipe 322 through the multi-way valve 21 ensures that the second coolant, which absorbs the excess heat generated by the compressor 1062, can heat the power battery 500, thereby realizing the reuse of the excess heat generated by the compressor 1062. This is beneficial for reducing energy consumption, improving the range of the vehicle 1000, and also for improving the heating efficiency of the power battery 500 in low-temperature environments, thus improving the performance of the power battery 500.

[0123] In some embodiments, in the fourth state, the two ends of the radiator 23 are connected to the two ends of the connecting branch 105 via a multi-way valve 21. Specifically, in the fourth state, the seventh valve port 7 is connected to the sixth valve port 6 via the valve core of the multi-way valve 21, and the eighth valve port 8 is connected to the fifth valve port 5 via the valve core of the multi-way valve 21. Coolant flows in the connecting branch 105. The coolant flowing in the connecting branch 105 can flow to the radiator 23 and absorb external heat through the radiator 23, 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 has absorbed external heat can flow into the inner condenser 1061 via the compressor 1062 to heat the vehicle compartment 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 located between one end of the connecting branch 105 and the first condenser 31. The second water pump 24 is used to drive the flow of coolant in the connecting branch 105. Providing driving force for the coolant in the connecting branch 105 via the second water pump 24 results in a simple structure, easy design, and low manufacturing 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 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 Figure 10 As shown, in some embodiments, the multi-way valve 21 includes a fifth state. In this 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 pipe 322 via 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 pipe 322 via 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 pipe 322 via 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 via the multi-way valve 21, and then connected to the other end of the second pipe 322 via the coolant branch 103. Figure 2 and Figure 10 In the embodiment shown, in the fifth state, the seventh valve port 7 is connected to the second valve port 2 and the ninth valve port 9 through the valve core of the multi-way valve 21, and the eighth valve port 8 is connected to the first valve port 1 through 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 pipe 322 via a 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 pipe 322 via the multi-way valve 21. This design ensures that the coolant in the second pipe 322 that absorbs excess heat generated by the compressor 1062 can flow to the radiator 23, and the excess 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 vehicle compartment 110. Moreover, it ensures that excess heat in the second coolant can be transferred to the external environment, preventing the second coolant from exchanging heat with the oil in the oil-cooled motor 300 through the heat exchange device 40, which could lead to excessively high oil temperature in the oil-cooled motor 300 and affect its operation.

[0127] In some embodiments, in the fifth state, the two ends of the battery branch 104 are connected to the two ends of the connecting branch 105 respectively 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 design of connecting the two ends of the battery branch 104 to the two ends of the connecting branch 105 via multi-way valves 21 ensures 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, thereby achieving heat dissipation of the power battery 500 and avoiding 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 that has absorbed 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 that has absorbed the heat of the power battery 500 is transferred to the second condenser 32 via 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 the connected state, the two ends of the first branch 1012 are connected to the two ends of the second branch 1013 respectively 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 1012a and an outlet 1012b, respectively. The inlet 1012a of the first branch 1012 is connected to the first interface a, and the outlet 1012b of the first branch 1012 is connected to the second interface b. The two ends of the second branch 1013 are connected to the third interface c and the fourth interface d respectively. 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 from the inlet end 1012a of the first branch 1012 to the engine 200, from the outlet end 1012b of the first branch 1012 to the end of the second branch 1013 connected to the third interface c, to the heat exchange device 40, from the end of the second branch 1013 connected to the fourth interface d, back to the inlet end 1012a of the first branch 1012.

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

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

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

[0133] In some embodiments, the coolant circulation system 10 further includes a thermostat 13, which is connected in the coolant circuit 101 and located between the engine 200 and the cooperating 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 can be in contact with and connected to the engine 200, or it can be connected via a pipeline. The inlet end 12a of the cooperating radiator 12 is connected to the thermostat 13. The thermostat 13 can regulate the amount of first coolant flowing from the engine 200 to the heat exchange device 40, thereby regulating the amount of heat from the engine 200 that can be transferred to the oil-cooled motor 300 and to the power battery 500 and / or the vehicle compartment 110. The thermostat 13 can also regulate the amount of first coolant flowing from the engine 200 to the cooperating radiator 12, ensuring 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 via a drive pump 11. Oil flows in the oil cooler 14. The drive pump 11 can also drive the first coolant from the engine 200 through the thermostat 13 to the oil cooler 14 to absorb the heat of the oil flowing in the oil cooler 14, and then return to the engine 200 via the drive pump 11. Thus, the heat of the oil flowing in the oil cooler 14 can be transferred to the external environment through the radiator 12, thereby achieving heat dissipation of the oil flowing in the oil cooler 14. The thermostat 13 can also regulate the amount of the first coolant flowing to the oil cooler 14, thereby regulating 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 EGR cooler 15 is connected to the engine 200 via a drive pump 11, and the other end is connected to the outlet of the valve 16. The inlet of the valve 16 is connected to the thermostat 13. Exhaust gas generated by the engine 200 flows through the EGR cooler 15. The drive pump 11 can also drive the first coolant from the engine 200 through the thermostat 13 and the valve 16 to the EGR cooler 15 to absorb the heat from the exhaust gas generated by the engine 200, and then return it to the engine 200 via the drive pump 11. Thus, the heat from the exhaust gas generated by the engine 200 can be transferred to the external environment through the radiator 12, achieving heat dissipation of the exhaust gas generated by the engine 200, ensuring that the exhaust gas can re-participate in the operation of the engine 200, which helps to reduce exhaust emissions.

[0136] like Figure 1 , Figure 2 and Figure 6 As shown, the thermal management system 600 can 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 hybrid or range-extended operating conditions, the thermal management system 600 operates in the first, second, third, fourth, and fifth modes. When the vehicle 1000 is in pure electric operating conditions, the thermal management system 600 operates in the sixth, seventh, eighth, ninth, and tenth modes.

[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, thermostat 13, and drive pump 11 is disconnected. The second solenoid valve 33 is disconnected, preventing refrigerant from flowing into the second condenser 32, and the second expansion valve 36 prevents refrigerant from flowing into the evaporator 35. At this time, the heat from the oil flowing in the oil cooler 14 is transferred to the first coolant, and the heat from the exhaust gas generated by the engine 200 is transferred to the first coolant through the exhaust gas recirculation cooler 15. The heat generated by the engine 200 is also transferred to the first coolant. The heat from the oil flowing in the oil cooler 14, the heat from the exhaust gas generated by the engine 200, and the heat generated by the engine 200 are transferred along with the first coolant through the heat exchanger 40 to the oil in the oil-cooled motor 300 and the second coolant in the coolant branch 103. The heat from the second coolant is first transferred to the refrigerant through the first condenser 31, and the heat from the refrigerant is then transferred to the vehicle compartment 110 through the inner condenser 1061; the heat from the second coolant is then transferred to the power battery 500. Thus, the heat from the engine 200 can provide stepped heating to the oil in the oil-cooled motor 300, the vehicle compartment 110, and the power battery 500. In this mode, the vehicle 1000 is in an environment that requires heating of the oil in the oil-cooled motor 300, the vehicle compartment 110, and the power battery 500; for example, the vehicle 1000 may be in a low-temperature environment.

[0138] like Figure 2 , Figure 6 and Figure 7 As shown, the thermal management system 600 in the second mode has a similar structure to the thermal management system 600 in the first mode. The difference 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 from the engine 200 can be used to cool the oil in the oil-cooled motor 300, the vehicle compartment 110, and the power battery 500 (e.g., Figure 1(As shown) a stepped heating system. Furthermore, after flowing through the first condenser 31, the second coolant first flows into the radiator 23 and then into the battery branch 104 to heat the power battery 500. This prevents the second coolant flowing into the battery branch 104 from becoming too hot, thus avoiding the risk of overheating of the power battery 500 and improving the safety of the power battery 500. In this mode, the vehicle 1000 is in an environment that requires heating of the oil in the oil-cooled motor 300, the vehicle compartment 110, and the power battery 500; for example, the vehicle 1000 may be in a low-temperature environment.

[0139] like Figure 2 , Figure 6 and Figure 8 As shown, the thermal management system 600 in the third mode has a similar structure to the thermal management system 600 in the first mode. The difference 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 absorbing heat from the engine 200 flows from the outlet 103b of the coolant branch 103 to the first condenser 31 and then back to the inlet 103a of the coolant branch 103; another portion flows from the outlet 103b of the coolant branch 103 through the radiator 23 and the battery branch 104 before returning to the inlet 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 vehicle compartment 110, and the power battery 500 (e.g., ...). Figure 1 (As shown) Heating. Furthermore, it avoids the second coolant flowing into the battery branch 104 from becoming too hot, thus preventing the power battery 500 from overheating and improving its safety. In this mode, the vehicle 1000 can operate in a low-temperature environment.

[0140] like Figure 2 , Figure 6 and Figure 9 As shown, the thermal management system 600 in the fourth mode has a similar structure to the thermal management system 600 in the first mode. The difference 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 to the inlet 103a of the coolant branch 103. The heat of the engine 200 comes from the oil in the oil-cooled motor 300 and the power battery 500 (e.g., Figure 1(As shown) Heating. Additionally, radiator 23 absorbs external heat and transfers it to the refrigerant via the first condenser 31. The refrigerant then passes through compressor 1062 to the inner condenser 1061 to heat the vehicle compartment 110. Furthermore, excess heat generated by compressor 1062 can be transferred to the second coolant via the second condenser 32, and then to the power battery 500 to heat it, thus improving the heating rate of the power battery 500. In this mode, vehicle 1000 can operate in low-temperature environments and can start quickly.

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

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

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

[0144] like Figure 6 and Figure 11 As shown, the thermal management system 600 in the sixth mode has a similar structure to the thermal management system 600 in the first mode. The difference is that when the thermal management system 600 is in the sixth mode, the multi-way valve 1011 is closed, the thermostat 13 is disconnected, and there is no first coolant flowing in the oil cooler 14 and the exhaust gas recirculation cooler 15. The engine 200 and the drive pump 11 both stop working.

[0145] like Figure 7 and Figure 12 As shown, the thermal management system 600 in the seventh mode is structurally similar to the thermal management system 600 in the second mode. The difference is that, with the multi-way valve 1011 in the closed state, the thermostat 13 in the open state, and no first coolant flowing in 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 Figure 13 As shown, the thermal management system 600 in the eighth mode is structurally similar to the thermal management system 600 in the second mode. The difference is that, with the multi-way valve 1011 in the closed state, the thermostat 13 in the open state, and no first coolant flowing in the oil cooler 14 and the exhaust gas recirculation cooler 15, the engine 200 and the drive pump 11 are both stopped.

[0147] like Figure 9 and Figure 14As shown, the thermal management system 600 in the ninth mode is structurally similar to the thermal management system 600 in the third mode. The difference is that, with the multi-way valve 1011 in the closed state, the thermostat 13 in the open state, and no first coolant flowing in the oil cooler 14 and the exhaust gas recirculation cooler 15, the engine 200 and the drive pump 11 are both stopped.

[0148] like Figure 10 and Figure 15 As shown, the thermal management system 600 in the tenth mode has a similar structure to the thermal management system 600 in the third mode. The difference is that the thermostat 13 is in the off state, and there is no first coolant flowing in the radiator 12, oil cooler 14, and exhaust gas recirculation cooler 15. The engine 200 and drive pump 11 are both stopped.

[0149] Please see Figure 16 and combined Figure 1 and Figure 2 , Figure 16 This is a schematic diagram of another thermal management system 600 provided in an embodiment of this application.

[0150] like Figure 1 , Figure 2 and Figure 16 As shown, Figure 16 The thermal management system 600 shown is Figure 2 The thermal management system 600 shown has a similar structure, but differs in the structure of the second condenser 32, and correspondingly, the multi-way valve 21 has a different structure. Figure 16 In the embodiment shown, the second condenser 32 includes a first tube 321, and the fitting relationship of the first tube 321 can be referred to Figure 2 The relevant descriptions of the illustrated embodiment will not be repeated. The second tube 322 of the second condenser 32 can be omitted. The ninth valve port 9 of the multi-way valve 21 can be omitted. Excess heat generated by the compressor 1062 can be transferred to the second condenser 32 along with the refrigerant and then directly to the external environment through the second condenser 32. The heat generated by the power battery 500 can be transferred to the refrigerant sequentially through the battery heat dissipation module 1041 and the first condenser 31, and then transferred to the second condenser 32 along with the refrigerant via the compressor 1062, and then directly to the external environment through the second condenser 32. For details, please refer to [reference needed]. Figure 2 The embodiments shown will not be described in detail again. The structure of the second condenser 32 is diverse, and a suitable structure can be selected according to the needs.

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

Claims

1. A thermal management system for thermal management of an engine, an oil-cooled electric machine, a power battery and a vehicle cabin, characterized in that, The heat management system comprises a coolant circuit, an engine oil circuit, a coolant branch, a heat exchange device, a battery branch, a multi-way valve, a refrigerant circuit, a connection branch and a first condenser; The engine is connected to the coolant circuit, and the coolant circuit is used for cooling the engine; The oil-cooled motor is connected to the engine oil circuit, and the engine oil circuit is used for heat management of engine 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 heat management of the power battery; The refrigerant circuit comprises an inner condenser used for heat exchange with the vehicle cabin; Both ends of the connection branch are connected to the multi-way valve; The first condenser is connected to the refrigerant circuit and the connection branch, and the connection branch exchanges heat with the refrigerant circuit through the first condenser.

2. The thermal management system of claim 1, wherein, In the battery branch and the connection branch, at least one is communicated with the outlet end of the coolant branch through the multi-way valve.

3. The thermal management system of claim 1 or 2, wherein, The engine oil circuit comprises a first engine oil circuit and a second engine oil circuit, and the oil-cooled motor is connected to the first engine oil circuit and the second engine 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 exchanges heat with the first engine oil circuit through the first heat exchanger; The second heat exchanger is connected to the coolant branch and the second engine oil circuit, and the coolant branch exchanges heat with the second engine oil circuit through the second heat exchanger.

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

5. The thermal management system of claim 1 or 2, wherein, 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 of claim 1 or 2, wherein, The heat exchange device comprises a first heat exchange pipe, a second heat exchange pipe and a third heat exchange pipe which are in heat conduction connection with each other, the first heat exchange pipe is connected to the cooling liquid circuit, the second heat exchange pipe is connected to the engine oil circuit, and the third heat exchange pipe is connected to the cooling liquid branch.

7. The thermal management system of claim 1 or 2, wherein, The cooling liquid branch further comprises an electrically controlled heat dissipation module, the electrically controlled heat dissipation module is located between the heat exchange device and the multi-way valve, and the electrically controlled heat dissipation module is used for dissipating heat of the electrically controlled module.

8. The thermal management system of claim 1 or 2, wherein, The multi-way valve comprises a first state, in the first state, an outlet end of the cooling liquid branch is communicated with one end of the connecting branch through the multi-way valve, the other end of the connecting branch is communicated with one end of the battery branch through the multi-way valve, and the other end of the battery branch is communicated with an inlet end of the cooling liquid branch through the multi-way valve.

9. The thermal management system of claim 1 or 2, wherein, The heat management system further comprises a radiator, both ends of the radiator are connected to the multi-way valve. The multi-way valve comprises a second state, in the second state, the outlet end of the cooling liquid branch is communicated with one end of the connecting branch through the multi-way valve, the other end of the connecting branch is communicated with one end of the radiator through the multi-way valve, the other end of the radiator is communicated with one end of the battery branch through the multi-way valve, and the other end of the battery branch is communicated with the inlet end of the cooling liquid branch through the multi-way valve.

10. The thermal management system of claim 1 or 2, wherein, The heat management system further comprises a radiator, both ends of the radiator are connected to the multi-way valve. The multi-way valve comprises a third state, in the third state, the outlet end of the cooling liquid branch is communicated with one end of the radiator through the multi-way valve, the other end of the radiator is communicated with one end of the battery branch through the multi-way valve, and the other end of the battery branch is communicated with the inlet end of the cooling liquid branch through the multi-way valve. The outlet end of the cooling liquid branch is also communicated with one end of the connecting branch through the multi-way valve, and the other end of the connecting branch is communicated with the inlet end of the cooling liquid branch through the multi-way valve.

11. The thermal management system of claim 1 or 2, wherein, The multi-way valve comprises a fourth state, in the fourth state, one end of the battery branch is communicated with the inlet end of the cooling liquid branch through the multi-way valve, and the other end of the battery branch is communicated with the outlet end of the cooling liquid branch through the multi-way valve.

12. The thermal management system of claim 1 or 2, wherein, The refrigerant circuit further comprises a compressor and a first expansion valve, the compressor, the internal condenser, the first expansion valve and the first condenser are sequentially connected.

13. The thermal management system of claim 12, wherein, The heat management system further comprises a second condenser, the second condenser comprises a first pipe body, both ends of the first pipe body are connected to the refrigerant circuit, one end of the first pipe body is located between the compressor and the internal condenser, and the other end of the first pipe body is located between the internal condenser and the first expansion valve.

14. The thermal management system of claim 13, wherein, The second condenser further comprises a second pipe body, the second pipe body is in heat conduction connection with the first pipe body, and both ends of the second pipe body are connected to the multi-way valve.

15. The thermal management system of claim 14, wherein, The multi-way valve comprises a fourth state, in the fourth state, both ends of the battery branch are communicated with both ends of the second pipe body through the multi-way valve respectively.

16. The thermal management system of claim 14, wherein, The heat management system further comprises a radiator, both ends of the radiator are connected with the multi-way valve; The multi-way valve comprises a fifth state, in the fifth state, one end of the radiator is communicated with the outlet end of the cooling liquid branch and one end of the second pipe body through the multi-way valve, and the other end of the radiator is communicated with the inlet end of the cooling liquid branch and the other end of the second pipe body through the multi-way valve.

17. The thermal management system of any of claims 13 to 16, wherein, The multi-way valve comprises a fifth state, in the fifth state, both ends of the battery branch are communicated with both ends of the connection branch through the multi-way valve.

18. The thermal management system of claim 12, wherein, The heat management system further comprises an evaporator and a second expansion valve, the evaporator is used for heat exchange with the vehicle cabin, the inlet end of the second expansion valve is connected with the refrigerant circuit and located between the inner condenser and the first expansion valve, the outlet end of the second expansion valve is connected with the inlet end of the evaporator, and the outlet end of the evaporator is connected with the refrigerant circuit and located between the compressor and the first condenser.

19. A vehicle characterized by comprising: The vehicle comprises an engine, an oil-cooled motor, a power battery, a vehicle cabin and the heat management system according to any one of claims 1 to 18, and the heat management system is used for heat management of the engine, the oil-cooled motor, the power battery and the vehicle cabin.

Images