Vehicle thermal management system and vehicle

Abstract

The invention discloses a vehicle thermal management system and a vehicle, and belongs to the technical field of vehicle thermal management. The vehicle thermal management system includes a refrigeration circuit including a compressor, a condenser, and an evaporator; the electric drive cooling loop comprises an electric drive water path, at least one first radiator and a first pump; the driving passage comprises an engine water jacket and a second pump which are connected in series; the heat exchange passage selectively communicates with the driving passage and comprises a battery heat exchange plate, a warm air core body and a third pump which are connected in series; the at least one second radiator is selectively communicated with the driving passage and the heat exchange passage; a first path of the first heat exchanger is connected with the refrigerating loop, and a second path of the first heat exchanger is selectively connected with the electric cooling loop; the first path of the second heat exchanger is connected with the refrigerating loop, and the second path is selectively connected with the heat exchange passage. By using the structure, multiple thermal management modes can be realized, idle radiators in different modes are fully utilized, and the utilization rate of the first radiator and the second radiator is improved.

Description

Technical Field

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

[0002] With the continuous development of the automotive industry, vehicle thermal management systems are playing an increasingly important role in ensuring normal vehicle operation, improving vehicle performance, and enhancing ride comfort. Existing vehicle thermal management systems typically integrate a single radiator into various circuits to supplement and adjust heat dissipation capacity. However, this design approach is relatively limited in functionality and struggles to adapt to the complex and ever-changing vehicle operating scenarios.

[0003] During vehicle operation, different operating conditions place varying demands on the thermal management system. For example, during extended driving in high-temperature environments, the refrigeration circuit requires efficient heat dissipation to ensure the proper functioning of the vehicle's air conditioning system. Meanwhile, when starting the vehicle in low-temperature environments, the battery system and the interior heating system must heat up quickly. Existing thermal management systems, due to their single radiator function, are unable to flexibly adjust heat dissipation strategies based on varying operating conditions. This results in low energy efficiency and an inability to meet the diverse needs of vehicle thermal management. Summary of the Invention

[0004] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, the present application proposes a vehicle thermal management system and a vehicle that can implement multiple thermal management modes, fully utilize idle radiators in different modes, and improve the utilization rate of the first radiator and the second radiator.

[0005] In a first aspect, the present application provides a vehicle thermal management system, comprising:

[0006] refrigeration circuit, including compressor, condenser and evaporator;

[0007] an electric drive cooling circuit, comprising an electric drive water circuit, at least one first radiator and a first pump;

[0008] a drive passage including an engine water jacket and a second pump in series;

[0009] a heat exchange passage, selectively connectable to the drive passage, and comprising a battery heat exchange plate, a heater core, and a third pump connected in series;

[0010] at least one second radiator selectively connectable to the driving passage and the heat exchange passage;

[0011] a first heat exchanger, a first path connected to the refrigeration circuit and a second path selectively connected to the electric drive cooling circuit;

[0012] The second heat exchanger has a first path connected to the refrigeration circuit and a second path selectively connected to the heat exchange path.

[0013] According to the vehicle thermal management system of the present application, through the setting of the above-mentioned first heat exchanger and the second heat exchanger, combined with the flexible connection relationship design with the electric drive cooling circuit, the drive path, the heat exchange path and the second radiator, a variety of thermal management modes can be realized, covering passenger compartment cooling, passenger compartment heating, electric drive system cooling, engine cooling, battery cooling and battery heating and other functions, meeting the thermal management needs of the vehicle under different working conditions, improving the overall performance and reliability of the vehicle, making full use of idle radiators in different modes, realizing the functional reuse of the first radiator and the second radiator in different modes, thereby improving the utilization rate of the first radiator and the second radiator, and in some thermal management modes, the first radiator and / or the second radiator can be used together with the condenser as an air-conditioning radiator to expand the condensing and heat dissipation area of the refrigeration circuit, thereby reducing the load of the refrigeration circuit, reducing the energy consumption of the compressor, and thus realizing energy-saving operation of the refrigeration circuit.

[0014] According to one embodiment of the present application, the vehicle thermal management system further includes:

[0015] a first three-way valve, wherein a first valve port of the first three-way valve is connected to an inlet of the second circuit of the first heat exchanger, a second valve port of the first three-way valve is connected to an outlet of the second circuit of the first heat exchanger, and a third valve port of the first three-way valve is connected to an outlet of the first radiator;

[0016] a second three-way valve, wherein a first valve port of the second three-way valve is connected to the outlet of the second circuit of the second heat exchanger, a second valve port of the second three-way valve is connected to the inlet of the second circuit of the second heat exchanger, and a third valve port of the second three-way valve is connected to the outlet of the third pump;

[0017] A four-way valve, wherein the first valve port of the four-way valve is connected to the inlet of the third pump, the second valve port of the four-way valve is connected to the second radiator, the third valve port of the four-way valve is connected to the outlet of the drive passage, and the fourth valve port of the four-way valve is connected to the inlet of the drive passage.

[0018] According to the vehicle thermal management system of the present application, the arrangement of the above-mentioned first three-way valve, second three-way valve and four-way valve provides a structural basis for the mutual switching of multiple thermal management modes. The split design of the three valves makes it unnecessary for the various pipelines to be stacked in the same position after assembly, which facilitates the identification of the pipelines by relevant operators during maintenance and inspection, further improving the maintainability of the entire vehicle thermal management system, while reducing the complexity of pipe layout, shortening the assembly working hours, and facilitating mass production.

[0019] According to one embodiment of the present application, the vehicle thermal management system further includes:

[0020] a thermostat connected between the driving passage and the second radiator;

[0021] The bypass branch is connected in parallel to the second radiator.

[0022] According to the vehicle thermal management system of the present application, through the setting of the above-mentioned thermostat and bypass branch, the thermostat can adjust the flow direction and flow of the coolant in real time according to the water temperature. The existence of the bypass branch allows the coolant to circulate quickly, improving the heating efficiency. When heating is required, the water temperature can be quickly increased, reducing heat loss, and improving the overall energy efficiency of the vehicle thermal management system, thereby helping the vehicle thermal management system to achieve dynamic balance under different water temperatures, which not only meets the heating needs of the passenger compartment and the heating needs of the battery system under some thermal management modes, but also effectively reduces overheating of key components such as the engine and battery system.

[0023] According to one embodiment of the present application, the vehicle thermal management system further includes:

[0024] A fan, the vehicle thermal management system forms a heat dissipation duct, the fan is used to drive the air flow in the heat dissipation duct, and the heat dissipation duct is connected to the condenser, the gas flow channel of the first radiator, and the gas flow channel of the second radiator.

[0025] According to one embodiment of the present application, the heat exchange path further includes:

[0026] A heater, wherein the outlet of the heater is connected to the inlet of the warm air core.

[0027] According to the vehicle thermal management system of the present application, through the setting of the above-mentioned heater, when the engine's residual heat is insufficient, the heater enables the passenger compartment to obtain a stable and sufficient heat supply. Whether in an extremely cold environment or when the engine is running at low load, the temperature inside the vehicle can be quickly increased and maintained within a comfortable range, thereby greatly improving the comfort of the driver and passengers, and improving the reliability and adaptability of the vehicle thermal management system.

[0028] According to one embodiment of the present application, the vehicle thermal management system has a first operating mode, the refrigeration circuit and the electric drive cooling circuit are working, the drive passage, the heater core and the third pump are stopped, the second path of the first heat exchanger is connected to the electric drive cooling circuit, the second path of the second heat exchanger is connected to the heat exchange passage, the heat exchange passage is connected end to end with the second radiator, and the drive passage is disconnected from the second radiator and the heat exchange passage.

[0029] According to the vehicle thermal management system of the present application, through the design of the above-mentioned first working mode, the condenser, the first radiator and the second radiator all participate in the heat dissipation process of the refrigeration circuit, so that the heat dissipation area of the refrigeration circuit is maximized, thereby maximizing the heat dissipation capacity of the refrigeration circuit, significantly reducing the workload of the compressor, and thus maximizing the energy-saving operation of the refrigeration circuit. It is especially suitable for high-temperature environments or working conditions with large cooling demands, and can effectively improve the overall performance of the vehicle thermal management system.

[0030] According to one embodiment of the present application, the vehicle thermal management system has a second operating mode, the refrigeration circuit, the electric drive cooling circuit and the drive passage are working, the heater core and the third pump are stopped, the second path of the first heat exchanger is connected to the electric drive cooling circuit, the second path of the second heat exchanger is disconnected from the heat exchange passage, the drive passage and the second radiator are connected end to end, and the heat exchange passage is disconnected from the second radiator and the drive passage.

[0031] According to the vehicle thermal management system of the present application, through the design of the above-mentioned second working mode, the condenser and the first radiator both participate in the heat dissipation process of the refrigeration circuit. The refrigeration circuit can more effectively dissipate the heat in the refrigerant to the outside world, thereby expanding the heat dissipation area of the refrigeration circuit. This not only improves the efficiency of the refrigeration system, but also reduces the workload of the compressor, which is beneficial to the energy-saving operation of the refrigeration circuit.

[0032] According to one embodiment of the present application, the vehicle thermal management system has a third operating mode, the refrigeration circuit, the electric drive cooling circuit and the drive passage are working, the heater core and the third pump are stopped, the second path of the first heat exchanger is disconnected from the electric drive cooling circuit, the second path of the second heat exchanger is disconnected from the heat exchange passage, the drive passage and the second radiator are connected end to end, and the heat exchange passage is disconnected from the second radiator and the drive passage.

[0033] According to one embodiment of the present application, the vehicle thermal management system has a fourth operating mode, the refrigeration circuit, the electric drive cooling circuit, the drive passage, the heater core and the third pump are all working, the second path of the first heat exchanger is connected to the electric drive cooling circuit, the second path of the second heat exchanger is disconnected from the heat exchange passage, the drive passage is connected end to end with the heat exchange passage, and the second radiator can be selectively connected in parallel to the drive passage.

[0034] According to the vehicle thermal management system of the present application, through the design of the above-mentioned fourth working mode, on the one hand, the waste heat of the engine is fully utilized, and the excessive dependence on external heat sources is reduced, thereby reducing the energy consumption of the system and improving the energy utilization efficiency; on the other hand, the condenser and the first radiator are both involved in the heat dissipation process of the refrigeration circuit to meet the heat dissipation requirements of the battery system, and the heat dissipation area of the refrigeration circuit is expanded, which not only improves the efficiency of the refrigeration system, but also reduces the workload of the compressor, which is beneficial to the energy-saving operation of the refrigeration circuit; on the other hand, the thermostat can adjust the flow direction and flow of the coolant in real time according to the water temperature. The existence of the bypass branch allows the coolant to circulate quickly, improving the heating efficiency. When heating is needed, the water temperature can be quickly increased, reducing heat loss, and improving the overall energy efficiency of the vehicle thermal management system.

[0035] According to one embodiment of the present application, the vehicle thermal management system has a fifth operating mode, the electric drive cooling circuit, the drive passage, the heater core and the third pump are all working, the refrigeration circuit is shut down, the second path of the first heat exchanger is connected to the electric drive cooling circuit, the second path of the second heat exchanger is disconnected from the heat exchange passage, and the drive passage, the heat exchange passage and the second radiator are connected in parallel.

[0036] According to one embodiment of the present application, the vehicle thermal management system has a sixth operating mode, the refrigeration circuit, the electric drive cooling circuit, the heater, the heater core and the third pump are all working, the drive path is shut down, the second path of the first heat exchanger is connected to the electric drive cooling circuit, the second path of the second heat exchanger is disconnected from the heat exchange path, the heat exchange path is connected end to end, and is disconnected from the drive path and the second radiator.

[0037] According to the vehicle thermal management system of the present application, through the design of the above-mentioned sixth working mode, on the one hand, when the engine waste heat is insufficient to meet the heating demand, the heater heating mode is directly switched, so that the passenger compartment can obtain a stable and sufficient heat supply, quickly increase the temperature inside the vehicle and maintain it within a comfortable range, thereby greatly improving the comfort experience of the driver and passengers in extremely cold environments, and improving the reliability and adaptability of the vehicle thermal management system; on the other hand, it is achieved that the condenser and the first radiator both participate in the heat dissipation process of the refrigeration circuit to meet the heat dissipation requirements of the battery system, and expand the heat dissipation area of the refrigeration circuit, which not only improves the efficiency of the refrigeration system, but also reduces the workload of the compressor, which is beneficial to the energy-saving operation of the refrigeration circuit.

[0038] In a second aspect, the present application provides a vehicle, comprising:

[0039] A vehicle thermal management system as described in any of the above solutions.

[0040] According to the vehicle of the present application, through the setting of the above-mentioned vehicle thermal management system, a variety of thermal management modes can be realized, covering multiple functions such as passenger compartment cooling, passenger compartment heating, electric drive system cooling, engine cooling, battery cooling and battery heating, etc., to meet the thermal management needs of the vehicle under different working conditions, improve the overall performance and reliability of the vehicle, make full use of idle radiators in different modes, and realize the functional reuse of the first radiator and the second radiator in different modes, thereby improving the utilization rate of the first radiator and the second radiator, and in some thermal management modes, the first radiator and / or the second radiator can be used together with the condenser as an air-conditioning radiator to expand the condensing and heat dissipation area of the refrigeration circuit, thereby reducing the load of the refrigeration circuit, reducing the energy consumption of the compressor, and thus realizing energy-saving operation of the refrigeration circuit.

[0041] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0043] Figure 1 This is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present application in a first operating mode;

[0044] Figure 2 This is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present application in a second operating mode;

[0045] Figure 3 2 is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present application in a third operating mode;

[0046] Figure 4 This is one of the structural diagrams of the vehicle thermal management system provided by the embodiment of the present application in the fourth working mode;

[0047] Figure 5 This is the second structural diagram of the vehicle thermal management system provided by the embodiment of the present application in the fourth working mode;

[0048] Figure 6 is a schematic structural diagram of a vehicle thermal management system provided by an embodiment of the present application in a fifth operating mode;

[0049] Figure 7 It is a structural diagram of the vehicle thermal management system provided in an embodiment of the present application in the sixth working mode.

[0050] Reference numerals:

[0051] Vehicle thermal management system 10;

[0052] Refrigeration circuit 11, compressor 111, condenser 112, expansion valve 113, evaporator 114;

[0053] Electric drive cooling circuit 12, electric drive water circuit 121, first radiator 122, first pump 123;

[0054] Drive passage 13, engine water jacket 131, second pump 132;

[0055] Heat exchange passage 14, battery heat exchange plate 141, heater core 142, third pump 143, heater 144;

[0056] a second radiator 15;

[0057] a first heat exchanger 161 and a second heat exchanger 162;

[0058] Thermostat 17, bypass branch 18, fan 19;

[0059] A first three-way valve 101 , a second three-way valve 102 , and a four-way valve 103 . DETAILED DESCRIPTION

[0060] The following describes in detail embodiments of the present application. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application and are not to be construed as limiting the present application.

[0061] The present application discloses a vehicle thermal management system 10 .

[0062] Reference below Figure 1-Figure 7 A vehicle thermal management system 10 according to an embodiment of the present application is described.

[0063] In some embodiments, as Figure 1-Figure 7 As shown, the vehicle thermal management system 10 includes: a refrigeration circuit 11, an electric drive cooling circuit 12, a drive path 13, a heat exchange path 14, a first heat exchanger 161, a second heat exchanger 162 and at least one second radiator 15.

[0064] The refrigeration circuit 11 includes a compressor 111, a condenser 112 and an evaporator 114; the electric drive cooling circuit 12 includes an electric drive water circuit 121, a first pump 123 and at least one first radiator 122; the drive passage 13 includes an engine water jacket 131 and a second pump 132 connected in series; the heat exchange passage 14 can be selectively connected to the drive passage 13, and the heat exchange passage 14 includes a battery heat exchange plate 141, a heater core 142 and a third pump 143 connected in series; the second radiator 15 can be selectively connected to the drive passage 13 and the heat exchange passage 14; the first path of the first heat exchanger 161 is connected to the refrigeration circuit 11, and the second path of the first heat exchanger 161 can be selectively connected to the electric drive cooling circuit 12; the first path of the second heat exchanger 162 is connected to the refrigeration circuit 11, and the second path of the second heat exchanger 162 can be selectively connected to the heat exchange passage 14.

[0065] It is understandable that if Figure 1-Figure 7 As shown, the refrigeration circuit 11 may also include necessary components such as an expansion valve 113. The refrigerant in the refrigeration circuit 11 is compressed into a high-temperature and high-pressure gaseous refrigerant by the compressor 111. The high-temperature and high-pressure gaseous refrigerant then flows through the condenser 112 to release heat and liquefy into a medium-temperature and high-pressure liquid refrigerant. The medium-temperature and high-pressure liquid refrigerant passes through the expansion valve 113 and becomes a low-temperature and low-pressure liquid refrigerant. The low-temperature liquid refrigerant flows through the evaporator 114 to absorb heat and vaporize into a gaseous refrigerant. During this refrigeration cycle, the evaporator 114 is used to provide cooling for the vehicle's passenger compartment and / or battery system.

[0066] The coolant in the electric drive cooling circuit 12 can exchange heat with the electric drive water path 121 to achieve thermal management of the electric drive system; the coolant in the drive path 13 can exchange heat with the engine water jacket 131 to achieve thermal management of the engine.

[0067] The electric drive cooling circuit 12 may include one or more first radiators 122 , where “a plurality” means two or more.

[0068] For example, in some embodiments, Figure 1-Figure 7 As shown, the electric drive cooling circuit 12 includes a first radiator 122 .

[0069] For example, in other embodiments, the electric drive cooling circuit 12 includes three first radiators 122, namely a motor radiator, an electronic control radiator, and an intercooler radiator.

[0070] One or more second radiators 15 may be provided, and a plurality of second radiators 15 may be connected in series or in parallel, and a plurality means two or more.

[0071] For example, in some embodiments, Figure 1-Figure 7 As shown, one second radiator 15 is provided.

[0072] In actual implementation, Figures 1-6 As shown, the vehicle thermal management system 10 can be configured with multiple thermal management modes. In each thermal management mode, the temperature control method for the vehicle's passenger compartment, electric drive system, engine and battery system is different. The multiple thermal management modes may include but are not limited to: First, in the first working mode, the condenser 112, the first radiator 122 and the second radiator 15 can all dissipate heat for the high-temperature refrigerant in the refrigeration circuit 11, and the refrigeration circuit 11 can selectively cool the battery system or the passenger compartment, and the first radiator 122 can selectively dissipate heat for the electric drive system; second, in the second working mode, the condenser 112 and the first radiator 122 can dissipate heat for the high-temperature refrigerant in the refrigeration circuit 11, and the refrigeration circuit 11 can selectively cool the battery system or the passenger compartment, and the second radiator 15 can dissipate heat for the engine through the engine water jacket 131; third, in the third working mode, the condenser 112 can To dissipate heat for the high-temperature refrigerant in the refrigeration circuit 11, the refrigeration circuit 11 can selectively cool the battery system or the passenger compartment, the first radiator 122 can dissipate heat and cool the electric drive system through the electric drive water circuit 121, and the second radiator 15 can dissipate heat and cool the engine through the engine water jacket 131; fourth, in the fourth working mode, the condenser 112 and the first radiator 122 can dissipate heat for the high-temperature refrigerant in the refrigeration circuit 11, the refrigeration circuit 11 can cool the battery system, and the engine waste heat can be used to heat the passenger compartment through the heater core 142, and the first radiator 122 can also dissipate heat and cool the electric drive system through the electric drive water circuit 121; fifth, in the fifth working mode, the engine waste heat can be used to heat the battery system through the battery heat exchange plate 141, and the first radiator 122 can be used to dissipate heat and cool the electric drive system through the electric drive water circuit 121.

[0073] The vehicle thermal management system 10 provided in the embodiment of the present application, through the configuration of the above-mentioned first heat exchanger 161 and the second heat exchanger 162, combined with the flexible connection relationship design with the electric drive cooling circuit 12, the drive path 13, the heat exchange path 14, and the second radiator 15, can realize multiple thermal management modes, covering multiple functions such as passenger compartment cooling, passenger compartment heating, electric drive system cooling, engine cooling, battery cooling and battery heating, etc., meeting the thermal management requirements of the vehicle under different operating conditions, improving the overall performance and reliability of the vehicle, and making full use of idle radiators in different modes to achieve functional reuse of the first radiator 122 and the second radiator 15 in different modes, thereby improving the utilization rate of the first radiator 122 and the second radiator 15. In addition, in some thermal management modes, the first radiator 122 and / or the second radiator 15 can be used together with the condenser 112 as an air conditioning radiator to expand the condensation and heat dissipation area of the refrigeration circuit 11, thereby reducing the load of the refrigeration circuit 11 and reducing the energy consumption of the compressor 111, thereby achieving energy-saving operation of the refrigeration circuit 11.

[0074] In some embodiments, as Figure 1-Figure 7 As shown, the vehicle thermal management system 10 further includes: a first three-way valve 101 , a second three-way valve 102 and a four-way valve 103 .

[0075] The first valve port A1 of the first three-way valve 101 is connected to the inlet of the second circuit of the first heat exchanger 161, the second valve port A2 of the first three-way valve 101 is connected to the outlet of the second circuit of the first heat exchanger 161, and the third valve port A3 of the first three-way valve 101 is connected to the outlet of the first radiator 122; the first valve port B1 of the second three-way valve 102 is connected to the outlet of the second circuit of the second heat exchanger 162, the second valve port B2 of the second three-way valve 102 is connected to the inlet of the second circuit of the second heat exchanger 162, and the third valve port B3 of the second three-way valve 102 is connected to the outlet of the third pump 143; the first valve port C1 of the four-way valve 103 is connected to the inlet of the third pump 143, the second valve port C2 of the four-way valve 103 is connected to the second radiator 15, the third valve port C3 of the four-way valve 103 is connected to the outlet of the drive passage 13, and the fourth valve port C4 of the four-way valve 103 is connected to the inlet of the drive passage 13.

[0076] In this embodiment, if Figure 1-Figure 7 As shown, the third valve port B3 of the second three-way valve 102 can be connected to the first valve port C1 of the four-way valve 103 through the third pump 143 of the heat exchange path 14, that is, the third pump 143 is located between the second three-way valve 102 and the four-way valve 103, and the first valve port A1 to the third valve port A3 of the first three-way valve 101, the first valve port B1 and the second valve port B2 of the second three-way valve 102, and the second valve port C2 to the fourth valve port C4 of the four-way valve 103 can be connected to the inlet and outlet of the second path of the first heat exchanger 161 and the inlet and outlet of the second heat exchanger 161, respectively. 62, the inlet and outlet of the second path of the driving path 13, the outlet of the first radiator 122 and the second radiator 15, by changing the connection relationship between the three valve ports of the first three-way valve 101, the three valve ports of the second three-way valve 102 and the four valve ports of the four-way valve 103, the relationship between the second path of the first heat exchanger 161, the second path of the second heat exchanger 162, the driving path 13, the heat exchange path 14, the first radiator 122 and the second radiator 15 can be changed to realize the aforementioned multiple thermal management modes.

[0077] The vehicle thermal management system 10 provided in the embodiment of the present application provides a structural basis for the mutual switching of multiple thermal management modes through the arrangement of the above-mentioned first three-way valve 101, the second three-way valve 102 and the four-way valve 103. The split design of the three valves makes it unnecessary for the various pipelines to be stacked in the same position after assembly, which facilitates the identification of the pipelines by relevant operators during maintenance and inspection, further improving the maintainability of the entire vehicle thermal management system 10, while reducing the complexity of piping, shortening the assembly working hours, and facilitating mass production.

[0078] In some embodiments, as Figure 1-Figure 7 As shown, the vehicle thermal management system 10 further includes a thermostat 17 and a bypass branch 18 .

[0079] The thermostat 17 is connected between the driving passage 13 and the second radiator 15 ; the bypass branch 18 is connected in parallel to the second radiator 15 .

[0080] The thermostat 17 is connected to the drive passage 13, the second radiator 15 and the bypass branch 18, and is used to adjust the flow direction and flow rate of the cooling water in real time according to the temperature of the cooling water. Figure 4 and Figure 5 As shown, for some thermal management modes, when the cooling water temperature is too high, the thermostat 17 can open the passage to the second radiator 15, allowing the cooling water to flow into the second radiator 15 for heat dissipation; when the cooling water temperature is moderate or slightly low, the thermostat 17 closes the passage to the second radiator 15, and the cooling water flows directly through the bypass branch 18, reducing heat loss during unnecessary heat dissipation.

[0081] The vehicle thermal management system 10 provided in the embodiment of the present application, through the configuration of the above-mentioned thermostat 17 and the bypass branch 18, the thermostat 17 can adjust the flow direction and flow of the coolant in real time according to the water temperature. The existence of the bypass branch 18 allows the coolant to circulate quickly, thereby improving the heating efficiency. When heating is required, the water temperature can be quickly increased, reducing heat loss, and improving the overall energy efficiency of the vehicle thermal management system 10, thereby helping the vehicle thermal management system 10 to achieve dynamic balance under different water temperatures, which not only meets the heating needs of the passenger compartment and the heating needs of the battery system in some thermal management modes, but also effectively reduces overheating of key components such as the engine and battery system.

[0082] In some embodiments, as Figure 1-Figure 7 As shown, the vehicle thermal management system 10 further includes a fan 19 .

[0083] The vehicle thermal management system 10 forms a heat dissipation duct, and the fan 19 is used to drive the air flow in the heat dissipation duct. The heat dissipation duct is connected to the condenser 112, the gas flow channel of the first radiator 122 and the gas flow channel of the second radiator 15.

[0084] It is understandable that the condenser 112 is used as an air conditioning radiator in each thermal management mode to cool the refrigeration circuit 11; the first radiator 122 can be used as an air conditioning radiator and a low-temperature radiator in multiple thermal management modes, which can be used to cool the electric drive system, the refrigeration circuit 11, and the battery system respectively; the second radiator 15 can be used as a high-temperature radiator and an air conditioning radiator in multiple thermal management modes, which can be used to cool the engine, the refrigeration circuit 11, and the battery system respectively. Based on this, in actual design, the airflow distribution in the heat dissipation duct can be adjusted according to the different heat dissipation requirements of the condenser 112, the first radiator 122, and the second radiator 15, and the airflow distribution between the condenser 112, the first radiator 122, and the second radiator 15 can be optimized so that the condenser 112, the first radiator 122, and the second radiator 15 can each obtain sufficient airflow for heat dissipation.

[0085] The vehicle thermal management system 10 provided in the embodiment of the present application greatly reduces the number of required fans 19 through the structural design of the above-mentioned condenser 112, the first radiator 122 and the second radiator 15 sharing the same fan 19, thereby reducing the purchase, installation and maintenance costs of the fans 19, and thus significantly reducing the hardware cost of the vehicle thermal management system 10. At the same time, it also reduces the complexity of system wiring, control circuits, etc., improves the reliability of the vehicle thermal management system 10, and reduces the risk of system failure caused by failure of the fan 19.

[0086] In some embodiments, as Figure 1-Figure 7 As shown, the heat exchange path 14 further includes a heater 144 .

[0087] The outlet of the heater 144 is connected to the inlet of the warm air core 142 .

[0088] In actual implementation, Figure 7 As shown, based on the aforementioned first working mode, second working mode, third working mode, fourth working mode and fifth working mode, taking into account that the waste heat of the engine is not sufficient to meet the heating needs under some working conditions (such as extreme low temperature environment, etc.), when the heater 144 is introduced, the vehicle thermal management system 10 can also be configured with a sixth working mode. In this mode, the heater 144 is turned on, and the heat generated by the work of the heater 144 can be directly supplied to the passenger compartment through the warm air core 142.

[0089] The vehicle thermal management system 10 provided in the embodiment of the present application, through the setting of the above-mentioned heater 144, when the engine waste heat is insufficient, the heater 144 enables the passenger compartment to obtain a stable and sufficient heat supply. Whether in an extremely cold environment or when the engine is running at low load, the temperature inside the vehicle can be quickly increased and maintained within a comfortable range, thereby greatly improving the comfort of the driver and passengers, and improving the reliability and adaptability of the vehicle thermal management system 10.

[0090] In some embodiments, as Figure 1 As shown, the vehicle thermal management system 10 has a first working mode, the refrigeration circuit 11 and the electric drive cooling circuit 12 are working, the drive passage 13, the heater core 142 and the third pump 143 are shut down, the second path of the first heat exchanger 161 is connected to the electric drive cooling circuit 12, the second path of the second heat exchanger 162 is connected to the heat exchange passage 14, the heat exchange passage 14 is connected end to end with the second radiator 15, and the drive passage 13 is disconnected from the second radiator 15 and the heat exchange passage 14.

[0091] In actual implementation, Figure 1As shown in the figure (the bold line in the figure indicates the medium flow path of the vehicle thermal management system 10 in the first working mode), the vehicle is in the electric working state and the engine is not working. At this time, the ambient temperature is high, and the vehicle thermal management system 10 can be switched to the first working mode. The electric drive cooling circuit 12 exchanges heat with the refrigeration circuit 11 through the first heat exchanger 161. Specifically, when the electric drive system is working, the first radiator 122 not only dissipates heat for the refrigerant in the refrigeration circuit 11, but also, under the driving action of the first pump 121, the low-temperature coolant cooled by the first radiator 122 is cooled. The coolant flows through the electric drive water path 121, thereby achieving cooling of the electric drive system; when the electric drive system is not working or the load is small, the first radiator 122 only dissipates heat for the refrigerant in the refrigeration circuit 11; the heat exchange path 14 and the second radiator 15 form a closed loop, and the closed loop exchanges heat with the refrigeration circuit 11 through the second heat exchanger 162. Under the driving action of the third pump 143, the low-temperature coolant cooled by the second radiator 15 flows through the second heat exchanger 162, thereby achieving cooling of the refrigerant in the refrigeration circuit 11 by the second radiator 15. In this way, the condenser 112, the first radiator 122 and the second radiator 15 all act as air conditioning radiators, achieving the maximum heat dissipation area of the refrigeration circuit 11. In this way, the cooling capacity generated by the refrigeration circuit 11 is maximized to meet the heat dissipation requirements of the passenger compartment and / or the battery system. In this case, the on-off states of the valve ports of the first three-way valve 101, the second three-way valve 102 and the four-way valve 103 are as follows: the first valve port A1 of the first three-way valve 101 is connected to the third valve port A3 of the first three-way valve 101; the second valve port B2 of the second three-way valve 102 is connected to the third valve port B3 of the second three-way valve 102; the first valve port C1 of the four-way valve 103 is connected to the second valve port C2 of the four-way valve 103.

[0092] The vehicle thermal management system 10 provided in the embodiment of the present application, through the design of the above-mentioned first working mode, realizes that the condenser 112, the first radiator 122 and the second radiator 15 all participate in the heat dissipation process of the refrigeration circuit 11, so that the heat dissipation area of the refrigeration circuit 11 is maximized, thereby maximizing the heat dissipation capacity of the refrigeration circuit 11, significantly reducing the workload of the compressor 111, and thus maximizing the energy-saving operation of the refrigeration circuit 11. It is particularly suitable for high-temperature environments or working conditions with large cooling demands, and can effectively improve the overall performance of the vehicle thermal management system 10.

[0093] In some embodiments, as Figure 2As shown, the vehicle thermal management system 10 has a second working mode, the refrigeration circuit 11, the electric drive cooling circuit 12 and the drive passage 13 are working, the heater core 142 and the third pump 143 are stopped, the second path of the first heat exchanger 161 is connected to the electric drive cooling circuit 12, the second path of the second heat exchanger 162 is disconnected from the heat exchange passage 14, the drive passage 13 and the second radiator 15 are connected end to end, and the heat exchange passage 14 is disconnected from the second radiator 15 and the drive passage 13.

[0094] In actual implementation, Figure 2 As shown (the bold line in the figure indicates the medium flow path of the vehicle thermal management system 10 in the second working mode), the vehicle is in a hybrid working state, and the engine, battery system and electric drive system are all working. At this time, the ambient temperature is high, but the load of the electric drive system is low. The vehicle thermal management system 10 switches to the second working mode, and the electric drive cooling circuit 12 exchanges heat with the refrigeration circuit 11 through the first heat exchanger 161. At this time, the first radiator 122 not only dissipates heat for the refrigerant in the refrigeration circuit 11, but also, under the driving action of the first pump 121, the low-temperature coolant cooled by the first radiator 122 flows through the electric drive water path 121, thereby realizing cooling of the electric drive system; the driving path 13 and the second radiator 15 form a closed loop. Under the driving action of the second pump 132, the low-temperature coolant cooled by the second radiator 15 flows through the engine water jacket 131, thereby realizing cooling of the engine by the second radiator 15. In this way, the condenser 112 and the first radiator 122 function as air conditioning radiators, expanding the heat dissipation area of the refrigeration circuit 11. This increases the cooling capacity generated by the refrigeration circuit 11, enabling it to meet the cooling requirements of the passenger compartment and / or the battery system. In this case, the on / off states of the valve ports of the first three-way valve 101, the second three-way valve 102, and the four-way valve 103 are as follows: the first valve port A1 of the first three-way valve 101 is connected to the third valve port A3 of the first three-way valve 101; the three valve ports of the second three-way valve 102 are disconnected from one another; and the four valve ports of the four-way valve 103 are disconnected from one another.

[0095] The vehicle thermal management system 10 provided in the embodiment of the present application, through the design of the above-mentioned second working mode, realizes that both the condenser 112 and the first radiator 122 participate in the heat dissipation process of the refrigeration circuit 11. The refrigeration circuit 11 can more effectively dissipate the heat in the refrigerant to the outside world, thereby expanding the heat dissipation area of the refrigeration circuit 11. This not only improves the efficiency of the refrigeration system, but also reduces the workload of the compressor 111, which is conducive to the energy-saving operation of the refrigeration circuit 11.

[0096] In some embodiments, as Figure 3As shown, the vehicle thermal management system 10 has a third working mode, the refrigeration circuit 11, the electric drive cooling circuit 12 and the drive passage 13 are working, the heater core 142 and the third pump 143 are shut down, the second path of the first heat exchanger 161 is disconnected from the electric drive cooling circuit 12, the second path of the second heat exchanger 162 is disconnected from the heat exchange passage 14, the drive passage 13 and the second radiator 15 are connected end to end, and the heat exchange passage 14 is disconnected from the second radiator 15 and the drive passage 13.

[0097] In actual implementation, Figure 3 As shown (the bold lines in the figure indicate the medium flow path of the vehicle thermal management system 10 in the third operating mode), the vehicle is in a hybrid mode, with the engine, battery system, and electric drive system all operating. At this time, the ambient temperature is high, but the load on the electric drive system is high. The vehicle thermal management system 10 switches to the third operating mode. At this time, the first radiator 122 only dissipates heat for the electric drive system. Specifically, under the driving action of the first pump 121, the low-temperature coolant cooled by the first radiator 122 flows through the electric drive water path 121, thereby cooling the electric drive system. The drive path 13 forms a closed loop with the second radiator 15. Under the driving action of the second pump 132, the low-temperature coolant cooled by the second radiator 15 flows through the engine water jacket 131, thereby cooling the engine. In this way, the condenser 112, the first radiator 122, and the second radiator 15 respectively bear the heat dissipation tasks of the refrigeration circuit 11, the electric drive water path 121, and the engine water jacket 131. They do not work together, and the entire vehicle thermal management system 10 is in a thermal equilibrium state. In this case, the on-off states of the valve ports of the first three-way valve 101, the second three-way valve 102 and the four-way valve 103 are as follows: the first valve port A1 of the first three-way valve 101 is connected to the third valve port A3 of the first three-way valve 101; the three valve ports of the second three-way valve 102 are disconnected from each other; and the four valve ports of the four-way valve 103 are disconnected from each other.

[0098] The vehicle thermal management system 10 provided in the embodiment of the present application, through the design of the above-mentioned third working mode, realizes that when the load of the electric drive system is high, the first radiator 122 focuses on the heat dissipation of the electric drive water circuit 121, and the condenser 112, the first radiator 122 and the second radiator 15 respectively assume their respective heat dissipation tasks, and do not work together with each other, thereby effectively maintaining the normal and stable operation of the refrigeration circuit 11, the electric drive system and the engine.

[0099] In some embodiments, as Figure 4 and Figure 5As shown, the vehicle thermal management system 10 has a fourth working mode, the refrigeration circuit 11, the electric drive cooling circuit 12, the drive passage 13, the heater core 142 and the third pump 143 are all working, the second path of the first heat exchanger 161 is connected to the electric drive cooling circuit 12, the second path of the second heat exchanger 162 is disconnected from the heat exchange passage 14, the drive passage 13 is connected end to end with the heat exchange passage 14, and the second radiator 15 can be selectively connected in parallel to the drive passage 13.

[0100] In actual implementation, Figure 4 and Figure 5 As shown (the bold line in the figure indicates the medium flow path of the vehicle thermal management system 10 in the fourth working mode), the vehicle is in a hybrid working state, the engine, battery system and electric drive system are all working, and the ambient temperature is low at this time. The vehicle thermal management system 10 switches to the fourth working mode, and the electric drive cooling circuit 12 exchanges heat with the refrigeration circuit 11 through the first heat exchanger 161. Specifically, the first radiator 122 not only dissipates heat for the refrigerant in the refrigeration circuit 11, but also, under the driving action of the first pump 121, the low-temperature coolant cooled by the first radiator 122 flows through the electric drive water path 121, thereby achieving cooling of the electric drive system; when the thermostat 17 detects that the cooling water temperature is moderate or When the temperature is slightly lower, the thermostat 17 isolates the second radiator 15 from the drive passage 13 and the heat exchange passage 14, connecting the bypass branch 18, the drive passage 13, and the heat exchange passage 14 in parallel. This connects the engine heat to the heater core 142 to heat the passenger compartment. If the thermostat 17 detects that the coolant temperature is too high, the thermostat 17 connects the second radiator 15 to the drive passage 13 and the heat exchange passage 14, connecting the second radiator 15, the drive passage 13, and the heat exchange passage 14 in parallel. This connects the engine waste heat and the second radiator 15 to coordinately adjust the coolant temperature, and heats the passenger compartment through the heater core 142. In this way, the condenser 112 and the first radiator 122 function as air conditioning radiators, expanding the heat dissipation area of the refrigeration circuit 11. This increases the cooling capacity of the refrigeration circuit 11 and satisfies the heat dissipation requirements of the battery system. In this case, the on-off states of the valve ports of the first three-way valve 101, the second three-way valve 102 and the four-way valve 103 are as follows: the first valve port A1 of the first three-way valve 101 is connected to the third valve port A3 of the first three-way valve 101; the first valve port B1 of the second three-way valve 102 is connected to the third valve port B3 of the second three-way valve 102; the first valve port C1 of the four-way valve 103 is connected to the third valve port C3 of the four-way valve 103.

[0101] The vehicle thermal management system 10 provided in the embodiment of the present application, through the design of the above-mentioned fourth working mode, on the one hand, fully utilizes the waste heat of the engine, reduces excessive dependence on external heat sources, thereby reducing system energy consumption and improving energy utilization efficiency; on the other hand, it enables the condenser 112 and the first radiator 122 to participate in the heat dissipation process of the refrigeration circuit 11 to meet the heat dissipation requirements of the battery system, and expands the heat dissipation area of the refrigeration circuit 11, which not only improves the efficiency of the refrigeration system, but also reduces the workload of the compressor 111, which is beneficial to the energy-saving operation of the refrigeration circuit 11; on the other hand, the thermostat 17 can adjust the flow direction and flow of the coolant in real time according to the water temperature. The existence of the bypass branch 18 allows the coolant to circulate quickly, improves the heating efficiency, and can quickly increase the water temperature when heating is needed, reducing heat loss, thereby improving the overall energy efficiency of the vehicle thermal management system 10.

[0102] In some embodiments, as Figure 6 As shown, the vehicle thermal management system 10 has a fifth working mode, the electric drive cooling circuit 12, the drive passage 13, the heater core 142 and the third pump 143 are all working, the refrigeration circuit 11 is shut down, the second path of the first heat exchanger 161 is connected to the electric drive cooling circuit 12, the second path of the second heat exchanger 162 is disconnected from the heat exchange passage 14, and the drive passage 13, the heat exchange passage 14 and the second radiator 15 are connected in parallel.

[0103] In actual implementation, Figure 6 As shown (the bold line in the figure indicates the medium flow path of the vehicle thermal management system 10 in the fifth working mode), the vehicle is in a hybrid working state, the engine, battery system and electric drive system are all working, and the ambient temperature is low at this time. The vehicle thermal management system 10 switches to the fifth working mode. Under the driving action of the first pump 121, the low-temperature coolant cooled by the first radiator 122 flows through the electric drive water path 121, thereby cooling the electric drive system; the second radiator 15, the drive path 13 and the heat exchange path 14 are connected in parallel. Under the driving action of the second pump 132 and the third pump 143, the engine waste heat and the second radiator 15 are used to coordinately adjust the coolant temperature, and the battery system is heated and heated through the battery heat exchange plate 141. In this case, the on-off states of the valve ports of the first three-way valve 101, the second three-way valve 102 and the four-way valve 103 are as follows: the first valve port A1 of the first three-way valve 101 is connected to the third valve port A3 of the first three-way valve 101; the first valve port B1 of the second three-way valve 102 is connected to the third valve port B3 of the second three-way valve 102; the first valve port C1 of the four-way valve 103 is connected to the third valve port C3 of the four-way valve 103.

[0104] The vehicle thermal management system 10 provided in the embodiment of the present application, through the design of the above-mentioned fifth working mode, can efficiently transfer the engine waste heat to the battery heat exchange plate 141, so that the battery system can use the waste heat generated by the engine for heating and temperature increase, effectively alleviating the problem of battery performance degradation in low temperature environments. Compared with relying on external heat sources, it greatly improves energy utilization efficiency, reduces vehicle energy consumption, and also reduces the heating cost of the battery system. When the heat generated by the engine is too much, causing the coolant temperature to be too high, part of the coolant can flow into the second radiator 15 for heat dissipation, thereby accurately adjusting the coolant temperature, reducing the risk of damage to the battery system due to excessive temperature fluctuations, and thereby improving the stability and reliability of the battery system operation.

[0105] In some embodiments, as Figure 7 As shown, the vehicle thermal management system 10 has a sixth working mode, the refrigeration circuit 11, the electric drive cooling circuit 12, the heater 144, the heater core 142 and the third pump 143 are all working, the drive path 13 is shut down, the second path of the first heat exchanger 161 is connected to the electric drive cooling circuit 12, the second path of the second heat exchanger 162 is disconnected from the heat exchange path 14, the heat exchange path 14 is connected end to end, and is disconnected from the drive path 13 and the second radiator 15.

[0106] In actual implementation, Figure 7 As shown (the bold line in the figure indicates the medium flow path of the vehicle thermal management system 10 in the sixth operating mode), when the ambient temperature is extremely low or the engine waste heat is insufficient, the vehicle thermal management system 10 switches to the sixth operating mode. The electric drive cooling circuit 12 exchanges heat with the refrigeration circuit 11 through the first heat exchanger 161. Specifically, the first radiator 122 not only dissipates heat from the refrigerant in the refrigeration circuit 11, but also, driven by the first pump 121, the low-temperature coolant cooled by the first radiator 122 flows through the electric drive water path 121, thereby cooling the electric drive system. When the heat exchange path 14 includes a heater 144, the heat exchange path 14 is connected end to end to form a closed loop. Driven by the third pump 143, the high-temperature coolant heated by the heater 144 flows through the heater core 142, thereby heating the passenger compartment. In this way, the condenser 112 and the first radiator 122 act as air conditioning radiators, expanding the heat dissipation area of the refrigeration circuit 11. As a result, the cooling capacity generated by the refrigeration circuit 11 is increased, which can meet the heat dissipation requirements of the battery system. In this case, the on-off states of the valve ports of the first three-way valve 101, the second three-way valve 102 and the four-way valve 103 are as follows: the first valve port A1 of the first three-way valve 101 is connected to the third valve port A3 of the first three-way valve 101; the first valve port B1 of the second three-way valve 102 is connected to the third valve port B3 of the second three-way valve 102; the first valve port C1 of the four-way valve 103 is connected to the fourth valve port C4 of the four-way valve 103.

[0107] The vehicle thermal management system 10 provided in the embodiment of the present application, through the design of the above-mentioned sixth working mode, on the one hand, when the engine waste heat is insufficient to meet the heating demand, directly switches the heating mode of the heater 144, so that the passenger compartment can obtain a stable and sufficient heat supply, quickly increase the temperature inside the vehicle and maintain it within a comfortable range, thereby greatly improving the comfort experience of the driver and passengers in extremely cold environments, and improving the reliability and adaptability of the vehicle thermal management system 10; on the other hand, it enables the condenser 112 and the first radiator 122 to participate in the heat dissipation process of the refrigeration circuit 11 to meet the heat dissipation requirements of the battery system, and expands the heat dissipation area of the refrigeration circuit 11, which not only improves the efficiency of the refrigeration system, but also reduces the workload of the compressor 111, which is beneficial to the energy-saving operation of the refrigeration circuit 11.

[0108] The present application also discloses a vehicle.

[0109] In some embodiments, the vehicle includes: a vehicle thermal management system 10 as described in any of the above solutions.

[0110] The vehicle provided in the embodiment of the present application can achieve multiple thermal management modes through the setting of the above-mentioned vehicle thermal management system 10, covering multiple functions such as passenger compartment cooling, passenger compartment heating, electric drive system cooling, engine cooling, battery cooling and battery heating, etc., to meet the thermal management needs of the vehicle under different working conditions, improve the overall performance and reliability of the vehicle, make full use of idle radiators in different modes, and realize functional reuse of the first radiator 122 and the second radiator 15 in different modes, thereby improving the utilization rate of the first radiator 122 and the second radiator 15, and in some thermal management modes, the first radiator 122 and / or the second radiator 15 can be used together with the condenser 112 as an air-conditioning radiator to expand the condensation and heat dissipation area of the refrigeration circuit 11, thereby reducing the load of the refrigeration circuit 11 and reducing the energy consumption of the compressor 111, thereby achieving energy-saving operation of the refrigeration circuit 11.

[0111] The terms "first," "second," and the like in the specification and claims of this application are used to distinguish similar objects, and are not used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of this application can be implemented in an order other than that illustrated or described herein, and that the objects distinguished by "first," "second," and the like are generally of the same type, and do not limit the number of objects; for example, the first object can be one or more. In addition, the term "and / or" in the specification and claims refers to at least one of the connected objects, and the character " / " generally indicates that the objects connected are in an "or" relationship.

[0112] In the description of this application, it should be understood that the terms "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application.

[0113] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0114] In the description of this application, “plurality” means two or more.

[0115] In the description of the present application, a first feature being “on” or “under” a second feature may include the first and second features being in direct contact with each other, or the first and second features being in contact with each other not directly but via another feature therebetween.

[0116] In the description of this application, a first feature “on”, “above” and “above” a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0117] Other structures of ... according to the embodiments of the present application, such as ... and ..., and operations are known to ordinary technicians in this field and will not be described in detail here.

[0118] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0119] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A vehicle thermal management system, characterized in that: include: refrigeration circuit, including compressor, condenser and evaporator; an electric drive cooling circuit, comprising an electric drive water circuit, at least one first radiator and a first pump; a drive passage including an engine water jacket and a second pump in series; a heat exchange passage, selectively connectable to the drive passage, and comprising a battery heat exchange plate, a heater core, and a third pump connected in series; at least one second radiator selectively connectable to the driving passage and the heat exchange passage; a first heat exchanger, a first path connected to the refrigeration circuit and a second path selectively connected to the electric drive cooling circuit; The second heat exchanger has a first path connected to the refrigeration circuit and a second path selectively connected to the heat exchange path.

2. The vehicle thermal management system according to claim 1, characterized in that: Also includes: a first three-way valve, wherein a first valve port of the first three-way valve is connected to an inlet of the second circuit of the first heat exchanger, a second valve port of the first three-way valve is connected to an outlet of the second circuit of the first heat exchanger, and a third valve port of the first three-way valve is connected to an outlet of the first radiator; a second three-way valve, wherein a first valve port of the second three-way valve is connected to the outlet of the second circuit of the second heat exchanger, a second valve port of the second three-way valve is connected to the inlet of the second circuit of the second heat exchanger, and a third valve port of the second three-way valve is connected to the outlet of the third pump; A four-way valve, wherein the first valve port of the four-way valve is connected to the inlet of the third pump, the second valve port of the four-way valve is connected to the second radiator, the third valve port of the four-way valve is connected to the outlet of the drive passage, and the fourth valve port of the four-way valve is connected to the inlet of the drive passage.

3. The vehicle thermal management system according to claim 1, characterized in that: Also includes: a thermostat connected between the driving passage and the second radiator; The bypass branch is connected in parallel to the second radiator.

4. The vehicle thermal management system according to claim 1, characterized in that: Also includes: A fan, the vehicle thermal management system forms a heat dissipation duct, the fan is used to drive the air flow in the heat dissipation duct, and the heat dissipation duct is connected to the condenser, the gas flow channel of the first radiator, and the gas flow channel of the second radiator.

5. The vehicle thermal management system according to claim 1, characterized in that: The heat exchange path further comprises: A heater, wherein the outlet of the heater is connected to the inlet of the warm air core.

6. The vehicle thermal management system according to any one of claims 1 to 5, characterized in that: The vehicle thermal management system has a first operating mode, the refrigeration circuit and the electric drive cooling circuit are working, the drive passage, the heater core and the third pump are stopped, the second path of the first heat exchanger is connected to the electric drive cooling circuit, the second path of the second heat exchanger is connected to the heat exchange passage, the heat exchange passage is connected end to end with the second radiator, and the drive passage is disconnected from the second radiator and the heat exchange passage.

7. The vehicle thermal management system according to any one of claims 1 to 5, characterized in that: The vehicle thermal management system has a second operating mode, the refrigeration circuit, the electric drive cooling circuit and the drive passage are working, the heater core and the third pump are stopped, the second path of the first heat exchanger is connected to the electric drive cooling circuit, the second path of the second heat exchanger is disconnected from the heat exchange passage, the drive passage and the second radiator are connected end to end, and the heat exchange passage is disconnected from the second radiator and the drive passage.

8. The vehicle thermal management system according to any one of claims 1 to 5, characterized in that: The vehicle thermal management system has a third operating mode, the refrigeration circuit, the electric drive cooling circuit and the drive passage are working, the heater core and the third pump are stopped, the second path of the first heat exchanger is disconnected from the electric drive cooling circuit, the second path of the second heat exchanger is disconnected from the heat exchange passage, the drive passage and the second radiator are connected end to end, and the heat exchange passage is disconnected from the second radiator and the drive passage.

9. The vehicle thermal management system according to any one of claims 1 to 5, characterized in that: The vehicle thermal management system has a fourth operating mode, in which the refrigeration circuit, the electric drive cooling circuit, the drive passage, the heater core and the third pump are all working, the second path of the first heat exchanger is connected to the electric drive cooling circuit, the second path of the second heat exchanger is disconnected from the heat exchange passage, the drive passage is connected end to end with the heat exchange passage, and the second radiator can be selectively connected in parallel to the drive passage.

10. The vehicle thermal management system according to any one of claims 1 to 5, characterized in that: The vehicle thermal management system has a fifth operating mode, in which the electric drive cooling circuit, the drive passage, the heater core and the third pump are all working, the refrigeration circuit is shut down, the second path of the first heat exchanger is connected to the electric drive cooling circuit, the second path of the second heat exchanger is disconnected from the heat exchange passage, and the drive passage, the heat exchange passage and the second radiator are connected in parallel.

11. The vehicle thermal management system according to claim 5, characterized in that: The vehicle thermal management system has a sixth operating mode, in which the refrigeration circuit, the electric drive cooling circuit, the heater, the heater core and the third pump are all working, the drive path is shut down, the second path of the first heat exchanger is connected to the electric drive cooling circuit, the second path of the second heat exchanger is disconnected from the heat exchange path, the heat exchange path is connected end to end, and is disconnected from the drive path and the second radiator.

12. A vehicle, characterized in that: include: The vehicle thermal management system according to any one of claims 1 to 11.

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