Vehicle-mounted thermal management system and vehicle

Abstract

The invention relates to the field of vehicle heat management, and discloses a vehicle-mounted heat management system and a vehicle / a vehicle-mounted heat exchange module and a heat management system.The system comprises a heat exchange module, a first cooling loop and a second cooling loop; the heat exchange module is arranged in the front cabin and comprises a condenser, a temperature control radiator, a high-temperature radiator and a cooling fan which are longitudinally arranged; the temperature control radiator comprises a first radiator and a second radiator which are vertically arranged; the first cooling loop is connected with the first radiator in series and is used for cooling the at least two first heating components; the second cooling loop is connected with the second radiator in series and is used for cooling at least two second heating components; and the maximum allowable temperature of the heat-conducting medium in the first cooling loop is higher than that of the heat-conducting medium in the second cooling loop. By arranging the first cooling loop and the second cooling loop, the power requirement of a single loop for the water pump can be reduced, water resistance energy consumption is reduced, the NVH problem is solved, the two cooling loops are independently controlled, and control over different flows and temperatures can be achieved.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management, and more particularly to an on-board thermal management system and a vehicle. Background Technology

[0002] Compared to gasoline-powered vehicles and pure electric vehicles, plug-in hybrids have dual cooling requirements: in addition to the original cooling needs of the engine, they also require cooling for the electric drive, electronic control system, and battery. Effective thermal management within the limited interior space of a vehicle, while simultaneously addressing NVH (Noise, Vibration, and Harshness) issues, presents a significant challenge for vehicle designers. Summary of the Invention

[0003] Therefore, it is necessary to provide an in-vehicle thermal management system and vehicle to address the aforementioned technical problems, so as to effectively manage thermal performance within the limited interior space of the vehicle while also taking into account NVH issues.

[0004] An on-board thermal management system includes a heat exchange module, a first cooling circuit, and a second cooling circuit;

[0005] The heat exchange module is located in the forward engine compartment and includes a longitudinally arranged condenser, a temperature-controlled radiator, a high-temperature radiator, and a cooling fan; the temperature-controlled radiator includes a first radiator and a second radiator arranged vertically.

[0006] The first cooling circuit is connected in series with the first radiator and is used to cool at least two first heat-generating components;

[0007] The second cooling circuit, connected in series with the second radiator, is used to cool at least two second heat-generating components;

[0008] The maximum allowable temperature of the heat-conducting medium in the first cooling circuit is greater than the maximum allowable temperature of the heat-conducting medium in the second cooling circuit.

[0009] A vehicle including the aforementioned on-board thermal management system.

[0010] The aforementioned vehicle thermal management system and vehicle, by setting up a first cooling circuit and a second cooling circuit, can reduce the power demand of a single circuit on the water pump, reduce water resistance energy consumption, and reduce NVH problems. Moreover, the two cooling circuits can be controlled independently to achieve different flow rates and temperatures. Attached Figure Description

[0011] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1 This is a schematic diagram of the structure of an on-board thermal management system in one embodiment of the present invention. Detailed Implementation

[0013] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0014] like Figure 1 As shown, the vehicle thermal management system provided in this embodiment includes a heat exchange module, a first cooling circuit, and a second cooling circuit;

[0015] The heat exchange module is located in the front engine compartment and includes a condenser 01 arranged longitudinally, a temperature-controlled radiator 02, a high-temperature radiator 3, and a cooling fan 4; the temperature-controlled radiator 02 includes a first radiator 2-1 and a second radiator 2-2 arranged vertically.

[0016] The first cooling circuit is connected in series with the first radiator 2-1 and is used to cool at least two first heat-generating components;

[0017] The second cooling circuit is connected in series with the second radiator 2-2 and is used to cool at least two second heat-generating components;

[0018] The maximum allowable temperature of the heat-conducting medium in the first cooling circuit is greater than the maximum allowable temperature of the heat-conducting medium in the second cooling circuit.

[0019] Understandably, the vehicle thermal management system provided in this embodiment includes a heat exchange module and two independent cooling circuits, namely the first cooling circuit and the second cooling circuit. Each cooling circuit can be used to cool a variety of different heat-generating components, such as the adaptive cruise control system (ADC), power system (IPS), P4 motor, motor controller (IPU), water-cooled intercooler (WCAC), exhaust gas recirculation (EGR), electromechanical coupler (GMC), etc.

[0020] The heat exchange module is located in the front engine compartment and may include a condenser 01, a temperature-controlled radiator 02, a high-temperature radiator 3, and a cooling fan 4 arranged longitudinally (from front to rear of the vehicle). The condenser 01 is a crucial component of the vehicle's air conditioning system, used to convert the high-temperature, high-pressure gaseous refrigerant from the compressor into a liquid state, thereby releasing heat. The temperature-controlled radiator 02 includes a first radiator 2-1 and a second radiator 2-2 arranged vertically. The high-temperature radiator 3 provides cooling for the engine. The cooling fan 4 provides cooling air to remove heat.

[0021] The first cooling circuit is connected in series with the first radiator 2-1 and dissipates heat through the first radiator 2-1. The second cooling circuit is connected in series with the second radiator 2-2 and dissipates heat through the second radiator 2-2. The maximum allowable temperature of the heat-conducting medium in the first cooling circuit is greater than the maximum allowable temperature of the heat-conducting medium in the second cooling circuit. In some examples, the first cooling circuit may be referred to as a medium-temperature cooling circuit, and the second cooling circuit may be referred to as a low-temperature cooling circuit. Similarly, the first radiator 2-1 may be referred to as a medium-temperature radiator, and the second radiator 2-2 may be referred to as a low-temperature radiator.

[0022] The vehicle thermal management system provided in this embodiment can reduce the power demand of a single circuit on the water pump by setting up a first cooling circuit and a second cooling circuit, thereby reducing water resistance energy consumption and NVH problems. Moreover, the two cooling circuits can be controlled independently to achieve different flow rates and temperatures.

[0023] Optionally, the heat exchange module is located behind the air intake grille, and the condenser 01 is located on the side close to the air intake grille;

[0024] The bottom surface of condenser 01 and the bottom surface of temperature control radiator 02 are on the same horizontal plane;

[0025] The height of condenser 01 is less than the height of temperature-controlled radiator 02; the second radiator 2-2 is located above the first radiator 2-1.

[0026] The height of the high-temperature radiator 03 and the cooling fan 04 is the same as that of the temperature-controlled radiator 02, so as to facilitate the flow and sealing of the heat exchange module and improve the effective air intake of the heat exchange module.

[0027] Understandably, the heat exchange module can be positioned behind the air intake grille to cool it using the air flowing in from the grille. Specifically, the condenser 01 is positioned near the air intake grille, which facilitates its heat dissipation. The second radiator 2-2 is positioned above the first radiator 2-1. The bottom surface of the condenser 01 is at the same level as the bottom surface of the temperature-controlled radiator 02, but its height is less than that of the temperature-controlled radiator 02. This helps to reduce the inlet air temperature of the second radiator 2-2, thereby reducing its outlet water temperature.

[0028] Optionally, the first cooling circuit is provided with a first expansion tank 11-1, a first heat dissipation unit 7, and a second heat dissipation unit 8; the first heat dissipation unit 7 and the second heat dissipation unit 8 are connected in series on the first cooling circuit.

[0029] The first heat dissipation unit 7 is a structure on the first cooling circuit used to provide heat dissipation for the first heat-generating component among the at least two first heat-generating components;

[0030] The second heat dissipation unit 8 is a structure on the first cooling circuit used to provide heat dissipation for the second first heat-generating component among the at least two first heat-generating components;

[0031] A first three-way valve 17-1 is provided between the first heat dissipation unit 7 and the second heat dissipation unit 8; the first port of the first three-way valve 17-1 is connected to the first heat dissipation unit 7; the second port of the first three-way valve 17-1 is connected to the second heat dissipation unit 8.

[0032] The first port of the first expansion tank 11-1 is connected to the third port of the first three-way valve 17-1 for venting the cooling circuit to ensure that the cooling circuit is filled with heat transfer medium.

[0033] The second interface of the first expansion tank 11-1 is connected to the main passage of the first cooling circuit for the return of the heat transfer medium.

[0034] Understandably, the first cooling circuit includes a first expansion tank 11-1, a first heat dissipation unit 7, and a second heat dissipation unit 8. The first heat dissipation unit 7 and the second heat dissipation unit 8 are connected in series in the first cooling circuit. The first heat dissipation unit 7 is a structure in the first cooling circuit used to provide heat dissipation for the first of at least two first heat-generating components. Figure 1 In the example, the first heat-generating component can be an engine, and the first cooling unit 7 is a water-cooled intercooler (WCAC). The inlet of the first cooling unit 7 is connected to one interface of the three-way regulating valve 9-1. It should be noted that, for ease of labeling, Figure 1 The middle section of the heat dissipation unit has abbreviations for the corresponding heat-generating components added to it.

[0035] The second heat dissipation unit 8 is a structure on the first cooling circuit used to provide heat dissipation for the second of at least two first heat-generating components. The second first heat-generating component may be an exhaust gas recirculation (EGR) unit. The outlet end of the second heat dissipation unit 8 is connected to one interface of the three-way valve 20.

[0036] A first three-way valve 17-1 is provided between the first heat dissipation unit 7 and the second heat dissipation unit 8. The first port of the first three-way valve 17-1 is connected to the first heat dissipation unit 7; the second port of the first three-way valve 17-1 is connected to the second heat dissipation unit 8. The first port of the first expansion tank 11-1 is connected to the third port of the first three-way valve 17-1; the second port of the first expansion tank 11-1 is connected to the main passage of the first cooling circuit. Figure 1 In the example, the main passage of the first cooling circuit is equipped with a three-way valve 19, and the second port of the first expansion tank 11-1 is connected to the first port of the three-way valve 19. The second port of the three-way valve 19 is connected to the inlet end of the first electric water pump 10-1, and the third port is connected to one port of the three-way valve 20.

[0037] In this embodiment, the first expansion tank is connected in parallel to the first cooling circuit, which can effectively reduce the water resistance of the first cooling circuit and reduce the power requirement of the pump in the first cooling circuit. At the same time, reducing the flow rate of the first expansion tank can reduce the impact and pressure fluctuation of the coolant inside the expansion tank, thereby avoiding NVH problems such as the expansion tank making a "gurgling" sound and the water pump malfunctioning due to poor venting.

[0038] Optionally, when the vehicle is in engine operating condition and the ambient temperature is lower than the preset temperature and the ambient humidity is higher than the preset humidity, the opening of the valve in the three-way regulating valve 9-1 used to control the flow of heat transfer medium to the first heat dissipation unit 7 is reduced to increase the temperature of the heat transfer medium in the first heat dissipation unit 7; one interface of the three-way regulating valve is connected to the first heat dissipation unit 7.

[0039] Understandably, when the vehicle is in engine operation mode, the first cooling water circuit is active. If the ambient temperature is lower than the preset temperature and the ambient humidity is higher than the preset humidity (i.e., a low-temperature, high-humidity environment), there is a risk that condensation will enter the engine through the water-cooled intercooler (WCAC) and exhaust gas recirculation (EGR), potentially causing abnormal engine combustion. Therefore, it is necessary to reduce the flow rate of the first cooling unit 7 and the second cooling unit 8 to increase the temperature of the heat transfer medium in the WCAC and EGR. Here, the preset temperature and humidity values, as well as the valve opening, can be determined experimentally. Figure 1 As shown, the inlet of the three-way regulating valve 9-1 is connected to the outlet of the first radiator 2-1, the first outlet is connected to the first heat dissipation unit 7, and the second outlet is connected to the third heat dissipation unit 6. By reducing the opening of the valve in the three-way regulating valve 9-1 used to control the first outlet, the flow rate of the heat transfer medium flowing through the first heat dissipation unit 7 and the second heat dissipation unit 8 can be reduced, thereby increasing the temperature of the heat transfer medium in the water-cooled intercooler and exhaust gas recirculation, reducing the amount of condensate generated by these two devices that enters the engine, and avoiding the risk of abnormal combustion in the engine.

[0040] Optionally, a third heat dissipation unit 6 is further provided on the first cooling circuit; the third heat dissipation unit 6 is a structure on the first cooling circuit for providing heat dissipation for the third first heat dissipation component among the at least two first heat dissipation components;

[0041] The third heat dissipation unit 6 and the pipeline formed by the series connection of the first heat dissipation unit 7 and the second heat dissipation unit 8 are connected in parallel to the first cooling circuit.

[0042] Understandably, a third heat dissipation unit 6 is also provided on the first cooling circuit. The third heat dissipation unit 6 is a structure on the first cooling circuit used to provide heat dissipation for a third first heat-generating component among at least two first heat-generating components. The third first heat-generating component can be an electromechanical coupler (GMC). An electromechanical coupler is a device that connects a mechanical system and an electronic system, enabling the conversion between mechanical energy and electrical energy, as well as the transmission of signals. The third heat dissipation unit 6 is connected in parallel to the first cooling circuit with a pipe formed by the series connection of the first heat dissipation unit 7 and the second heat dissipation unit 8. Specifically, in Figure 1 In the example, the inlet of the third heat dissipation unit 6 is connected to one interface of the three-way regulating valve 9-1, and the outlet is connected to one interface of the three-way valve 20. Since the electromechanical coupler generates a large amount of heat, connecting the third heat dissipation unit 6 in parallel with the first cooling circuit is beneficial for better heat dissipation of the electromechanical coupler.

[0043] In this embodiment, the third heat dissipation unit 6 and the first heat dissipation unit 7 + the second heat dissipation unit 8 are decoupled, so that the flow rate and temperature of each path are controllable.

[0044] Optionally, when the vehicle is in pure electric operation and the electromechanical coupler (GMC) is in a deactivated state, the second cooling circuit is in an active state; the speed of the cooling fan and / or the flow rate of the second electronic water pump 10-2 are set according to the temperature of the heat transfer medium in the second cooling circuit; the second electronic water pump 10-2 is installed in the second cooling circuit.

[0045] Understandably, when the vehicle is operating in pure electric mode and the electromechanical coupler (GMC) is disabled, the first cooling circuit is disabled, the first electric water pump 10-1 is not running, and the second cooling circuit is operating. The three-way regulating valve 9-2 is open, allowing for flexible adjustment of the cooling fan speed and / or the flow rate of the second electric water pump 10-2 based on the temperature of each heat dissipation unit in the second cooling circuit (which could be the temperature of the heat transfer medium flowing through that unit, such as water temperature). For example, if the temperature of a heat dissipation unit is too high, the cooling fan speed and / or the flow rate of the second electric water pump 10-2 can be increased to lower the temperature of that unit; if the temperature of all heat dissipation units is below the normal operating temperature, the cooling fan speed and / or the flow rate of the second electric water pump 10-2 can be appropriately reduced to save energy consumption.

[0046] Optionally, when the vehicle is in pure electric operation and the electromechanical coupler is in operation, both the first cooling circuit and the second cooling circuit are in operation; the speed of the cooling fan and / or the flow rate of the second electric water pump are set according to the temperature of the heat transfer medium in the second cooling circuit; the second electric water pump is installed in the second cooling circuit.

[0047] Understandably, when the vehicle is in pure electric operation and the electromechanical coupler is active, both the first and second cooling circuits are operational, and both the first and second electronic water pumps 10-1 and 10-2 are running. The speed of the cooling fans, the flow rate of the first electronic water pump 10-1, and / or the flow rate of the second electronic water pump 10-2 can be flexibly adjusted according to the temperature of each heat dissipation unit in the two cooling circuits.

[0048] Optionally, a first electronic water pump 10-1 and a first auxiliary radiator 5-1 are provided on the main passage of the first cooling circuit.

[0049] Understandably, the main passage of the first cooling circuit is equipped with a first electronic water pump 10-1 and a first auxiliary radiator 5-1. The first electronic water pump 10-1 can pressurize the heat transfer medium (such as coolant) in the first cooling circuit, ensuring its circulation within the circuit and effectively removing heat generated by the various heat-generating components, thus ensuring their normal operation. Furthermore, the first electronic water pump 10-1 also boasts advantages such as high cooling efficiency, precise flow control, corrosion resistance, long lifespan, low-noise operation, compact structure, easy installation, and energy efficiency.

[0050] The first auxiliary radiator 5-1 can be selected according to the heat load of the first cooling circuit to meet the cooling requirements of the first radiator 2-1, that is, to ensure that the outlet water temperature of the first radiator 2-1 does not exceed the maximum allowable temperature (e.g., 71℃). In some examples, the output end of the first auxiliary radiator 5-1 is connected to the input end of the first radiator 2-1, which can assist the first radiator 2-1 in the first round of heat dissipation, reduce the heat load of the first radiator 2-1, reduce the rated heat dissipation of the first radiator 2-1, thereby reducing the air temperature of the high-temperature radiator 3, improving the heat dissipation capacity of the high-temperature radiator 3, and ensuring that the high-temperature water circuit is below 115℃.

[0051] Optionally, when the vehicle is running on pure fuel and the fuel-to-electricity switch is off, the first cooling circuit is in operation; the speed of the cooling fan 4 and / or the flow rate of the first electric water pump 10-1 are set according to the temperature of at least one heat dissipation unit in the first cooling circuit.

[0052] Understandably, when the vehicle is running on pure fuel and the fuel-to-electric switching is off, the first cooling circuit is active, while the second cooling circuit is deactivated. The speed of the cooling fan 4 and / or the flow rate of the first electric water pump 10-1 can be flexibly adjusted according to the temperature of each heat dissipation unit in the first cooling circuit.

[0053] Optionally, the second cooling circuit is provided with a second expansion tank 11-2, a fourth heat dissipation unit 14, and a fifth heat dissipation unit 15; the fourth heat dissipation unit 14 and the fifth heat dissipation unit 15 are connected in series on the second cooling circuit.

[0054] The fourth heat dissipation unit 14 is a structure on the second cooling circuit used to provide heat dissipation for the first of the at least two second heat-generating components;

[0055] The fifth heat dissipation unit 15 is a structure on the second cooling circuit used to provide heat dissipation for the second of the at least two second heat-generating components;

[0056] A second three-way valve 17-2 is provided between the fourth heat dissipation unit 14 and the fifth heat dissipation unit 15; the first port of the second three-way valve 17-2 is connected to the fourth heat dissipation unit 14; the second port of the second three-way valve 17-2 is connected to the fifth heat dissipation unit 15.

[0057] The first port of the second expansion tank 11-2 is connected to the third port of the second three-way valve 17-2 for venting the cooling circuit to ensure that the cooling circuit is filled with heat transfer medium.

[0058] The second port of the second expansion tank 11-2 is connected to the main passage of the second cooling circuit for the return of the heat transfer medium.

[0059] Understandably, the second cooling circuit includes a second expansion tank 11-2, a fourth heat dissipation unit 14, and a fifth heat dissipation unit 15. The fourth heat dissipation unit 14 and the fifth heat dissipation unit 15 are connected in series in the second cooling circuit. The fourth heat dissipation unit 14 is a structure in the second cooling circuit used to provide heat dissipation for the first of at least two second heat-generating components. Figure 1 In the example, the first second heat-generating component can be a power supply system (IPS). The inlet of the fourth heat dissipation unit 14 is connected to an interface of the three-way valve 22. The fifth heat dissipation unit 15 is a structure on the second cooling circuit used to provide heat dissipation for the second of at least two second heat-generating components. The second second heat-generating component can be a P4 motor (P4). The outlet of the fifth heat dissipation unit 15 is connected to an interface of the three-way valve 23.

[0060] A second three-way valve 17-2 is installed between the fourth heat dissipation unit 14 and the fifth heat dissipation unit 15. The first port of the second three-way valve 17-2 is connected to the fourth heat dissipation unit 14; the second port of the second three-way valve 17-2 is connected to the fifth heat dissipation unit 15. The first port of the second expansion tank 11-2 is connected to the third port of the second three-way valve 17-2; the second port of the second expansion tank 11-2 is connected to the main passage of the second cooling circuit. Figure 1 In the example, the main passage of the second cooling circuit is equipped with a three-way valve 24, and the second port of the second expansion tank 11-2 is connected to the first port of the three-way valve 24. The second port of the three-way valve 24 is connected to the inlet end of the second electric water pump, and the third port is connected to one port of the three-way valve 23.

[0061] In this embodiment, the second expansion tank 11-2 is connected in parallel to the second cooling circuit, which can effectively reduce the water resistance of the second cooling circuit and reduce the power requirement of the pump in the second cooling circuit. At the same time, reducing the flow rate of the second expansion tank can reduce the impact and pressure fluctuation of the coolant inside the expansion tank, thereby avoiding NVH problems such as the expansion tank making a "gurgling" sound and the water pump malfunctioning due to poor venting.

[0062] Optionally, when the vehicle is in a parking and charging state, the first cooling circuit is in a closed state and the second cooling circuit is in a working state;

[0063] In the second cooling circuit, the speed of the cooling fan 4, the opening degree of the valve in the second three-way regulating valve 9-2 used to control the flow of the heat transfer medium to the power system, and / or the flow rate of the second electronic water pump 10-2 are set according to the temperature of the fourth heat dissipation unit 14; the second electronic water pump 10-2 is installed in the second cooling circuit.

[0064] Understandably, when the vehicle is parked and charging, the first cooling circuit is closed, the second cooling circuit is active, and only the power system requires cooling. At this time, only the second electric water pump 10-2 is activated. For example... Figure 1 As shown, the inlet of the second three-way regulating valve 9-2 is connected to the outlet of the second auxiliary radiator 5-2, the first outlet is connected to the motor controller (IPU), and the second outlet is connected to the three-way valve 21. At this time, closing the first outlet of the second three-way regulating valve 9-2 and opening the second outlet allows adjustment of the temperature of the fourth heat dissipation unit 14 by regulating the speed of the cooling fan 4, the opening degree of the valve in the second three-way regulating valve 9-2 used to control the second outlet, and / or the flow rate of the second electric water pump 10-2.

[0065] Optionally, when the vehicle is in pure fuel operation and switching from fuel to electric operation, or in hybrid operation, both the first cooling circuit and the second cooling circuit are in operation.

[0066] The speed of the cooling fan 4, the opening degree of the second three-way regulating valve 9-2, and / or the flow rate of the second electronic water pump 10-2 are set according to the temperature of the heat transfer medium in the second cooling circuit; the second electronic water pump 10-2 is installed in the second cooling circuit;

[0067] The speed of the cooling fan 4, the opening degree of the first three-way regulating valve 9-1, and / or the flow rate of the first electronic water pump 10-1 are set according to the temperature of the heat transfer medium in the first cooling circuit; the first electronic water pump 10-1 is installed in the first cooling circuit.

[0068] Understandably, when the vehicle is operating in pure fuel mode and switching from fuel to electric mode, or in hybrid mode, both the first and second cooling circuits are active. The speed of the cooling fan 4, the opening of the second three-way regulating valve 9-2, and / or the flow rate of the second electric water pump 10-2 can be set according to the temperature of the heat transfer medium in the second cooling circuit. The speed of the cooling fan 4, the opening of the first three-way regulating valve 9-1, and / or the flow rate of the first electric water pump 10-1 can also be set according to the temperature of the heat transfer medium in the first cooling circuit. Here, the speed of the cooling fan 4, the opening of the first three-way regulating valve 9-1, the opening of the second three-way regulating valve 9-2, and the flow rate of the second electric water pump 10-2 are all empirical values.

[0069] Optionally, a sixth heat dissipation unit 16 is further provided on the second cooling circuit; the sixth heat dissipation unit 16 is a structure on the second cooling circuit for providing heat dissipation for the third second heat dissipation component among the at least two second heat dissipation components.

[0070] The sixth heat dissipation unit 16 and the pipeline formed by the series connection of the fourth heat dissipation unit 14 and the fifth heat dissipation unit 15 are connected in parallel to the second cooling circuit.

[0071] Understandably, a sixth heat dissipation unit 16 is also provided on the second cooling circuit; the sixth heat dissipation unit 16 is a structure on the second cooling circuit used to provide heat dissipation for a third second heat-generating component among at least two second heat-generating components. The third second heat-generating component may be a motor controller (IPU). Specifically, in Figure 1 In the example, the inlet of the sixth heat dissipation unit 16 is connected to one interface of the three-way regulating valve 9-2, and the outlet is connected to one interface of the three-way valve 23. Since the motor controller generates significant heat, connecting the third heat dissipation unit 6 in parallel with the second cooling circuit helps to better dissipate heat from the motor controller.

[0072] In this embodiment, the sixth heat dissipation unit 16 and the fourth heat dissipation unit 14 + the fifth heat dissipation unit 15 are decoupled, so that the flow rate and temperature of each path are controllable.

[0073] Optionally, a seventh heat dissipation unit 13 is also provided on the second cooling circuit; the seventh heat dissipation unit 13 is a structure on the second cooling circuit for providing heat dissipation for the fourth of the at least two second heat-generating components;

[0074] After the seventh heat dissipation unit 13 is connected in parallel with the idle pipeline, it is then connected in series with the pipeline formed by the fourth heat dissipation unit 14 and the fifth heat dissipation unit 15.

[0075] Understandably, a seventh heat dissipation unit 13 is also provided on the second cooling circuit. The seventh heat dissipation unit 13 is a structure on the second cooling circuit used to provide heat dissipation for the fourth of at least two second heat-generating components. The fourth second heat-generating component includes an adaptive cruise control system (ADC). An idle pipeline refers to a pipeline without a heat dissipation unit. Since the required flow rate of the seventh heat dissipation unit 13, which is compatible with the ADC, is relatively low (e.g., 0.5–5 L / min), less than the required flow rate of the fourth heat dissipation unit 14 and the fifth heat dissipation unit 15 (e.g., ≥8 L / min), it is necessary to connect the seventh heat dissipation unit 13 in parallel with the idle pipeline, and then connect it in series with the pipeline formed by the series connection of the fourth heat dissipation unit 14 and the fifth heat dissipation unit 15 to ensure that the fourth heat dissipation unit 14 and the fifth heat dissipation unit 15 can pass through with sufficient flow. Specifically, the inlet end of the seventh heat dissipation unit 13 is connected to the first port of the three-way valve 21, and the outlet end is connected to the first port of the three-way valve 22. One end of the idle pipeline is connected to the second port of the three-way valve 21, and the other end is connected to the second port of the three-way valve 22. The third port of the three-way valve 21 is connected to one port of the second three-way valve 9-2, and the third port of the three-way valve 22 is connected to the inlet of the fourth heat dissipation unit 14.

[0076] This embodiment provides a seventh heat dissipation unit and its connection method in the second cooling circuit, which can be adapted to the heat dissipation requirements of the seventh heat dissipation unit.

[0077] Optionally, a second electric water pump 10-2 is provided on the main passage of the second cooling circuit;

[0078] A second auxiliary radiator 5-2 is installed on the main passage of the second cooling circuit.

[0079] Understandably, a second electronic water pump 10-2 and a second auxiliary radiator 5-2 are installed on the main passage of the second cooling circuit. The second electronic water pump 10-2 can pressurize the heat transfer medium (such as coolant) in the second cooling circuit, ensuring its circulation within the circuit and effectively removing heat generated by the various heat-generating components, thus ensuring their normal operation. Furthermore, the second electronic water pump 10-2 also boasts advantages such as high cooling efficiency, precise flow control, corrosion resistance, long lifespan, low noise operation, compact structure, easy installation, and energy saving and environmental friendliness.

[0080] The second auxiliary radiator 5-2 can be selected according to the heat load of the second cooling circuit to meet the cooling requirements of the second radiator 2-2, that is, to ensure that the outlet water temperature of the second radiator 2-2 does not exceed the maximum allowable temperature (e.g., 65℃). In some examples, the input end of the second auxiliary radiator 5-2 is connected to the output end of the second radiator 2-2. This allows the heat dissipation capacity of the second auxiliary radiator 5-2 and the ambient temperature boundary to further reduce the temperature of the heat transfer medium in the first cooling circuit, thereby achieving lower heat transfer medium requirements.

[0081] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0082] This invention also provides a vehicle, including any of the above-described vehicle thermal management systems.

[0083] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A vehicle onboard thermal management system, characterized in that, The heat exchange module, the first cooling circuit and the second cooling circuit are arranged in the front cabin of the vehicle. The heat exchange module is arranged behind the air intake grille, and the bottom surface of the condenser is arranged at the same level as the bottom surface of the temperature-controlled radiator. The second radiator is arranged above the first radiator. The first cooling circuit is provided with a first expansion tank, a first heat dissipation unit and a second heat dissipation unit. The first heat dissipation unit is a structure for providing heat dissipation for a first first heat-generating component among the at least two first heat-generating components.

2. The vehicle heat management system of claim 1, wherein, The second heat dissipation unit is a structure for providing heat dissipation for a second first heat-generating component among the at least two first heat-generating components. The first three-way valve is arranged between the first heat dissipation unit and the second heat dissipation unit. The first interface of the first expansion tank is connected with the third interface of the first three-way valve.

3. The vehicle heat management system of claim 1, wherein, The second interface of the first expansion tank is connected with the main passage of the first cooling circuit. When the vehicle is in an engine running working condition and the ambient temperature is lower than a preset temperature and the ambient humidity is higher than a preset humidity, the opening degree of a valve in the three-way regulating valve for controlling the flow direction of the heat-conducting medium to the first heat dissipation unit is reduced to increase the temperature of the heat-conducting medium in the water-cooled intercooler. The first cooling circuit is further provided with a third heat dissipation unit. The third heat dissipation unit is a structure for providing heat dissipation for a third first heat-generating component among the at least two first heat-generating components. The third heat dissipation unit is connected with the pipeline formed by the first heat dissipation unit and the second heat dissipation unit on the first cooling circuit. ​ 4. The vehicle thermal management system of claim 3, wherein, ​ 5. The vehicle thermal management system of claim 3, wherein, ​ ​ 6. The vehicle thermal management system of claim 5, wherein, The second cooling circuit is in operation when the vehicle is in pure electric operation mode and the electromechanical coupling is in the deactivated state; the rotation speed of the cooling fan and / or the flow of the second electronic water pump is set according to the temperature of the heat-conducting medium in the second cooling circuit; the second electronic water pump is arranged in the second cooling circuit; The first cooling circuit and the second cooling circuit are both in operation when the vehicle is in pure electric operation mode and the electromechanical coupling is in operation; the rotation speed of the cooling fan and / or the flow of the second electronic water pump is set according to the temperature of the heat-conducting medium in the second cooling circuit.

7. The vehicle thermal management system of claim 3, wherein, The first electronic water pump is arranged on the main passage of the first cooling circuit; The first cooling circuit is in operation when the vehicle is in pure fuel operation and the fuel-to-electricity deactivated mode; the rotation speed of the cooling fan and / or the flow of the first electronic water pump is set according to the temperature of at least one heat dissipation unit in the first cooling circuit.

8. The vehicle heat management system of claim 1, wherein, The first auxiliary radiator is arranged on the main passage of the first cooling circuit.

9. The vehicle heat management system of claim 1, wherein, The second cooling circuit is provided with a second expansion tank, a fourth heat dissipation unit and a fifth heat dissipation unit; the fourth heat dissipation unit and the fifth heat dissipation unit are connected in series on the second cooling circuit; The fourth heat dissipation unit is a structure on the second cooling circuit for providing heat dissipation for a first second heat generating component of the at least two second heat generating components; the first second heat generating component includes a power supply system; The fifth heat dissipation unit is a structure on the second cooling circuit for providing heat dissipation for a second second heat generating component of the at least two second heat generating components; the second second heat generating component includes a P4 motor; The second three-way valve is arranged between the fourth heat dissipation unit and the fifth heat dissipation unit; the first interface of the second three-way valve is connected with the fourth heat dissipation unit; the second interface of the second three-way valve is connected with the fifth heat dissipation unit; The first interface of the second expansion tank is connected with the third interface of the second three-way valve; The second interface of the second expansion tank is connected on the main passage of the second cooling circuit.

10. The vehicle thermal management system of claim 9, wherein, The first cooling circuit is in the closed state and the second cooling circuit is in the operation state when the vehicle is in the parking charging mode; In the second cooling circuit, the rotation speed of the cooling fan, the opening of the valve in the second three-way regulating valve for controlling the flow of the heat-conducting medium to the power supply system and / or the flow of the second electronic water pump are set according to the temperature of the fourth heat dissipation unit; the second electronic water pump is arranged in the second cooling circuit.

11. The vehicle heat management system of claim 9, wherein, The first cooling circuit and the second cooling circuit are both in operation when the vehicle is in pure fuel operation and fuel-to-electricity operation mode, or hybrid operation mode; The rotation speed of the cooling fan, the opening of the second three-way regulating valve and / or the flow of the second electronic water pump are set according to the temperature of the heat-conducting medium in the second cooling circuit; the second electronic water pump is arranged in the second cooling circuit; The rotation speed of the cooling fan, the opening of the first three-way regulating valve and / or the flow of the first electronic water pump are set according to the temperature of the heat-conducting medium in the first cooling circuit; the first electronic water pump is arranged in the first cooling circuit.

12. The vehicle heat management system of claim 9, wherein, The second cooling circuit is further provided with a sixth heat dissipation unit; the sixth heat dissipation unit is a structure on the second cooling circuit for providing heat dissipation for a third second heat generating component of the at least two second heat generating components; the third second heat generating component comprises a motor controller; The sixth heat dissipation unit is connected in parallel with a pipeline formed by the fourth heat dissipation unit and the fifth heat dissipation unit on the second cooling circuit.

13. The vehicle heat management system of claim 9, wherein, The second cooling circuit is further provided with a seventh heat dissipation unit; the seventh heat dissipation unit is a structure on the second cooling circuit for providing heat dissipation for a fourth second heat generating component of the at least two second heat generating components; the fourth second heat generating component comprises an adaptive cruise control system; The seventh heat dissipation unit is connected in series with an idle pipeline and then connected in series with a pipeline formed by the fourth heat dissipation unit and the fifth heat dissipation unit.

14. The vehicle heat management system of claim 1, wherein, The main passage of the second cooling circuit is provided with a second electronic water pump and a second auxiliary radiator.

15. A vehicle characterized by comprising: A vehicle-mounted thermal management system comprising any one of claims 1-14.

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