Thermal management system of vehicle and vehicle

Abstract

The embodiment of the invention provides a thermal management system of a vehicle and the vehicle. The thermal management system of the vehicle comprises a refrigerant circulation loop and a cooling liquid circulation loop. The refrigerant circulation loop comprises a compressor, a condensation flow path and an evaporation flow path which are sequentially connected in series, the condensation flow path comprises the refrigerant side of the air cooling condenser and the refrigerant side of the liquid cooling condenser, and the evaporation flow path comprises the throttling valve, the air conditioner evaporator and the refrigerant side of the battery cooler. The cooling liquid circulation loop comprises a warm air flow path, a battery flow path and an electric drive flow path, the battery flow path and the warm air flow path are connected in parallel and then connected with the electric drive flow path in series, the cooling liquid side of the liquid cooling condenser is a first cooling liquid side, and the warm air flow path comprises the first cooling liquid side, an electric heater and a first warm air core which are sequentially connected in series. According to the vehicle thermal management system provided by the embodiment of the invention, the thermal management system occupies a small internal space of the vehicle.

Description

Technical Field

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

[0002] The vehicle's thermal management system is used to regulate the temperature of the power battery and passenger compartment, and to cool components such as the vehicle's motor and engine. However, related technologies suffer from the problem of thermal management systems occupying a large amount of space. Summary of the Invention

[0003] This application provides a thermal management system for a vehicle that occupies relatively little interior space.

[0004] This application also proposes a vehicle having the aforementioned thermal management system.

[0005] A vehicle thermal management system according to a first aspect of this application includes a refrigerant circulation loop and a coolant circulation loop. The refrigerant circulation loop includes a compressor, a condenser path, and an evaporator path arranged in series. The condenser path includes a refrigerant side of an air-cooled condenser and a liquid-cooled condenser, the refrigerant side of the liquid-cooled condenser being a first refrigerant side, which is connected in parallel with the air-cooled condenser. The evaporator path includes a throttle valve, an air conditioning evaporator, and a battery cooler's refrigerant side, the refrigerant side of the battery cooler being a second refrigerant side, which is connected in parallel with the air conditioning evaporator. The air conditioning evaporator is used for regulating... The system regulates the temperature of the passenger compartment. The coolant circulation loop includes a heater flow path, a battery flow path, and an electric drive flow path. The battery flow path is connected in parallel with the heater flow path and then connected in series with the electric drive flow path. The coolant side of the liquid-cooled condenser is the first coolant side. The heater flow path includes the first coolant side, an electric heater, and a first heater core connected in series. The first heater core is used to regulate the temperature of the passenger compartment. The coolant side of the battery cooler is the second coolant side. The battery flow path includes the second coolant side and is used to regulate the temperature of the power battery. The electric drive flow path includes a first water pump and an electric drive radiator connected in series and is used to dissipate heat from the electric drive assembly.

[0006] According to the vehicle thermal management system of this application embodiment, by making the heater core, battery core, and electric drive core jointly form a coolant circulation loop, and by sharing the same piping system, the space occupied by the thermal management system inside the vehicle is reduced. When the first heater core is used for heating the passenger compartment, the heat dissipated by the liquid-cooled condenser during refrigerant condensation is used to exchange heat with the coolant in the heater core through the first coolant side. This heat can be used to reduce the heating pressure of the electric heater in the heater core, so that a smaller power electric heater can also meet the heating requirements of the first heater core, thereby... This allows for a smaller size of the electric heater. Furthermore, by utilizing the heat absorbed by the battery cooler during refrigerant evaporation and exchanging heat with the coolant in the heater core via the second coolant side, the temperature of the coolant in the battery core can be reduced. When the coolant flows through the electric drive core, it can dissipate heat from the electric drive assembly, reducing the heat dissipation pressure on the electric drive radiator. This allows even a smaller power electric drive radiator to meet the heat dissipation requirements of the electric drive assembly, thus enabling a smaller size of the electric drive radiator. Because the electric heater and electric drive radiator are smaller, the space occupied by the thermal management system inside the vehicle can be further reduced.

[0007] According to some embodiments of this application, the battery flow path includes a first multi-way proportional valve and a first branch and a second branch arranged in series. The first branch includes a second coolant side, and the power battery has a battery heat exchange flow channel. The second branch includes a second water pump arranged in series and the battery heat exchange flow channel. The three valve ports of the first multi-way proportional valve are respectively connected to the inlet end of the first branch, the outlet end of the second branch, and the inlet end of the warm air flow path. The inlet end of the second branch is connected to the outlet end of the warm air flow path, and the outlet end of the first branch is connected to the inlet end of the second branch.

[0008] In the above technical solution, by providing a first multi-way proportional valve and a first branch and a second branch arranged in series, the temperature of the coolant flowing through the first branch can be reduced by utilizing the second coolant side of the first branch. The cooled coolant can be used to reduce the temperature of the power battery, and can also dissipate heat from the electric drive assembly when the coolant flows through the electric drive flow path. This reduces the heat dissipation pressure on the electric drive radiator, allowing a smaller power electric drive radiator to meet the heat dissipation requirements of the electric drive assembly. As a result, the size of the electric drive radiator can be reduced, thereby reducing the space occupied by the thermal management system inside the vehicle.

[0009] According to some embodiments of this application, the second branch is provided with a first temperature sensor, which is located between the first water pump and the battery heat exchange channel and is used to detect the coolant temperature of the second branch. The first multi-way proportional valve is electrically connected to the first temperature sensor.

[0010] In the above technical solution, by setting a first temperature sensor in the second branch and placing the first temperature sensor between the first water pump and the battery heat exchange channel, the temperature of the coolant before it flows into the battery heat exchange channel can be measured. Then, by electrically connecting the first multi-way proportional valve to the first temperature sensor, the ratio of coolant flowing into the warm air flow path and the first branch can be adjusted according to the temperature measured by the first temperature sensor. This adjusts the ratio of coolant flowing back to the second branch from the outlet of the warm air flow path to coolant flowing back to the second branch from the outlet of the first branch, causing the temperature of the coolant in the second branch to rise or fall. This helps to control the temperature of the coolant in the second branch within a suitable temperature range, thus making it easier to maintain the power battery within a suitable operating temperature range.

[0011] According to some embodiments of this application, the battery flow path further includes a first bypass pipe and a second multi-way proportional valve. The first bypass pipe is arranged in parallel with the battery heat exchange channel. The second multi-way proportional valve is located in the second branch. The outlet end of the battery heat exchange channel and the outlet end of the first bypass pipe are respectively connected to two valve ports of the second multi-way proportional valve. The other valve port of the second multi-way proportional valve is connected to one valve port of the first multi-way proportional valve.

[0012] In the above technical solution, by providing a first bypass pipe and a second multi-way proportional valve, the first bypass pipe is connected in parallel with the battery heat exchange channel. The second multi-way proportional valve controls the opening and closing of the outlet end of the first bypass pipe and the outlet end of the battery heat exchange channel, thereby controlling whether the coolant flows through the battery heat exchange channel to regulate the temperature of the power battery and make it easier to maintain the power battery within a suitable operating temperature range.

[0013] According to some embodiments of this application, the thermal management system includes a second bypass pipe and a third multi-port proportional valve. The second bypass pipe is connected in parallel with the warm air flow path, and the three valve ports of the third multi-port proportional valve are respectively connected to the outlet end of the electric drive flow path, the inlet end of the warm air flow path, and the inlet end of the second bypass pipe.

[0014] In the above technical solution, by providing a second bypass pipe and a third multi-way proportional valve, the second bypass pipe is connected in parallel with the warm air flow path. The third multi-way proportional valve controls the ratio of coolant flowing into the warm air flow path to coolant flowing into the second bypass pipe, thereby controlling the temperature of the coolant flowing into the electric drive flow path. This makes it easier to maintain the electric drive assembly within a suitable operating temperature range. Furthermore, when the warm air flow path is not in operation, the third multi-way proportional valve can also close the warm air flow path, which helps to reduce the energy consumption of the thermal management system.

[0015] According to some embodiments of this application, the thermal management system includes a first connecting pipe and a second temperature sensor. One end of the first connecting pipe is connected to the outlet end of the second bypass pipe and the outlet end of the warm air flow path. The other end of the first connecting pipe is connected to the inlet end of the electric drive flow path. The second temperature sensor is disposed in the first connecting pipe and is used to detect the coolant temperature of the first connecting pipe. The third multi-way proportional valve is electrically connected to the second temperature sensor, and the second temperature sensor is electrically connected to the electric heater.

[0016] In the above technical solution, by providing a second temperature sensor in the first connecting pipe and connecting the second temperature sensor to the inlet end of the electric drive flow path, it is convenient to measure the temperature of the coolant before it enters the electric drive flow path. Furthermore, by electrically connecting a third multi-way proportional valve to the second temperature sensor, and the second temperature sensor to the electric heater, the proportion of coolant flowing from the third multi-way proportional valve to the warm air flow path and the second bypass pipe can be adjusted according to the temperature measured by the second temperature sensor. This allows the temperature of the coolant in the first connecting pipe to be adjusted. Alternatively, the temperature of the coolant in the warm air flow path can be raised or lowered by adjusting the heat output of the electric heater, thus adjusting the temperature of the coolant in the first connecting pipe. This helps to control the temperature of the coolant flowing into the electric drive flow path within a suitable temperature range, making it easier for the electric drive assembly to maintain a suitable operating temperature range and also helps to reduce the energy consumption of the electric heater.

[0017] According to some embodiments of this application, the thermal management system includes a first connecting pipe, one end of which is connected to the outlet end of a second bypass pipe and the outlet end of the warm air flow path. The electric drive flow path includes an electric drive assembly heat dissipation flow path, a water pump flow path, and an electric drive radiator flow path. The other end of the first connecting pipe is connected to the inlet end of the electric drive assembly heat dissipation flow path. The water pump flow path is connected in series between the electric drive assembly heat dissipation flow path and the electric drive radiator flow path. The outlet end of the electric drive radiator flow path is connected to one of the valve ports of the third multi-way proportional valve. The water pump flow path includes a first water pump. The electric drive assembly heat dissipation flow path is used to dissipate heat from the electric drive assembly. The electric drive radiator flow path includes the electric drive radiator.

[0018] In the above technical solution, by connecting the water pump flow path in series between the electric drive assembly heat dissipation flow path and the electric drive radiator flow path, the coolant flows sequentially through the electric drive assembly heat dissipation flow path, the water pump flow path, and the electric drive assembly heat dissipation flow path. The coolant first flows through the electric drive assembly heat dissipation flow path to cool the electric drive assembly, and then, after being pressurized by the water pump flow path, flows through the electric drive radiator to cool the coolant. This makes the water pump drive the coolant circulation more efficient.

[0019] According to some embodiments of this application, the electric drive flow path includes a third bypass pipe and a fourth multi-way proportional valve. The third bypass pipe is arranged in parallel with the electric drive radiator flow path. The three valve ports of the fourth multi-way proportional valve are respectively connected to the outlet end of the water pump flow path, the outlet end of the electric drive radiator flow path, and one valve port of the third multi-way proportional valve.

[0020] In the above technical solution, by providing a third bypass pipe and a fourth multi-way proportional valve, the third bypass pipe is connected in parallel with the electric drive radiator flow path. The fourth multi-way proportional valve controls whether the coolant flows into the electric drive radiator flow path or into the third bypass pipe. This allows control over whether the coolant flows through the electric drive radiator for heat dissipation. It can dissipate heat from the coolant when the temperature in the coolant circulation loop is high, making it easier to lower the temperature of the electric drive assembly. It can also reduce heat loss from the coolant circulation loop when the first heater core is heating, making it easier to maintain the electric drive assembly and the first heater core within a suitable operating temperature range, thus reducing the energy consumption of the thermal management system.

[0021] According to some embodiments of this application, the electric drive assembly includes a motor and a controller. The motor has a motor heat exchange channel, and the controller has a controller heat exchange channel. The heat dissipation path of the electric drive assembly includes the motor heat exchange channel and the controller heat exchange channel arranged in series.

[0022] In the above technical solution, by connecting the heat exchange channels of the motor and the controller in series, the motor and controller can be continuously cooled, making the heat dissipation path of the electric drive assembly simpler and thus reducing the space occupied by the thermal management system inside the vehicle.

[0023] According to some embodiments of this application, the controller heat exchange channel is located upstream of the motor heat exchange channel.

[0024] In the above technical solution, by placing the controller heat exchange channel upstream of the motor heat exchange channel, the coolant can first cool the controller and then the motor assembly, thus avoiding the controller temperature from becoming too high.

[0025] According to some embodiments of this application, the heat dissipation flow path of the electric drive assembly further includes a second heater core, which is connected in series between the controller heat exchange flow path and the motor heat exchange flow path and is used to regulate the temperature of the passenger compartment. The second heater core is located at the rear of the vehicle, and the first heater core is located at the front of the vehicle.

[0026] In the above technical solution, by connecting the second heater core in series between the controller heat exchange channel and the motor heat exchange channel, the second heater core can use the heat dissipated by the controller to the coolant to heat the passenger compartment. It can also reduce the temperature of the coolant flowing into the motor heat exchange channel, making the heat dissipation effect of the coolant on the motor heat exchange channel better, making fuller use of the heat and cold energy of the coolant, which is conducive to reducing the energy consumption of the thermal management system. It can also make the heat dissipation flow path of the electric drive assembly more compact and reduce the space occupied by the thermal management system in the vehicle interior.

[0027] According to some embodiments of this application, the electric drive assembly includes a motor, the motor having a motor heat exchange channel, the motor including a front motor and a rear motor, the electric drive assembly heat dissipation channel including a front drive heat dissipation branch and a rear drive heat dissipation branch arranged in parallel, the front drive heat dissipation branch including the motor heat exchange channel of the front motor, and the rear drive heat dissipation branch including the motor heat exchange channel of the rear motor.

[0028] In the above technical solution, by setting the front drive cooling branch and the rear drive cooling branch in parallel, the coolant can flow into the front drive cooling branch and the rear drive cooling branch respectively, and cool the front motor and the rear motor respectively. This allows the front motor and the rear motor to have independent heat exchange channels, avoiding the problem of uneven heat dissipation caused by series design, and making the overall heat dissipation effect of the electric drive assembly better.

[0029] According to some embodiments of this application, the vehicle includes an engine, and the thermal management system further includes an intercooler flow path, the intercooler flow path being arranged in parallel with the electric drive assembly heat dissipation flow path and including a water-cooled intercooler, and a two-way valve being connected in series in the intercooler flow path.

[0030] In the above technical solution, by providing a water-cooled intercooler, the coolant in the thermal management system can be used to cool the high-temperature air after turbocharging. Furthermore, by setting the intercooler flow path in parallel with the heat dissipation flow path of the electric drive assembly, and by connecting a two-way valve in series in the intercooler flow path to control the opening and closing of the intercooler flow path, the intercooler flow path can be opened when the turbo is in the working state and closed when the turbo is not in the working state, thereby reducing the energy consumption of the thermal management system.

[0031] According to some embodiments of this application, the thermal management system includes a cooling fan, the electric drive radiator and the air-cooled condenser are located in front of the cooling fan, and the electric drive radiator and the air-cooled condenser are arranged in a vertical direction.

[0032] In the above technical solution, by placing the electric drive heat sink and the air-cooled condenser in front of the cooling fan and arranging them vertically, compared with the front-to-back arrangement of the electric drive heat sink and the air-cooled condenser in related technologies, the vertical arrangement can reduce the mutual obstruction between the electric drive heat sink and the air-cooled condenser, allowing the cooling fan located at the rear to have a better heat dissipation effect on the electric drive heat sink and the air-cooled condenser. It can also make the electric drive heat sink and the air-cooled condenser more compact and reduce the energy consumption of the cooling fan.

[0033] According to some embodiments of this application, the vehicle includes an engine, and the thermal management system further includes an engine heat exchanger and an engine radiator. The engine heat exchanger includes a first heat exchange side and a second heat exchange side that exchange heat with each other. The first heat exchange side is used for heat exchange with the engine. The first heat exchange side is connected to the engine radiator to form an engine cooling loop. The second heat exchange side is connected in series between the first coolant side and the electric heater.

[0034] In the above technical solution, by exchanging heat between the first heat exchange side and the engine, and then exchanging heat between the first heat exchange side and the second heat exchange side, and by connecting the second heat exchange side in series between the first coolant side and the heater, the temperature of the coolant flowing through the second heat exchange side can be increased to be used by the first heater core to heat the passenger compartment. This can not only assist in engine heat dissipation, but also use the heat from the first heat exchange side to increase the temperature of the coolant in the heater flow path, thereby reducing the heat demand of the first heater core on the electric heater and saving energy consumption of the thermal management system.

[0035] According to some embodiments of this application, the warm air flow path includes a fourth bypass pipe and a fifth multi-port proportional valve. The fourth bypass pipe is connected in series between the first coolant side and the electric heater and is arranged in parallel with the second heat exchange side. The three valve ports of the fifth multi-port proportional valve are respectively connected to the outlet end of the first coolant side, the inlet end of the second heat exchange side, and the inlet end of the fourth bypass pipe.

[0036] In the above technical solution, by including a fourth bypass pipe and a fifth multi-way proportional valve in the warm air flow path, when the first warm air core is not used for heating the passenger compartment, the coolant in the warm air flow path does not flow through the second heat exchange side, thus avoiding the temperature of the coolant in the warm air flow path rising due to the second heat exchange side. When the coolant flows through the electric drive flow path, it helps to remove the heat from the electric drive assembly, resulting in a better cooling effect for the electric drive assembly.

[0037] According to some embodiments of this application, the thermal management system includes a cooling fan, wherein the electric drive radiator, the air-cooled condenser, and the engine radiator are all located in front of the cooling fan, and the electric drive radiator and the air-cooled condenser are both located in front of the engine radiator and arranged in a vertical direction.

[0038] In the above technical solution, since the engine radiator has a high temperature, by placing the electric drive radiator, air-cooled condenser, and engine radiator all in front of the cooling fan, and by placing the electric drive radiator and air-cooled condenser in front of the engine radiator, air can circulate in the front-back direction, avoiding heat accumulation and improving the heat dissipation effect of the electric drive radiator, air-cooled condenser, and engine radiator. By arranging the electric drive radiator and air-cooled condenser in the vertical direction, compared with the front-back arrangement of the electric drive radiator and air-cooled condenser in related technologies, the vertical arrangement can reduce mutual obstruction between the electric drive radiator and air-cooled condenser, making the heat dissipation effect of the electric drive radiator and air-cooled condenser better. It can also make the electric drive radiator, air-cooled condenser, and engine radiator more compact and reduce the energy consumption of the cooling fan.

[0039] A vehicle according to a second aspect of this application includes: a thermal management system for a vehicle according to a first aspect of this application.

[0040] According to the vehicle embodiment of this application, by providing a thermal management system as described in the first aspect embodiment, the heater core, battery core, and electric drive core together form a coolant circulation loop, allowing them to share the same piping system. This reduces the space occupied by the thermal management system within the vehicle. When the first heater core is used for heating the passenger compartment, the heat dissipated by the liquid-cooled condenser during refrigerant condensation is exchanged with the coolant in the heater core via the first coolant side. This heat can reduce the heating pressure on the electric heater in the heater core, allowing a smaller power electric heater to meet the heating needs of the first heater core. The requirements allow for a smaller size of the electric heater. Furthermore, by utilizing the heat absorbed by the battery cooler during refrigerant evaporation and exchanging heat with the coolant in the heater core via the second coolant side, the temperature of the coolant in the battery core can be reduced. When the coolant flows through the electric drive core, it can dissipate heat from the electric drive assembly, reducing the heat dissipation pressure on the electric drive radiator. This allows a smaller power electric drive radiator to meet the heat dissipation needs of the electric drive assembly, thus reducing the size of the electric drive radiator. The smaller size of the electric heater and electric drive radiator further reduces the space occupied by the thermal management system inside the vehicle.

[0041] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0042] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of a refrigerant circulation loop provided in an embodiment of this application; Figure 2 This is a schematic diagram of a coolant circulation loop provided in an embodiment of this application; Figure 3 This is a schematic diagram of a refrigerant circulation loop provided in an embodiment of this application, wherein an air-cooled condenser is connected to the refrigerant circulation loop; Figure 4 This is a schematic diagram of a coolant circulation loop provided in an embodiment of this application, wherein the battery flow path, the heater flow path, and the electric drive flow path are all connected; Figure 5 yes Figure 4 The diagram shows the coolant circulation loop in the battery circuit, where the battery flow path, heater flow path, and electric drive flow path are all connected, and there is no heat exchange between the battery flow path and the power battery. Figure 6 This is a schematic diagram of a coolant circulation loop provided in another embodiment of this application, wherein the battery flow path and the electric drive flow path are connected, while the heater flow path is not connected; Figure 7 This is a schematic diagram of a refrigerant circulation loop provided in an embodiment of this application, wherein a liquid-cooled condenser is connected to the refrigerant circulation loop; Figure 8 This is a schematic diagram of a coolant circulation loop provided in another embodiment of this application, wherein the battery flow path, the heater flow path, and the electric drive assembly heat dissipation flow path are connected, while the electric drive radiator flow path is not connected; Figure 9 yes Figure 8 The diagram shows the coolant circulation loop in the battery, heater, and electric drive assembly heat dissipation loops, while the electric drive radiator loop is not connected, and there is no heat exchange between the battery and the power battery. Figure 10 This is a schematic diagram of a coolant circulation loop provided in another embodiment of this application, wherein the battery flow path, the heater flow path, and the electric drive assembly heat dissipation flow path are connected, while the electric drive radiator flow path is not connected.

[0043] Figure label: 10. Refrigerant circulation loop; 11. Compressor; 12. Condensation path; 121. Air-cooled condenser; 122. Liquid-cooled condenser; 1221. First refrigerant side; 1222. First coolant side; 13. Evaporation path; 131. Expansion valve; 132. Air conditioning evaporator; 133. Battery cooler; 1331. Second refrigerant side; 1332. Second coolant side; 14. Receiver / drier tank; 15. Coaxial tube; 20. Coolant circulation loop; 21. Second bypass line; 201. Third multi-way proportional valve; 22. Water tank; 221. Water supply line; 222. Air return line; 30. Warm air flow path; 31. Electric heater; 32. First warm air core; 33. Fourth bypass pipe; 331. Fifth multi-way proportional valve; 40. Battery flow path; 401. First multi-way proportional valve; 402. Second multi-way proportional valve; 41. First branch; 42. Second branch; 421. Second water pump; 422. Power battery; 423. First temperature sensor; 43. First bypass pipeline; 50. Electric drive flow path; 51. Electric drive assembly heat dissipation flow path; 510. Electric drive assembly; 511. Motor; 512. Front motor; 513. Rear motor; 514. Controller; 515. Front drive heat dissipation branch; 516. Rear drive heat dissipation branch; 52. Water pump flow path; 521. First water pump; 53. Electric drive radiator flow path; 533. Electric drive radiator; 534. Second heater core; 54. Third bypass pipe; 541. Fourth multi-way proportional valve; 55. First auxiliary radiator; 56. Second auxiliary radiator; 60. First connecting pipe; 61. Second temperature sensor; 70. Intercooler flow path; 71. Water-cooled intercooler; 72. Two-way valve; 80. Cooling fan; 81. Engine heat exchanger; 811. First heat exchange side; 812. Second heat exchange side; 82. Engine radiator. Detailed Implementation

[0044] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0045] The following is for reference. Figures 1-10 A thermal management system for a vehicle according to an embodiment of this application is described.

[0046] refer to Figures 1-10 The first aspect of this application provides a vehicle thermal management system, including a refrigerant circulation loop 10 and a coolant circulation loop 20.

[0047] The refrigerant circulation loop 10 includes a compressor 11, a condensing flow path 12, and an evaporating flow path 13 arranged in series. The condensing flow path 12 includes the refrigerant side of an air-cooled condenser 121 and a liquid-cooled condenser 122. The refrigerant side of the liquid-cooled condenser 122 is a first refrigerant side 1221, which is connected in parallel with the air-cooled condenser 121. The evaporating flow path 13 includes the refrigerant side of a throttle valve 131, an air conditioning evaporator 132, and a battery cooler 133. The refrigerant side of the battery cooler 133 is a second refrigerant side 1331, which is connected in parallel with the air conditioning evaporator 132. The air conditioning evaporator 132 is used to regulate the temperature of the passenger compartment.

[0048] The coolant circulation loop 20 includes a heater flow path 30, a battery flow path 40, and an electric drive flow path 50. The battery flow path 40 is connected in parallel with the heater flow path 30 and then connected in series with the electric drive flow path 50. The coolant side of the liquid-cooled condenser 122 is the first coolant side 1222. The heater flow path 30 includes the first coolant side 1222, the electric heater 31, and the first heater core 32, which are connected in series. The first heater core 32 is used to regulate the temperature of the passenger compartment. The coolant side of the battery cooler 133 is the second coolant side 1332. The battery flow path 40 includes the second coolant side 1332 and is used to regulate the temperature of the power battery 422. The electric drive flow path 50 includes the first water pump 521 and the electric drive radiator 533, which are connected in series. The electric drive flow path 50 is used to dissipate heat from the electric drive assembly 510.

[0049] For example, the coolant in the coolant circulation loop 20 can be water, and the hot piping system can also include a water tank 22. The water tank 22 is connected to the coolant circulation loop 20 through a water supply pipe 221 to supply water to the coolant circulation loop 20, and to recover air bubbles in the coolant circulation loop 20 through a return air pipe 222 to prevent air bubbles from affecting the normal flow of coolant in the coolant circulation loop 20.

[0050] For example, a liquid storage and drying tank 14 may also be provided in the refrigerant circulation loop 10. The liquid storage and drying tank 14 is located between the condensation flow path 12 and the evaporation flow path 13. The liquid storage and drying tank 14 is used to temporarily store liquid refrigerant and absorb excess moisture in the refrigerant.

[0051] For example, the refrigerant circulation loop 10 may also include a coaxial tube 15, which includes an inner tube and an outer tube arranged coaxially. The coaxial tube 15 is located at the inlet and outlet ends of the evaporation flow path 13. When the refrigerant flows from the condensation flow path 12 into the evaporation flow path 13, it can flow through the inner tube of the coaxial tube 15 and then into the evaporation flow path 13. When the refrigerant flows from the evaporation flow path 13 to the compressor 11, it can flow through the outer tube of the coaxial tube 15 and then out of the evaporation flow path 13. The refrigerant in the inner tube can exchange heat with the refrigerant in the outer tube, which raises the temperature of the refrigerant in the outer tube and causes the refrigerant in the outer tube to completely vaporize, thus preventing the compressor 11 from being liquid-sluged.

[0052] For example, the electric heater 31 can be a resistance heater with a power of about one kilowatt.

[0053] For example, both the air-cooled condenser 121 and the liquid-cooled condenser 122 are equipped with two-way valves 72 in their condensation flow paths 12.

[0054] The connection between the first refrigerant side 1221 and the first coolant side 1222 enables heat exchange between them, for example, by thermally conducting a connection. Similarly, the connection between the second refrigerant side 1331 and the second coolant side 1332 enables heat exchange between them, for example, by thermally conducting a connection.

[0055] For example, the direction of liquid flow in the flow path can be referenced by the direction indicated by the arrow in the attached figure. Flow paths with liquid flow can be referenced by the solid lines in the attached figure, and flow paths without liquid flow can be referenced by the dashed lines in the attached figure.

[0056] For example, refer to Figures 3-4When the temperature of the passenger compartment and the power battery 422 are high, and cooling of the passenger compartment and the power battery 422 is required, the two-way valve 72 in the refrigerant circulation loop 10 controls the condensing flow path 12 where the air-cooled condenser 121 is located to be connected and the condensing flow path 12 where the first refrigerant side 1221 is located to be disconnected. The throttle valve 131 controls the second refrigerant side 1331 and the evaporating flow path 13 where the air conditioning evaporator 132 is located to be connected. The compressor 11 can discharge the compressed refrigerant and make the refrigerant flow through the refrigerant side of the air-cooled condenser 121 and then flow to the evaporating flow path 13. After the refrigerant flows through the second refrigerant side 1331 and the air conditioning evaporator 132 which are connected in parallel, it flows back to the compressor 11 and is compressed again. During this process, the cooling energy generated by the air conditioning evaporator 132 can be transferred to the passenger compartment, thereby lowering the temperature of the passenger compartment. The cooling energy emitted by the second refrigerant side 1331 can be transferred to the second coolant side 1332 and used to cool the power battery 422 through the battery flow path 40. After the coolant flows out of the battery flow path 40, it flows through the electric drive flow path 50 to dissipate heat from the electric drive assembly 510.

[0057] For example, refer to Figures 7-8 When the temperature of the passenger compartment is low and the temperature of the power battery 422 is high, requiring cooling of the power battery 422 and heating of the passenger compartment, the two-way valve 72 in the refrigerant circulation loop 10 controls the condensing flow path 12 of the air-cooled condenser 121 to be disconnected and the condensing flow path 12 of the liquid-cooled condenser to be connected. The throttle valve 131 controls the evaporating flow path 13 of the second refrigerant side 1331 to be connected and the evaporating flow path 13 of the air conditioning evaporator 132 to be disconnected. The compressor 11 can discharge the compressed refrigerant and make the refrigerant flow through the first refrigerant side 1221 and then flow to the evaporating flow path 13. After the refrigerant flows through the second refrigerant side 1331, it flows back to the compressor 11 and is compressed again. In this process, the cold energy emitted by the second refrigerant side 1331 can be transferred to the second coolant side 1332 through heat exchange, and used to cool the power battery 422 in the battery flow path 40. The heat emitted by the first refrigerant side 1221 can be transferred to the first coolant side 1222 in the coolant circulation loop 20 through heat exchange. When the coolant flows through the first coolant side 1222 and the electric heater 31, the temperature of the coolant gradually increases. When the coolant flows through the first heater core 32, the first heater core 32 exchanges heat with the coolant, causing the temperature of the first heater core 32 to rise. The heat of the first heater core 32 can be transferred to the passenger compartment, causing the temperature of the passenger compartment to rise. After the coolant flows out from the battery flow path 40 and the heater flow path 30, it flows through the electric drive flow path 50 to dissipate heat from the electric drive assembly 510 and cause the temperature of the coolant to rise.

[0058] For example, refer to Figure 7 , Figure 10When the temperature of the passenger compartment and the temperature of the power battery 422 are both low, and heating of the power battery 422 and the passenger compartment is required, the refrigerant circulation path can be deactivated. When the coolant flows through the electric heater 31, the temperature of the coolant increases. When the coolant flows through the first heater core 32, the first heater core 32 exchanges heat with the coolant, causing the temperature of the first heater core 32 to increase. The heat from the first heater core 32 can be transferred to the passenger compartment, causing the temperature of the passenger compartment to increase. When the coolant flows through the battery flow path 40, the power battery 422 exchanges heat with the coolant, causing the temperature of the power battery 422 to increase. After the coolant flows out from the battery flow path 40 and the heater flow path 30, it flows through the electric drive flow path 50 to dissipate heat from the electric drive assembly 510 and cause the temperature of the coolant to increase.

[0059] For example, refer to Figure 5 When the temperature of the passenger compartment and the temperature of the power battery 422 are suitable, the refrigerant circulation path and the electric heater 31 can be stopped. When the coolant in the coolant circulation loop 20 flows through the power battery 422 and the electric drive assembly 510, it can cool the power battery 422 and the electric drive assembly 510 through natural circulation.

[0060] By having the heater air flow path 30, battery flow path 40, and electric drive flow path 50 jointly form a coolant circulation loop 20, the coolant can flow through the heater air flow path 30 through the first heater core 32 to regulate the temperature of the passenger compartment, and it can also flow through the electric drive flow path 50 through the electric drive assembly 510 to dissipate heat from the electric drive assembly 510. The heater air flow path 30, battery flow path 40, and electric drive flow path 50 share the same piping system, reducing the space occupied by the vehicle's piping.

[0061] By connecting the first coolant side 1222 in series with the heater flow path 30, the heat dissipated by the liquid-cooled condenser 122 during refrigerant condensation can be utilized to reduce the heating pressure on the electric heater 31 in the heater flow path 30 when heating is required in the passenger compartment. This allows the smaller-power electric drive radiator 533 to meet the heating requirements of the first heater core 32, thus enabling the electric heater 31 to be manufactured in a smaller size. Furthermore, when the vehicle ambient temperature is high, the second coolant side 1332 in the battery flow path 40 can lower the temperature of the coolant in the battery flow path 40 when regulating the temperature of the power battery 422. When the coolant flows through the electric drive flow path 50, it can interact with the electric drive assembly 510. Heat exchange is performed to dissipate heat from the electric drive assembly 510. Compared with related technologies that only use the electric drive radiator 533 to dissipate heat from the electric drive assembly 510, the battery cooler 133 absorbs heat during the refrigerant evaporation process to reduce the temperature of the coolant in the electric drive flow path 50. This makes the cooling efficiency of the coolant on the electric drive assembly 510 higher, reduces the heat dissipation pressure on the electric drive radiator 533, and allows a smaller power electric drive radiator 533 to meet the heat dissipation requirements of the electric drive assembly 510. As a result, the manufacturing size of the electric drive radiator 533 can be smaller, which can further reduce the space occupied by the thermal management system in the vehicle interior, reduce the vehicle weight, and lower the vehicle production cost.

[0062] According to the vehicle thermal management system of this application embodiment, by making the heater air flow path 30, battery flow path 40 and electric drive flow path 50 jointly form a coolant circulation loop 20, the heater air flow path 30, battery flow path 40 and electric drive flow path 50 share the same piping system, reducing the space occupied by the thermal management system inside the vehicle. When the first heater core 32 is used for heating the passenger compartment, the heat dissipated by the liquid-cooled condenser 122 during the refrigerant condensation process is used to exchange heat with the coolant in the heater air flow path 30 through the first coolant side 1222. This heat can be used to reduce the heating pressure of the electric heater 31 in the heater air flow path 30, so that the lower power electric heater 31 can also meet the heating requirements of the first heater core 32, thereby... This allows for a smaller manufacturing size of the electric heater 31. Furthermore, by utilizing the heat absorbed by the battery cooler 133 during refrigerant evaporation and exchanging heat with the coolant in the warm air flow path 30 via the second coolant side 1332, the temperature of the coolant in the battery flow path 40 can be reduced. When the coolant flows through the electric drive flow path 50, it can dissipate heat from the electric drive assembly 510, reducing the heat dissipation pressure on the electric drive radiator 533. This allows the lower-power electric drive radiator 533 to meet the heat dissipation requirements of the electric drive assembly 510, thereby reducing the manufacturing size of the electric drive radiator 533. Since the electric heater 31 and the electric drive radiator 533 are smaller, the space occupied by the thermal management system inside the vehicle can be further reduced.

[0063] refer to Figures 4-6 , Figures 8-10 According to some embodiments of this application, the battery flow path 40 includes a first multi-way proportional valve 401 and a first branch 41 and a second branch 42 arranged in series. The first branch 41 includes a second coolant side 1332, and the power battery 422 has a battery heat exchange flow channel. The second branch 42 includes a second water pump 421 arranged in series and a battery heat exchange flow channel. The three valve ports of the first multi-way proportional valve 401 are respectively connected to the inlet end of the first branch 41, the outlet end of the second branch 42 and the inlet end of the warm air flow path 30. The inlet end of the second branch 42 is connected to the outlet end of the warm air flow path 30, and the outlet end of the first branch 41 is connected to the inlet end of the second branch 42.

[0064] For example, the first multi-way proportional valve can be a three-way proportional valve.

[0065] For example, when the battery temperature is high and needs to be cooled, the first multi-way proportional valve 401 connects the outlet of the second branch 42 with the inlet of the warm air flow path 30, and the outlet of the second branch 42 connects with the inlet of the first branch 41. The coolant in the warm air flow path 30 flows into the second branch 42 from the outlet of the warm air flow path 30, and the coolant in the first branch 41 flows into the second branch 42 from the outlet of the first branch 41. The coolant in the second branch 42 flows through the second water pump 421 and, driven by the second water pump 421, flows through the battery heat exchange channel to exchange heat with the power battery 422, thereby lowering the battery temperature. The coolant flowing out of the second branch 42 flows back to the first branch 41 and the warm air flow path 30 from the inlet of the first branch 41 and the inlet of the warm air flow path 30, respectively, through the first multi-way proportional valve 401.

[0066] For example, when the battery temperature is low and heating is required, the first multi-way proportional valve 401 connects the outlet of the second branch 42 with the inlet of the warm air flow path 30, and disconnects the outlet of the second branch 42 from the inlet of the first branch 41. The coolant in the warm air flow path 30 flows into the second branch 42 from the outlet of the warm air flow path 30, and flows through the battery heat exchange channel under the drive of the second water pump 421 to exchange heat with the power battery 422, thereby raising the battery temperature. The coolant flowing out of the second branch 42 flows back to the warm air flow path 30 from the inlet of the warm air flow path 30 through the first multi-way proportional valve 401.

[0067] In the above technical solution, by providing a first multi-way proportional valve 401 and a first branch 41 and a second branch 42 connected in series, the temperature of the coolant flowing through the first branch 41 can be reduced by utilizing the second coolant side 1332 of the first branch 41. The cooled coolant can be used to reduce the temperature of the power battery 422, and can also dissipate heat for the electric drive assembly 510 when the coolant flows through the electric drive flow path 50, reducing the heat dissipation pressure of the electric drive radiator 533. This allows the smaller power electric drive radiator 533 to meet the heat dissipation requirements of the electric drive assembly 510, thereby reducing the size of the electric drive radiator 533 and thus reducing the space occupied by the thermal management system inside the vehicle.

[0068] refer to Figure 4 According to some embodiments of this application, the second branch 42 is provided with a first temperature sensor 423, which is located between the first water pump 521 and the battery heat exchange channel, and is used to detect the coolant temperature of the second branch 42. The first multi-way proportional valve 401 is electrically connected to the first temperature sensor 423.

[0069] For example, the coolant temperature of the second branch 42 can be controlled between 20 and 35°C.

[0070] For example, when the first temperature sensor 423 detects that the coolant temperature of the second branch 42 is low, the first temperature sensor 423 can transmit an electrical signal to the first multi-way proportional valve 401. The first multi-way proportional valve 401 can make the coolant flow rate ratio at the inlet end connected to the first branch 41 smaller and the coolant flow rate ratio at the inlet end connected to the heater flow path 30 larger, thereby making the coolant flow rate ratio flowing into the battery flow path 40 in the heater flow path 30 higher, and thus raising the coolant temperature of the second branch 42.

[0071] For example, when the first temperature sensor 423 detects that the coolant temperature of the first branch 41 is high, the second temperature sensor 61 can transmit an electrical signal to the first multi-way proportional valve 401. The first multi-way proportional valve 401 can increase the coolant flow rate at the inlet end connected to the first branch 41 and decrease the coolant flow rate at the inlet end connected to the heater flow path 30, thereby reducing the proportion of coolant flowing from the heater flow path 30 into the battery flow path 40 and lowering the coolant temperature in the second branch 42.

[0072] In the above technical solution, by setting a first temperature sensor 423 in the second branch 42 and placing the first temperature sensor 423 between the first water pump 521 and the battery heat exchange channel, the temperature of the coolant before flowing into the battery heat exchange channel can be measured. By electrically connecting the first multi-way proportional valve 401 to the first temperature sensor 423, the ratio of coolant flowing into the second branch 42 into the warm air flow path 30 and the first branch 41 can be adjusted according to the temperature measured by the first temperature sensor 423. This adjusts the ratio of coolant flowing back to the second branch 42 from the outlet of the warm air flow path 30 to the outlet of the first branch 41, causing the temperature of the coolant in the second branch 42 to rise or fall. This helps to control the temperature of the coolant in the second branch 42 within a suitable temperature range, making it easier to maintain the power battery 422 within a suitable operating temperature range.

[0073] refer to Figures 4-5 According to some embodiments of this application, the battery flow path 40 further includes a first bypass pipe 43 and a second multi-way proportional valve 402. The first bypass pipe 43 is arranged in parallel with the battery heat exchange flow path. The second multi-way proportional valve 402 is located in the second branch 42. The outlet end of the battery heat exchange flow path and the outlet end of the first bypass pipe 43 are respectively connected to two valve ports of the second multi-way proportional valve 402. The other valve port of the second multi-way proportional valve 402 is connected to one valve port of the first multi-way proportional valve 401.

[0074] For example, the second multi-way proportional valve can be a three-way proportional valve.

[0075] For example, when the temperature of the power battery 422 is low or high, and heating or cooling of the power battery 422 is required, the second multi-way proportional valve 402 can connect the outlet end of the heat exchange channel of the power battery 422 to the valve port of the first multi-way proportional valve 401, and disconnect the outlet end of the first bypass pipe 43 from the valve port of the first multi-way proportional valve 401, so that the coolant flows through the battery heat exchange channel and exchanges heat with the power battery 422; when the temperature of the power battery 422 is suitable and heat exchange between the coolant and the power battery 422 is not required, the second multi-way proportional valve 402 can disconnect the outlet end of the heat exchange channel of the power battery 422 from the valve port of the first multi-way proportional valve 401, and connect the outlet end of the first pipe to the valve port of the first multi-way proportional valve 401, so that the coolant circulates through the first bypass pipe 43.

[0076] In the above technical solution, by providing a first bypass pipe 43 and a second multi-way proportional valve 402, the first bypass pipe 43 is connected in parallel with the battery heat exchange channel. By controlling the opening and closing of the outlet end of the first bypass pipe 43 and the outlet end of the battery heat exchange channel through the second multi-way proportional valve 402, it is possible to control whether the coolant flows through the battery heat exchange channel, so as to regulate the temperature of the power battery 422 and make it easier to maintain the power battery 422 within a suitable operating temperature range.

[0077] refer to Figures 4-6 According to some embodiments of this application, the thermal management system includes a second bypass pipe 21 and a third multi-way proportional valve 201. The second bypass pipe 21 is connected in parallel with the warm air flow path 30. The three valve ports of the third multi-way proportional valve 201 are respectively connected to the outlet end of the electric drive flow path 50, the inlet end of the warm air flow path 30, and the inlet end of the second bypass pipe 21.

[0078] For example, the third multi-way proportional valve can be a three-way proportional valve.

[0079] For example, when the temperature in the passenger compartment is low, the third multi-way proportional valve 201 can connect the outlet end of the electric drive flow path 50 with the inlet end of the warm air flow path 30, and connect or disconnect the outlet end of the electric drive flow path 50 with the inlet end of the second bypass pipe 21 according to the heating demand. At this time, the coolant flows through the first coolant side 1222, the electric heater 31 and the first warm air core 32 arranged in series in sequence, and the first warm air core 32 is used to regulate the temperature of the passenger compartment.

[0080] For example, when the temperature of the passenger compartment is high and heating is not required, and the electric drive flow path 50 can be naturally cooled by the coolant circulation to meet the heat dissipation requirements of the electric drive assembly 510, the third multi-way proportional valve 201 can disconnect the outlet end of the electric drive flow path 50 from the inlet end of the warm air flow path 30 and connect the outlet end of the electric drive flow path 50 to the inlet end of the second bypass pipe 21, so that the coolant flows into the electric drive flow path 50 through the second bypass pipe 21 to dissipate heat from the electric drive assembly 510, and then dissipates heat from the coolant through the electric drive radiator 533.

[0081] For example, when the temperature of the passenger compartment is high and heating is not required, and the electric drive flow path 50 cannot naturally cool down through coolant circulation to meet the heat dissipation requirements of the electric drive assembly 510, the third multi-way proportional valve 201 can connect the outlet end of the electric drive flow path 50 with the inlet end of the warm air flow path 30 and the outlet end of the electric drive flow path 50 with the inlet end of the second bypass pipe 21. At this time, the coolant can flow through the battery flow path 40 connected in parallel with the warm air flow path 30 and exchange heat with the second coolant side 1332 to reduce the temperature of the coolant. When the coolant flows through the electric drive flow path 50, it can exchange heat with the electric drive assembly 510 to dissipate heat.

[0082] In the above technical solution, by providing a second bypass pipe 21 and a third multi-way proportional valve 201, the second bypass pipe 21 is connected in parallel with the warm air flow path 30. The third multi-way proportional valve 201 controls the ratio of coolant flowing into the warm air flow path 30 to coolant flowing into the second bypass pipe 21, thereby controlling the temperature of coolant flowing into the electric drive flow path 50. This makes it easier to maintain the electric drive assembly 510 within a suitable operating temperature range. Furthermore, when the warm air flow path 30 is not in operation, the third multi-way proportional valve 201 can also close the warm air flow path 30, which helps to reduce the energy consumption of the thermal management system.

[0083] refer to Figure 8 According to some embodiments of this application, the thermal management system includes a first connecting pipe 60 and a second temperature sensor 61. One end of the first connecting pipe 60 is connected to the outlet end of the second bypass pipe 21 and the outlet end of the warm air flow path 30, and the other end of the first connecting pipe 60 is connected to the inlet end of the electric drive flow path 50. The second temperature sensor 61 is disposed in the first connecting pipe 60 and is used to detect the coolant temperature of the first connecting pipe 60. A third multi-way proportional valve 201 is electrically connected to the second temperature sensor 61, and the second temperature sensor 61 is electrically connected to the electric heater 31.

[0084] For example, the coolant temperature of the first connecting pipe 60 can be controlled between 40 and 65°C.

[0085] For example, when the first heater core 32 is used to regulate the temperature of the passenger compartment, when the second temperature sensor 61 detects that the coolant temperature of the first connecting pipe 60 is low, the second temperature sensor 61 can transmit an electrical signal to the third multi-way proportional valve 201. The third multi-way proportional valve 201 can make the coolant flow rate ratio at the inlet end of the heater flow path 30 larger and the coolant flow rate ratio in the second bypass pipe 21 smaller. The second temperature sensor 61 can also transmit an electrical signal to the electric heater 31, so that the heat output of the electric heater 31 increases and the coolant temperature in the first connecting pipe 60 increases.

[0086] For example, when the first heater core 32 is used to regulate the temperature of the passenger compartment, when the second temperature sensor 61 detects that the coolant temperature of the first connecting pipe 60 is low, the second temperature sensor 61 can transmit an electrical signal to the third multi-way proportional valve 201. The third multi-way proportional valve 201 can make the coolant flow rate ratio at the inlet end of the heater flow path 30 smaller and the coolant flow rate ratio in the second bypass pipe 21 larger. The second temperature sensor 61 can also transmit an electrical signal to the electric heater 31 to reduce the heat generated by the electric heater 31 and lower the coolant temperature in the first connecting pipe 60.

[0087] In the above technical solution, by providing a second temperature sensor 61 in the first connecting pipe 60 and connecting the second temperature sensor 61 to the inlet end of the electric drive flow path 50, it is convenient to measure the temperature of the coolant before it enters the electric drive flow path 50. Furthermore, by electrically connecting the third multi-way proportional valve 201 to the second temperature sensor 61, and the second temperature sensor 61 to the electric heater 31, the proportion of coolant flowing from the third multi-way proportional valve 201 to the warm air flow path 30 and the second bypass pipe 21 can be adjusted according to the temperature measured by the second temperature sensor 61. This allows the temperature of the coolant in the first connecting pipe 60 to be adjusted. Alternatively, the temperature of the coolant in the warm air flow path 30 can be raised or lowered by adjusting the heat output of the electric heater 31, thus adjusting the temperature of the coolant in the first connecting pipe 60. This helps to control the temperature of the coolant flowing into the electric drive flow path 50 within a suitable temperature range, making it easier for the electric drive assembly 510 to maintain a suitable operating temperature range, and also helps to reduce the energy consumption of the electric heater 31.

[0088] refer to Figure 8 According to some embodiments of this application, the thermal management system includes a first connecting pipe 60, one end of which is connected to the outlet end of a second bypass pipe 21 and the outlet end of a warm air flow path 30. The electric drive flow path 50 includes an electric drive assembly heat dissipation flow path 51, a water pump flow path 52, and an electric drive radiator flow path 53. The other end of the first connecting pipe 60 is connected to the inlet end of the electric drive assembly heat dissipation flow path 51. The water pump flow path 52 is connected in series between the electric drive assembly heat dissipation flow path 51 and the electric drive radiator flow path 53. The outlet end of the electric drive radiator flow path 53 is connected to one of the valve ports of a third multi-way proportional valve 201. The water pump flow path 52 includes a first water pump 521. The electric drive assembly heat dissipation flow path 51 is used to dissipate heat from the electric drive assembly 510. The electric drive radiator flow path 53 includes an electric drive radiator 533.

[0089] For example, coolant can flow from the first connecting pipe 60 into the electric drive assembly heat dissipation flow path 51 to exchange heat with the electric drive assembly 510 and dissipate heat from the electric drive assembly 510. After being pressurized by the water pump flow path 52, it flows into the electric drive radiator flow path 53. In the electric drive radiator flow path 53, the coolant can exchange heat with the air to reduce the temperature of the coolant. The coolant then flows through the third multi-way proportional valve 201 into the heater flow path 30 or the second bypass pipe 21 for circulation.

[0090] For example, the electric drive radiator flow path 53 may also include a first auxiliary radiator 55 and a second auxiliary radiator 56. The first auxiliary radiator 55 and the second auxiliary radiator 56 are located downstream of the electric drive radiator 533 and are connected in parallel. The coolant can flow through the electric drive radiator flow path and then through the first auxiliary radiator 55 and the second auxiliary radiator 56 respectively to help reduce the temperature of the coolant. Then, it can flow into the warm air flow path 30 or the second bypass pipe 21 through the third multi-way proportional valve 201 for circulation.

[0091] In the above technical solution, by connecting the water pump flow path 52 in series between the electric drive assembly heat dissipation flow path 51 and the electric drive radiator flow path 53, the coolant flows sequentially through the electric drive assembly heat dissipation flow path 51, the water pump flow path 52, and the electric drive assembly heat dissipation flow path 51. The coolant first flows through the electric drive assembly heat dissipation flow path 51 to dissipate heat from the electric drive assembly 510, and then flows through the electric drive radiator 533 after being pressurized by the water pump flow path 52 to dissipate heat from the coolant. This can make the water pump drive the coolant to circulate more efficiently.

[0092] refer to Figure 2 According to some embodiments of this application, the electric drive flow path 50 includes a third bypass pipe 54 and a fourth multi-way proportional valve 541. The third bypass pipe 54 is arranged in parallel with the electric drive radiator flow path 53. The three valve ports of the fourth multi-way proportional valve 541 are respectively connected to the outlet end of the water pump flow path 52, the outlet end of the electric drive radiator flow path 53, and one valve port of the third multi-way proportional valve 201.

[0093] For example, when the coolant temperature in the electric drive assembly cooling flow path 51 is high, the fourth multi-way proportional valve 541 can disconnect the outlet end of the water pump flow path 52 and connect the outlet end of the electric drive radiator flow path 53 to one valve port of the third multi-way proportional valve 201, so that the coolant flows through the water pump flow path 52 and then into the electric drive radiator flow path 53 to dissipate heat and lower the coolant temperature; when the coolant temperature in the electric drive assembly cooling flow path 51 is low, the fourth multi-way proportional valve 541 can disconnect the outlet end of the electric drive radiator flow path 53 and connect the outlet end of the water pump flow path 52 to one valve port of the third multi-way proportional valve 201, so that the coolant flows through the water pump flow path 52 and then through the third bypass pipe 54 and then back to the heater flow path 30 or the second bypass pipe 21 from the third multi-way proportional valve 201.

[0094] In the above technical solution, by providing a third bypass pipe 54 and a fourth multi-way proportional valve 541, the third bypass pipe 54 is connected in parallel with the electric drive radiator flow path 53. The fourth multi-way proportional valve 541 controls whether the coolant flows into the electric drive radiator flow path 53 or into the third bypass pipe 54, thereby controlling whether the coolant flows through the electric drive radiator 533 for heat dissipation. This can dissipate heat from the coolant when the temperature of the coolant circulation loop 20 is high, making it easier to lower the temperature of the electric drive assembly 510. It can also reduce heat loss from the coolant circulation loop 20 when the first heater core 32 is heating, making it easier to maintain the electric drive assembly 510 and the first heater core 32 within a suitable operating temperature range, thus reducing the energy consumption of the thermal management system.

[0095] For example, the fourth multi-way proportional valve can be a three-way proportional valve.

[0096] refer to Figure 2 According to some embodiments of this application, the electric drive assembly 510 includes a motor 511 and a controller 514. The motor 511 has a motor heat exchange channel, and the controller 514 has a controller heat exchange channel. The electric drive assembly heat dissipation path 51 includes a motor heat exchange channel and a controller heat exchange channel arranged in series.

[0097] For example, controller 514 can be a controller 514 for a vehicle's IPS system (intelligent parking system) or ADC system (analog-to-digital converter system), and controller 514 can be used to control the start and stop of the motor.

[0098] For example, when the coolant flows through the heat dissipation path 51 of the electric drive assembly, it can flow through the heat exchange path of the motor to exchange heat with the motor 511, and flow through the heat exchange path of the controller to exchange heat with the controller 514, so as to reduce the temperature of the electric drive assembly 510.

[0099] In the above technical solution, by connecting the heat exchange channel of the motor and the heat exchange channel of the controller in series, the motor 511 and the controller 514 can be cooled continuously, making the heat dissipation path 51 of the electric drive assembly simpler, thereby reducing the space occupied by the thermal management system inside the vehicle.

[0100] refer to Figure 2 According to some embodiments of this application, the controller heat exchange channel is located upstream of the motor heat exchange channel.

[0101] For example, when the coolant flows through the electric drive cooling assembly flow path, it can first flow through the heat exchange channel of the controller 514 to exchange heat with the controller 514, and then flow through the heat exchange channel of the motor to exchange heat with the motor.

[0102] In the above technical solution, by placing the controller heat exchange channel upstream of the motor heat exchange channel, the coolant can first cool the controller 514 and then cool the motor assembly, thus preventing the controller 514 from overheating.

[0103] refer to Figures 8-10 According to some embodiments of this application, the electric drive assembly heat dissipation flow path 51 further includes a second heater core 534, which is connected in series between the controller heat exchange flow path and the motor heat exchange flow path. The second heater core 534 is used to regulate the temperature of the passenger compartment. The second heater core 534 is located at the rear of the vehicle, and the first heater core 32 is located at the front of the vehicle.

[0104] For example, when the coolant flows into the heat dissipation flow path 51 of the electric drive assembly, it first flows through the controller heat exchange channel to exchange heat with the controller 514, causing the coolant temperature to rise and the controller 514 temperature to drop. Then it flows through the second heater core 534 to regulate the temperature of the passenger compartment, causing the coolant temperature to drop. Finally, it flows through the motor heat exchange channel to exchange heat with the motor 511, causing the coolant temperature to rise and the motor 511 temperature to drop.

[0105] In the above technical solution, by connecting the second heater core 534 in series between the heat exchange channel of the controller 514 and the heat exchange channel of the motor, the second heater core 534 can use the heat dissipated by the controller 514 to the coolant to heat the passenger compartment. It can also reduce the temperature of the coolant flowing into the heat exchange channel of the motor, making the heat dissipation effect of the coolant on the heat exchange channel of the motor better, making fuller use of the heat and cold energy of the coolant, which is conducive to reducing the energy consumption of the thermal management system. It can also make the heat dissipation flow path 51 of the electric drive assembly more compact and reduce the space occupied by the thermal management system in the vehicle interior.

[0106] refer to Figure 2 According to some embodiments of this application, the electric drive assembly 510 includes a motor 511, the motor 511 has a motor heat exchange channel, the motor 511 includes a front motor 512 and a rear motor 513, the electric drive assembly heat dissipation channel 51 includes a front drive heat dissipation branch 515 and a rear drive heat dissipation branch 516 arranged in parallel, the front drive heat dissipation branch 515 includes the motor heat exchange channel of the front motor 512, and the rear drive heat dissipation branch 516 includes the motor heat exchange channel of the rear motor 513.

[0107] For example, motor 511 can be a generator or a drive motor.

[0108] For example, the coolant flowing into the motor heat exchange channel can flow into the front drive heat dissipation branch 515 and the rear drive heat dissipation branch 516 respectively. The coolant flowing into the front drive heat dissipation branch 515 flows through the motor heat exchange channel of the front motor 512 and exchanges heat with the front motor 512. The coolant flowing into the rear drive heat dissipation branch 516 flows through the motor heat exchange channel of the rear motor 513 and exchanges heat with the rear motor 513.

[0109] In the above technical solution, by setting the front drive cooling branch 515 and the rear drive cooling branch 516 in parallel, the coolant can flow into the front drive cooling branch 515 and the rear drive cooling branch 516 respectively, and cool the front motor 512 and the rear motor 513 respectively. This allows the front motor 512 and the rear motor 513 to have independent heat exchange channels, avoiding the problem of uneven heat dissipation caused by series design, and making the overall heat dissipation effect of the electric drive assembly 510 better.

[0110] refer to Figure 2 According to some embodiments of this application, the vehicle includes an engine, and the thermal management system further includes an intercooler flow path 70. The intercooler flow path 70 is arranged in parallel with the electric drive assembly heat dissipation flow path 51, and the intercooler flow path 70 includes a water-cooled intercooler 71. A two-way valve 72 is connected in series with the intercooler flow path 70.

[0111] The water-cooled intercooler 71 is used to cool the high-temperature air after turbocharging in the engine, so that the air density increases and the engine can draw in more air, thereby improving the engine's intake efficiency and thus improving the engine's working efficiency.

[0112] For example, when the turbine is working, the two-way valve 72 connected in series with the intercooler flow path 70 is opened, and the coolant in the first connecting pipe 60 can flow into the intercooler flow path 70. The coolant flowing through the intercooler flow path 70 can exchange heat with the high-temperature air to cool it down. When the turbine is not working, the two-way valve 72 is closed, and the coolant in the first connecting pipe 60 flows into the electric drive assembly heat dissipation flow path 51.

[0113] In the above technical solution, by providing a water-cooled intercooler 71, the coolant in the thermal management system can be used to cool the high-temperature air after turbocharging. Furthermore, by connecting the intercooler flow path 70 in parallel with the electric drive assembly heat dissipation flow path 51, and connecting a two-way valve 72 in series in the intercooler flow path 70 to control the opening and closing of the intercooler flow path 70, the intercooler flow path 70 can be opened when the turbo is in the working state and closed when the turbo is not in the working state, thereby reducing the energy consumption of the thermal management system.

[0114] refer to Figures 4-6According to some embodiments of this application, the thermal management system includes a cooling fan 80, an electric drive radiator 533 and an air-cooled condenser 121 located in front of the cooling fan 80, and the electric drive radiator 533 and the air-cooled condenser 121 are arranged in the vertical direction.

[0115] For example, when the electric drive radiator 533 and the air-cooled condenser 121 are dissipating heat, the cooling fan 80 can blow airflow so that the airflow flows in the front-to-back direction and from back to front, thereby carrying away the heat around the electric drive radiator 533 and the air-cooled condenser 121 for heat dissipation.

[0116] In the above technical solution, by placing the electric drive heat sink 533 and the air-cooled condenser 121 in front of the cooling fan 80 and arranging them vertically, compared with the related technology where the electric drive heat sink 533 and the air-cooled condenser 121 are arranged in the front-back direction, the vertical arrangement can reduce the mutual obstruction between the electric drive heat sink 533 and the air-cooled condenser 121, allowing the cooling fan located at the rear to have a better heat dissipation effect on the electric drive heat sink 533 and the air-cooled condenser 121, and also making the electric drive heat sink 533 and the air-cooled condenser 121 more compact, thus reducing the energy consumption of the cooling fan.

[0117] refer to Figures 8-10 According to some embodiments of this application, the vehicle includes an engine, and the thermal management system further includes an engine heat exchanger 81 and an engine radiator 82. The engine heat exchanger 81 includes a first heat exchange side 811 and a second heat exchange side 812 that exchange heat with each other. The first heat exchange side 811 is used for heat exchange with the engine. The first heat exchange side 811 is connected to the engine radiator 82 to form an engine cooling loop. The second heat exchange side 812 is connected in series between the first coolant side 1222 and the electric heater 31.

[0118] For example, the coolant in the cooling circulation loop passes through the first heat exchange side 811 and exchanges heat with the engine, causing the coolant temperature to rise and the engine temperature to drop. The coolant then flows through the engine radiator 82 through the cooling circulation loop, causing the coolant temperature to drop. The cooled coolant then continues to flow back to the first heat exchange side 811 through the cooling circulation loop.

[0119] For example, the coolant in the warm air flow path 30 can flow sequentially through the first coolant side 1222, the second heat exchange side 812, the electric heater 31, and the first warm air core 32. The first heat exchange side 811 and the second heat exchange side 812 exchange heat, which can raise the temperature of the coolant flowing through the second heat exchange side 812. Finally, the coolant flows through the first warm air core 32 and uses the heat to raise the temperature of the passenger compartment.

[0120] In the above technical solution, by exchanging heat between the first heat exchange side 811 and the engine, and then exchanging heat between the first heat exchange side 811 and the second heat exchange side 812, and by connecting the second heat exchange side 812 in series between the first coolant side 1222 and the heater, the temperature of the coolant flowing through the second heat exchange side 812 can be increased to provide heating for the passenger compartment by the first heater core 32. This can both assist in engine cooling and utilize the heat from the first heat exchange side 811 to raise the temperature of the coolant in the heater flow path 30, thereby reducing the heat demand of the first heater core 32 on the electric heater 31 and saving energy consumption of the thermal management system.

[0121] refer to Figures 8-10 According to some embodiments of this application, the warm air flow path 30 includes a fourth bypass pipe 33 and a fifth multi-way proportional valve 331. The fourth bypass pipe 33 is connected in series between the first coolant side 1222 and the electric heater 31, and the fourth bypass pipe 33 is connected in parallel with the second heat exchange side 812. The three valve ports of the fifth multi-way proportional valve 331 are respectively connected to the outlet end of the first coolant side 1222, the inlet end of the second heat exchange side 812, and the inlet end of the fourth bypass pipe 33.

[0122] For example, the fifth multi-way proportional valve can be a three-way proportional valve.

[0123] For example, when the first heater core 32 is used for heating the passenger compartment, the fourth bypass pipe 33 connects the outlet end of the first coolant side 1222 and the inlet end of the second heat exchange side 812, allowing the coolant in the heater flow path 30 to flow through the second heat exchange side 812 and exchange heat with the first heat exchange side 811, raising the temperature of the coolant flowing through the second heat exchange side 812. Finally, the coolant flows through the first heater core 32 to use the heat to raise the temperature of the passenger compartment. When the first heater core 32 is not working, the fourth bypass pipe 33 connects the outlet end of the first coolant side 1222 and the inlet end of the fourth bypass pipe 33. At this time, the coolant in the heater flow path 30 flows through the first coolant side 1222, the electric heater 31, and the first heater core 32 in sequence.

[0124] In the above technical solution, by including a fourth bypass pipe 33 and a fifth multi-way proportional valve 331 in the warm air flow path 30, when the first warm air core 32 is not used for heating the crew compartment, the coolant in the warm air flow path 30 will not flow through the second heat exchange side 812, thus preventing the temperature of the coolant in the warm air flow path 30 from rising due to the second heat exchange side 812. When the coolant flows through the electric drive flow path 50, it helps to remove the heat from the electric drive assembly 510, thus improving the cooling effect of the electric drive assembly 510.

[0125] refer to Figures 4-6According to some embodiments of this application, the thermal management system includes a cooling fan 80, an electric drive radiator 533, an air-cooled condenser 121, and an engine radiator 82, all located in front of the cooling fan 80. The electric drive radiator 533 and the air-cooled condenser 121 are both located in front of the engine radiator 82, and the electric drive radiator 533 and the air-cooled condenser 121 are arranged in a vertical direction.

[0126] For example, when the electric drive radiator 533 and the air-cooled condenser 121 are dissipating heat, the cooling fan 80 can blow airflow so that the airflow flows in the front-to-back direction and from back to front, thereby carrying away the heat around the electric drive radiator 533 and the air-cooled condenser 121 for heat dissipation.

[0127] In the above technical solution, since the temperature of the engine radiator 82 is high, by placing the electric drive radiator 533, the air-cooled condenser 121, and the engine radiator 82 all in front of the cooling fan 80, and placing the electric drive radiator 533 and the air-cooled condenser 121 in front of the engine radiator 82, air can circulate in the front-back direction, avoiding heat accumulation and improving the heat dissipation effect of the electric drive radiator 533, the air-cooled condenser 121, and the engine radiator 82. By arranging the electric drive radiator 533 and the air-cooled condenser 121 in the vertical direction, compared with the front-back arrangement of the electric drive radiator 533 and the air-cooled condenser 121 in the related technology, the vertical arrangement can reduce the mutual obstruction between the electric drive radiator 533 and the air-cooled condenser 121, making the heat dissipation effect of the electric drive radiator 533 and the air-cooled condenser 121 better. It can also make the electric drive radiator 533, the air-cooled condenser 121, and the engine radiator 82 more compact, reducing the energy consumption of the cooling fan.

[0128] A vehicle according to a second aspect of this application includes a thermal management system for a vehicle according to a first aspect of this application.

[0129] For example, the vehicle can be a pure electric vehicle or a hybrid vehicle.

[0130] For example, refer to Figures 3-4When the ambient temperature of the vehicle is high, and the temperatures of the passenger compartment, the power battery 422, and the electric drive assembly 510 are also high, both the refrigerant circulation loop 10 and the coolant circulation loop 20 will operate. At this time, the compressor 11 in the refrigerant circulation loop 10 can discharge the compressed refrigerant, allowing it to flow through the refrigerant side of the air-cooled condenser 121, and then to the evaporator path 13. The refrigerant then flows through the parallel-connected second refrigerant side 1331 and the air conditioning evaporator 132, before returning to the compressor 11 for further compression. During this process, the cooling energy generated by the air conditioning evaporator 132 can be transferred to the passenger compartment, lowering its temperature. The cooling energy emitted by the second refrigerant side 1331 can be transferred to the second coolant side 1332, reducing the temperature of the coolant in the first branch 41. Driven by the second water pump 421, a portion of the coolant in the first branch 41 and the warm air flow path 30 flows into the second branch 42 for cooling the power battery 422 in the battery flow path 40. A portion of the coolant in the second branch 42 flows into the warm air flow path 30 and, together with the coolant in the second bypass pipe 21, flows through the first connecting pipe 60 into the electric drive assembly heat dissipation flow path 51 to dissipate heat from the electric drive assembly 510. Driven by the first water pump 521, the coolant flows through the water pump flow path 52 and then through the electric drive radiator flow path 53 to dissipate heat from the coolant. The cooled coolant then flows back into the warm air flow path 30 and the battery flow path 40 for circulation.

[0131] For example, refer to Figures 7-8When the ambient temperature of the vehicle is low, and the temperature of the passenger compartment is low while the temperature of the power battery 422 and the temperature of the electric drive assembly 510 are high, both the refrigerant circulation circuit 10 and the coolant circulation circuit 20 are working. At this time, the compressor 11 in the refrigerant circulation circuit 10 can discharge the compressed refrigerant and make the refrigerant flow through the first refrigerant side 1221 and then flow to the evaporation flow path 13. After the refrigerant flows through the second refrigerant side 1331, it flows back to the compressor 11 and is compressed again. During this process, the cooling energy emitted by the second refrigerant side 1331 can be transferred to the second coolant side 1332 through heat exchange. Driven by the second water pump 421, a portion of the coolant in the first branch 41 and the heater flow path 30 flows into the second branch 42 for cooling the power battery 422 in the battery flow path 40. A portion of the coolant in the second branch 42 flows into the heater flow path 30 and then sequentially passes through the first coolant side 1222, the engine heat exchange side, and the electric heater 31, gradually increasing the coolant temperature. When the coolant flows through the first heater core 32, the first heater core 32 exchanges heat with the coolant, causing its temperature to rise. The heat from the first heater core 32 can... The coolant is transferred to the passenger compartment, raising its temperature. The coolant in the warm air flow path 30 and the coolant in the second bypass pipe 21 flow together through the first connecting pipe 60 into the electric drive assembly heat dissipation flow path 51, dissipating heat from the electric drive assembly 510. At the same time, it flows through the second warm air core 534, where it exchanges heat with the coolant, raising its temperature. The heat from the second warm air core 534 can be transferred to the passenger compartment, and the coolant flowing into the electric drive assembly heat dissipation flow path 51 can dissipate heat from the electric drive assembly 510. Driven by the first water pump 521, the coolant flows back into the warm air flow path 30 and the battery flow path 40 through the third bypass pipe 54 for circulation.

[0132] For example, refer to Figure 7 , Figure 10When the ambient temperature of the vehicle is low, and the temperature of the passenger compartment, the power battery 422, and the electric drive assembly 510 is high, the refrigerant circulation circuit 10 does not work, while the coolant circulation circuit 20 works. Driven by the second water pump 421, the coolant in the heater air flow path 30 flows into the second branch 42 to heat the power battery 422 in the battery flow path 40. After the coolant in the second branch 42 flows into the heater air flow path 30, it flows sequentially through the first coolant side 1222, the engine heat exchange side, and the electric heater 31, gradually increasing the temperature of the coolant. When the coolant flows through the first heater core 32, the first heater core 32 exchanges heat with the coolant, causing the temperature of the first heater core 32 to rise. The heat from body 32 can be transferred to the passenger compartment, raising the temperature of the passenger compartment. The coolant in the warm air flow path 30 and the coolant in the second bypass pipe 21 flow together through the first connecting pipe 60 into the electric drive assembly heat dissipation flow path 51, dissipating heat from the electric drive assembly 510. At the same time, it flows through the second warm air core 534, where it exchanges heat with the coolant, raising the temperature of the second warm air core 534. The heat from the second warm air core 534 can be transferred to the passenger compartment, and the coolant flowing into the electric drive assembly heat dissipation flow path 51 can dissipate heat from the electric drive assembly 510. Driven by the first water pump 521, the coolant flows back into the warm air flow path 30 and the battery flow path 40 through the third bypass pipe 54 for circulation.

[0133] According to the vehicle embodiment of this application, by providing a thermal management system as described in the first aspect of this application, the heater core 30, battery core 40, and electric drive core 50 together form a coolant circulation loop 20, allowing the heater core 30, battery core 40, and electric drive core 50 to share the same piping system, thus reducing the space occupied by the thermal management system inside the vehicle. When the first heater core 32 is used for heating the passenger compartment, the heat dissipated by the liquid-cooled condenser 122 during the refrigerant condensation process is used to exchange heat with the coolant in the heater core 30 through the first coolant side 1222. This heat can be used to reduce the heating pressure of the electric heater 31 in the heater core 30, allowing the lower-power electric heater 31 to meet the heating needs of the first heater core 32. The requirements allow for a smaller size of the electric heater 31. Furthermore, by utilizing the heat absorbed by the battery cooler 133 during refrigerant evaporation and exchanging heat with the coolant in the warm air flow path 30 via the second coolant side 1332, the temperature of the coolant in the battery flow path 40 can be reduced. When the coolant flows through the electric drive flow path 50, it can dissipate heat from the electric drive assembly 510, reducing the heat dissipation pressure on the electric drive radiator 533. This allows the lower-power electric drive radiator 533 to meet the heat dissipation requirements of the electric drive assembly 510, thus reducing the size of the electric drive radiator 533. Because the electric heater 31 and the electric drive radiator 533 are smaller, the space occupied by the thermal management system inside the vehicle can be further reduced.

[0134] In this application, "multiple" refers to two or more.

[0135] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0136] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if any) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0137] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0138] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0139] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A thermal management system for a vehicle, characterized in that, This includes the refrigerant circulation loop and the coolant circulation loop; The refrigerant circulation loop includes a compressor, a condenser flow path, and an evaporator flow path arranged in series. The condenser flow path includes the refrigerant side of an air-cooled condenser and a liquid-cooled condenser. The refrigerant side of the liquid-cooled condenser is the first refrigerant side, which is connected in parallel with the air-cooled condenser. The evaporator flow path includes the refrigerant side of a throttle valve, an air conditioning evaporator, and a battery cooler. The refrigerant side of the battery cooler is the second refrigerant side, which is connected in parallel with the air conditioning evaporator. The air conditioning evaporator is used to regulate the temperature of the passenger compartment. The coolant circulation loop includes a heater flow path, a battery flow path, and an electric drive flow path. The battery flow path is connected in parallel with the heater flow path and then connected in series with the electric drive flow path. The coolant side of the liquid-cooled condenser is the first coolant side. The heater flow path includes the first coolant side, an electric heater, and a first heater core connected in series. The first heater core is used to regulate the temperature of the passenger compartment. The coolant side of the battery cooler is the second coolant side. The battery flow path includes the second coolant side and is used to regulate the temperature of the power battery. The electric drive flow path includes a first water pump and an electric drive radiator connected in series and is used to dissipate heat from the electric drive assembly.

2. The vehicle thermal management system according to claim 1, characterized in that, The battery flow path includes a first multi-way proportional valve and a first branch and a second branch connected in series. The first branch includes a second coolant side, and the power battery has a battery heat exchange flow channel. The second branch includes a second water pump connected in series and the battery heat exchange flow channel. The three valve ports of the first multi-way proportional valve are respectively connected to the inlet end of the first branch, the outlet end of the second branch, and the inlet end of the warm air flow path. The inlet end of the second branch is connected to the outlet end of the warm air flow path, and the outlet end of the first branch is connected to the inlet end of the second branch.

3. The vehicle thermal management system according to claim 2, characterized in that, The second branch is equipped with a first temperature sensor, which is located between the first water pump and the battery heat exchange channel and is used to detect the coolant temperature of the second branch. The first multi-port proportional valve is electrically connected to the first temperature sensor. And / or, the battery flow path further includes a first bypass pipe and a second multi-port proportional valve. The first bypass pipe is arranged in parallel with the battery heat exchange channel. The second multi-port proportional valve is located in the second branch. The outlet end of the battery heat exchange channel and the outlet end of the first bypass pipe are respectively connected to two of the valve ports of the second multi-port proportional valve. The other valve port of the second multi-port proportional valve is connected to one of the valve ports of the first multi-port proportional valve.

4. The vehicle thermal management system according to claim 1, characterized in that, It includes a second bypass pipe and a third multi-way proportional valve. The second bypass pipe is connected in parallel with the warm air flow path. The three valve ports of the third multi-way proportional valve are respectively connected to the outlet end of the electric drive flow path, the inlet end of the warm air flow path, and the inlet end of the second bypass pipe.

5. The vehicle thermal management system according to claim 4, characterized in that, The device includes a first connecting pipe and a second temperature sensor. One end of the first connecting pipe is connected to the outlet end of the second bypass pipe and the outlet end of the warm air flow path. The other end of the first connecting pipe is connected to the inlet end of the electric drive flow path. The second temperature sensor is located in the first connecting pipe and is used to detect the coolant temperature of the first connecting pipe. The third multi-way proportional valve is electrically connected to the second temperature sensor, and the second temperature sensor is electrically connected to the electric heater.

6. The vehicle thermal management system according to claim 4, characterized in that, The system includes a first connecting pipe, one end of which is connected to the outlet end of the second bypass pipe and the outlet end of the warm air flow path. The electric drive flow path includes an electric drive assembly heat dissipation flow path, a water pump flow path, and an electric drive radiator flow path. The other end of the first connecting pipe is connected to the inlet end of the electric drive assembly heat dissipation flow path. The water pump flow path is connected in series between the electric drive assembly heat dissipation flow path and the electric drive radiator flow path. The outlet end of the electric drive radiator flow path is connected to one of the valve ports of the third multi-way proportional valve. The water pump flow path includes the first water pump. The electric drive assembly heat dissipation flow path is used to dissipate heat from the electric drive assembly. The electric drive radiator flow path includes the electric drive radiator.

7. The vehicle thermal management system according to claim 6, characterized in that, The electric drive flow path includes a third bypass pipe and a fourth multi-way proportional valve. The third bypass pipe is connected in parallel with the electric drive radiator flow path. The three valve ports of the fourth multi-way proportional valve are respectively connected to the outlet end of the water pump flow path, the outlet end of the electric drive radiator flow path, and one valve port of the third multi-way proportional valve.

8. The vehicle thermal management system according to claim 6, characterized in that, The electric drive assembly includes a motor and a controller. The motor has a motor heat exchange channel, and the controller has a controller heat exchange channel. The heat dissipation path of the electric drive assembly includes the motor heat exchange channel and the controller heat exchange channel arranged in series, and the controller heat exchange channel is located upstream of the motor heat exchange channel.

9. The vehicle thermal management system according to claim 8, characterized in that, The electric drive assembly cooling flow path also includes a second heater core, which is connected in series between the controller heat exchange channel and the motor heat exchange channel and is used to regulate the temperature of the passenger compartment. The second heater core is located at the rear of the vehicle, and the first heater core is located at the front of the vehicle.

10. The vehicle thermal management system according to claim 6, characterized in that, The electric drive assembly includes a motor having a motor heat exchange channel. The motor includes a front motor and a rear motor. The electric drive assembly cooling path includes a front drive cooling branch and a rear drive cooling branch connected in parallel. The front drive cooling branch includes the motor heat exchange channel of the front motor, and the rear drive cooling branch includes the motor heat exchange channel of the rear motor. And / or, the vehicle includes an engine, and the thermal management system further includes an intercooler path. The intercooler path is connected in parallel with the electric drive assembly cooling path and includes a water-cooled intercooler. A two-way valve is connected in series with the intercooler path.

11. The vehicle thermal management system according to any one of claims 1-10, characterized in that, It includes a cooling fan, and the electric drive radiator and the air-cooled condenser are located in front of the cooling fan. The electric drive radiator and the air-cooled condenser are arranged in a vertical direction.

12. The vehicle thermal management system according to claim 1, characterized in that, The vehicle includes an engine, and the thermal management system further includes an engine heat exchanger and an engine radiator. The engine heat exchanger includes a first heat exchange side and a second heat exchange side that exchange heat with each other. The first heat exchange side is used to exchange heat with the engine and is connected to the engine radiator to form an engine cooling loop. The second heat exchange side is connected in series between the first coolant side and the electric heater.

13. The vehicle thermal management system according to claim 12, characterized in that, The warm air flow path includes a fourth bypass pipe and a fifth multi-port proportional valve. The fourth bypass pipe is connected in series between the first coolant side and the electric heater and is arranged in parallel with the second heat exchange side. The three valve ports of the fifth multi-port proportional valve are respectively connected to the outlet end of the first coolant side, the inlet end of the second heat exchange side, and the inlet end of the fourth bypass pipe; and / or, includes a cooling fan. The electric radiator, the air-cooled condenser, and the engine radiator are all located in front of the cooling fan. The electric radiator and the air-cooled condenser are both located in front of the engine radiator and are arranged in a vertical direction.

14. A vehicle, characterized in that, include: The thermal management system for the vehicle according to any one of claims 1-13.

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