Thermal management system, vehicle and method of thermal management control of a vehicle

Abstract

The embodiment of the application provides a kind of thermal management system, vehicle and the thermal management control method of vehicle, it is related to vehicle thermal management technical field.The thermal management system includes medium temperature system, air conditioning system and three-flow intercooler.The medium temperature system includes first circulation pipeline, electric drive assembly and first water pump;The air conditioning system includes second circulation pipeline, heat exchanger, heater, second water pump and compressor.Three-flow intercooler has the first heat exchange flow channel, second heat exchange flow channel and third heat exchange flow channel that can exchange heat with each other, first heat exchange flow channel is connected in series with first circulation pipeline, second heat exchange flow channel is connected in series with second circulation pipeline, and third heat exchange flow channel is connected with engine intake manifold.The air conditioning system provides cold source or heat source to medium temperature system and engine intake through three-flow intercooler, realizes low-temperature heating and high-temperature cooling, improves the working efficiency and economy of hybrid assembly under all-weather conditions.

Description

Technical Field

[0001] This application belongs to the technical field of vehicle thermal management systems, and particularly relates to a thermal management system, a vehicle, and a vehicle thermal management control method. Background Technology

[0002] For hybrid powertrains (including range extender generators and PHEV-based hybrid transmissions), the internal temperature rises extremely slowly in low-temperature environments due to the lack of combustion heat from the engine. Taking the generator as an example, the engine oil temperature is difficult to reach above 0°C for extended periods, resulting in consistently low overall engine temperature, which leads to decreased power generation efficiency and poorer fuel economy. At the same time, the viscosity of the engine oil decreases at low temperatures, and the system remains under high pressure for extended periods, posing a risk of seal leakage.

[0003] Furthermore, effectively reducing engine intake air temperature and the operating temperature of electric drive and hybrid transmissions in high-temperature environments is also a challenge for the industry. Excessively high intake air temperature reduces engine efficiency and output power, while excessively high temperatures in electric drive and transmissions similarly affect their efficiency. Existing medium-temperature cooling systems experience a significant decrease in heat exchange efficiency under high-temperature conditions, especially at low speeds and high power output, resulting in a substantial reduction in overall system efficiency. Summary of the Invention

[0004] This application aims to address at least one of the technical problems existing in the prior art. To this end, this application proposes a thermal management system, a vehicle, and a thermal management control method for the vehicle to improve the operating efficiency of the hybrid powertrain in extreme environments of low and high temperatures, thereby improving economic efficiency.

[0005] In a first aspect, this application provides a thermal management system, which includes: The medium-temperature system includes a first circulation pipeline, an electric drive assembly, and a first water pump, wherein the electric drive assembly and the first water pump are connected in series in the first circulation pipeline along the fluid flow direction; An air conditioning system includes a second circulation pipeline, a heat exchanger, a heater, a second water pump, and a compressor. The heat exchanger, the heater, and the second water pump are connected in series on the second circulation pipeline along the fluid flow direction. The compressor is connected to the heat exchanger through a refrigerant pipeline. The three-channel intercooler has a first heat exchange channel, a second heat exchange channel, and a third heat exchange channel that can exchange heat with each other; the first heat exchange channel is connected in series with the first circulation pipeline; the second heat exchange channel is connected in series with the second circulation pipeline; and the third heat exchange channel is connected to the engine's intake manifold.

[0006] According to the thermal management system of this application, by introducing a three-flow intercooler between the intercooling system and the air conditioning system, bidirectional heat exchange and cascaded utilization can be achieved among the intercooling system, the air conditioning system, and the engine intake air through the three-flow intercooler. In low-temperature environments, the air conditioning system can transfer heat to the intercooling system through the three-flow intercooler to preheat the electric drive components, solving the problems of slow temperature rise and low efficiency of the electric drive components at low temperatures; simultaneously, it can also transfer heat to the engine intake air, increasing the intake air temperature to improve cold start performance. In high-temperature environments, the air conditioning system can provide cooling to the intercooling system through the three-flow intercooler, reducing the operating temperature of the electric drive components; it can also cool the engine intake air, reducing the intake air temperature to improve the engine's charging efficiency and output power.

[0007] According to one embodiment of this application, the thermal management system further includes a high-temperature system, which includes a third circulation pipeline, a first radiator, an engine cooling channel, and a third water pump. The first radiator, the third water pump, and the engine cooling channel are connected in series on the third circulation pipeline along the fluid flow direction. The third water pump and the engine cooling channel are connected in parallel with the air conditioning system through the first connecting pipe section, and the first connecting pipe section is equipped with a first control valve.

[0008] According to one embodiment of this application, the medium-temperature system further includes a first three-way control valve, the first valve port and the second valve port of the first three-way control valve are connected in series in the first circulation pipeline; the third valve port of the first three-way control valve is connected in parallel with the first heat exchange channel through a second connecting pipe section; the medium-temperature system further includes a second radiator, the second radiator is connected in series in the first circulation pipeline.

[0009] According to one embodiment of this application, the air conditioning system further includes a second three-way control valve, wherein the first and second valve ports of the second three-way control valve are connected in series on the second circulation pipeline; and the third valve port of the second three-way control valve is connected in parallel with the second heat exchange channel through a third connecting pipe section.

[0010] According to one embodiment of this application, the thermal management system further includes a fourth connecting pipe section and a battery heat exchange channel, wherein the battery heat exchange channel is connected in parallel with both the second heat exchange channel and the third connecting pipe section via the fourth connecting pipe section; a second control valve is provided on the fourth connecting pipe section.

[0011] According to one embodiment of this application, the thermal management system further includes a third control valve, which is disposed in the second circulation pipeline and is used to connect the fourth connecting pipe section and the second heat exchange channel.

[0012] Secondly, this application also provides a vehicle comprising: Frame; The engine system is mounted on the chassis; In the thermal management system of any of the technical solutions in the first aspect, the third heat exchange channel is connected to the intake manifold of the engine system.

[0013] The beneficial effects of the vehicle provided in the second aspect of this application are the same as those of the thermal management system provided in the first aspect, and will not be repeated here.

[0014] According to one embodiment of this application, the engine system is provided with an EGR system, which is connected to a third heat exchange channel.

[0015] Secondly, this application also provides a thermal management control method for a vehicle applied to the second aspect, the thermal management control method comprising: Obtain ambient temperature parameters; When the ambient temperature parameter is lower than the first temperature threshold, control the second water pump and heater to turn on; When the ambient temperature parameter is higher than the second temperature threshold, the second water pump and compressor are turned on; the second temperature threshold is higher than the first temperature threshold.

[0016] According to the thermal management control method provided in this application, by acquiring ambient temperature parameters in real time and automatically controlling different operating modes of the air conditioning system based on the comparison results of the ambient temperature parameters with a first temperature threshold and a second temperature threshold, fully automatic intelligent control of the thermal management system is achieved. This method is independent of the engine starting state; after the vehicle is powered on, it automatically executes corresponding strategies based on the ambient temperature. In low-temperature environments, it automatically activates the heater and the second water pump, utilizing the heat from the air conditioning system to preheat the intermediate-temperature system and engine intake air, solving the problems of slow temperature rise and low efficiency of the electric drive components and icing blockage of the EGR system at low temperatures. In high-temperature environments, it automatically activates the compressor and the second water pump, utilizing the cooling capacity of the air conditioning system to forcibly cool the intermediate-temperature system and engine intake air, solving the problems of insufficient heat dissipation and decreased operating efficiency of various components at high temperatures. This method has simple control logic, clear judgment conditions, and reliable execution. It achieves optimal thermal management under all weather conditions without manual intervention from the driver, effectively improving the vehicle's fuel economy, power performance, and component lifespan.

[0017] According to one embodiment of this application, the thermal management system further includes a high-temperature system, which includes a third circulation pipeline and an engine cooling channel. The engine cooling channel is connected in series with the third circulation pipeline along the fluid flow direction. The engine cooling channel is connected in parallel with the air conditioning system through a first connecting pipe section, and a first control valve is provided on the first connecting pipe section. After the second water pump and heater are turned on, the thermal management control method also includes: Obtain the engine start signal; With the engine running, the first control valve is opened.

[0018] According to one embodiment of this application, the medium-temperature system further includes a first three-way control valve, the first valve port and the second valve port of the first three-way control valve are connected in series in the first circulation pipeline; the third valve port of the first three-way control valve is connected in parallel with the first heat exchange channel through a second connecting pipe section; the medium-temperature system further includes a second radiator, the second radiator is connected in series in the first circulation pipeline; After the second water pump and heater are turned on, the thermal management control method also includes: Obtain the first temperature parameter of the first circulation pipeline; When the first temperature parameter is lower than the third temperature threshold, the first water pump is turned on, and the first valve port of the first three-way control valve is connected to the second valve port. When the first temperature parameter is higher than the fourth temperature threshold, the first valve port of the first three-way valve is connected to the third valve port so that the second connecting pipe section is connected to the first heat exchange channel; the fourth temperature threshold is higher than the third temperature threshold.

[0019] According to one embodiment of this application, the thermal management system further includes a fourth connecting pipe section and a battery heat exchange channel, wherein the battery heat exchange channel is connected in parallel with both the second heat exchange channel and the third connecting pipe section via the fourth connecting pipe section; a second control valve is provided on the fourth connecting pipe section. After the second water pump and heater are turned on, the thermal management control method also includes: Control the second control valve to open; Obtain the battery temperature parameters of the battery heat exchange channel; If the battery temperature parameter is higher than the fifth temperature threshold, the second control valve is closed; the fifth temperature threshold is greater than the first temperature threshold.

[0020] According to one embodiment of this application, after controlling the second water pump and compressor to turn on, the thermal management control method further includes: Obtain the second temperature parameter of the second circulation pipeline; When the second temperature parameter is lower than the sixth temperature threshold, the second control valve is opened. If the second temperature parameter is higher than the fifth temperature threshold, the second control valve is closed; if the fifth temperature threshold is higher than the sixth temperature threshold.

[0021] According to one embodiment of this application, the thermal management system further includes a third control valve, which is disposed in the second circulation pipeline and is used to connect the fourth connecting pipe section and the second heat exchange channel. After the second water pump and compressor are turned on, the thermal management control method also includes: Obtain the engine's intake air temperature parameters and the first temperature parameters of the first circulation pipeline; If the intake air temperature parameter is higher than the seventh temperature threshold, or if the first temperature parameter is higher than the eighth temperature threshold, the third control valve is opened.

[0022] 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

[0023] 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 the structure of the thermal management system provided in the embodiments of this application; Figure 2 This is a schematic flowchart of the thermal management control method provided in the embodiments of this application.

[0024] Figure label: 1. Intermediate Temperature System; 11. First Circulation Pipeline; 12. Electric Drive Components; 13. First Water Pump; 14. Second Radiator; 15. First Three-Way Control Valve; 16. Second Connecting Pipeline; 17. Intermediate Temperature Expansion Tank; 2. Air Conditioning System; 21. Second Circulation Pipeline; 22. Heat Exchanger; 23. Heater; 24. Second Water Pump; 25. Compressor; 26. Second Three-Way Control Valve; 27. Third Connecting Pipeline; 28. Fourth Connecting Pipeline; 281. Second Control Valve; 29. ​​Third Control Valve; 3. Three-Channel Intercooler; 4. High Temperature System; 41. Third Circulation Pipeline; 42. First Radiator; 43. Engine Cooling Channel; 44. Third Water Pump; 45. First Connecting Pipeline; 46. First Control Valve; 47. Thermostat; 48. High Temperature Expansion Tank; 5. Battery Heat Exchange Channel; 6. Engine; 7. Intake Manifold. Detailed Implementation

[0025] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0026] The following is for reference. Figure 1 and Figure 2 This application describes a thermal management system and a thermal management control method for a vehicle according to embodiments thereof.

[0027] Please see Figure 1This application provides a thermal management system, including an intercooler system 1, an air conditioning system 2, and a three-channel intercooler 3. The intercooler system 1 includes a first circulation pipe 11, an electric drive assembly 12, and a first water pump 13. The electric drive assembly 12 and the first water pump 13 are connected in series on the first circulation pipe 11 along the fluid flow direction. The air conditioning system 2 includes a second circulation pipe 21, a heat exchanger 22, a heater 23, a second water pump 24, and a compressor 25. The heat exchanger 22, the heater 23, and the second water pump 24 are connected in series on the second circulation pipe 21 along the fluid flow direction. The compressor 25 is connected to the heat exchanger 22 via a refrigerant pipe. The three-channel intercooler 3 has a first heat exchange channel, a second heat exchange channel, and a third heat exchange channel capable of exchanging heat with each other. The first heat exchange channel is connected in series with the first circulation pipe 11, the second heat exchange channel is connected in series with the second circulation pipe 21, and the third heat exchange channel is connected to the intake manifold 7 of the engine 6.

[0028] Thermal management systems can be applied to various hybrid vehicles, such as plug-in hybrid electric vehicles (PHEVs), range-extended electric vehicles (EREVs), and hybrid electric vehicles (HEVs), as well as to other engineering machinery or power equipment that require simultaneous thermal management of the electric drive assembly and engine intake.

[0029] The intermediate temperature system 1 is mainly used for temperature management of the vehicle's electric drive assembly 12. The electric drive assembly 12 is one of the core components of the vehicle's hybrid powertrain, and it may include a drive motor, generator, hybrid transmission, and corresponding power electronic devices (such as motor controllers and inverters). During operation, the electric drive assembly 12 generates a large amount of heat, which needs to be carried away by a circulating cooling medium to maintain it within a suitable operating temperature range. The first circulation pipe 11 serves as the flow channel for the cooling medium, with its two ends connected to the inlet and outlet of the first heat exchange channel of the three-channel intercooler 3, forming a closed circulation loop. A first water pump 13 is installed on the first circulation pipe 11 to provide driving force for the circulation of the cooling medium throughout the intermediate temperature system 1. The first water pump 13 can be an electric water pump, allowing for flexible adjustment of its speed and flow rate according to system requirements. The cooling medium circulating within the intermediate temperature system 1 can be water, ethylene glycol solution, or other types of heat transfer fluids.

[0030] The air conditioning system 2 is primarily used for air conditioning the vehicle's passenger compartment. In this design, the air conditioning system 2 also participates in the thermal management of the intercooler system 1 and the engine 6 intake air via a three-channel intercooler 3. A cooling medium (e.g., water or ethylene glycol solution) circulates in the second circulation pipe 21 of the air conditioning system 2. This cooling medium exchanges heat with the refrigerant of the air conditioning system 2 as it flows through the heat exchanger 22, thus being heated or cooled. A heater 23 is installed on the second circulation pipe 21 to provide auxiliary heating to the cooling medium within the second circulation pipe 21 when needed. Especially in low-temperature environments where the heating capacity of the air conditioning system 2 is insufficient, the heater 23 can serve as a supplementary heat source, providing heat to the flowing cooling medium. The heater 23 can be an electric heater 23 (e.g., a PTC heater 23) or a fuel heater 23. A second water pump 24 is installed on the second circulation pipe 21 to drive the circulation of the cooling medium within the second circulation pipe 21. The second water pump 24 can also be an electric water pump. The compressor 25 is connected to the heat exchanger 22 via refrigerant piping. The compressor 25, heat exchanger 22, and other components of the air conditioning system 2 (such as the condenser and expansion valve) constitute the air conditioning refrigerant circulation loop. The heat exchanger 22 acts as an evaporator or condenser in the air conditioning system 2. When the air conditioning system 2 is in cooling mode, the heat exchanger 22 acts as an evaporator, absorbing heat from the cooling medium in the second circulation piping 21, thus cooling the cooling medium and making it a cold source. When the air conditioning system 2 is in heating mode, the heat exchanger 22 acts as a condenser, releasing heat to the cooling medium in the second circulation piping 21, thus heating the cooling medium and making it a heat source.

[0031] The three-channel intercooler 3 is a heat exchange device capable of heat exchange between three different fluids. The three-channel intercooler 3 has three isolated channels that exchange heat with each other: a first heat exchange channel, a second heat exchange channel, and a third heat exchange channel. The first heat exchange channel, as part of the intermediate temperature system 1, has its inlet and outlet connected to the first circulation pipe 11. The cooling medium in the intermediate temperature system 1 exchanges heat with the medium in the second and / or third heat exchange channels as it flows through the first heat exchange channel. The second heat exchange channel, as part of the air conditioning system 2, has its inlet and outlet connected to the second circulation pipe 21. The cooling medium in the air conditioning system 2 exchanges heat with the medium in the first and / or third heat exchange channels as it flows through the second heat exchange channel. The third heat exchange channel is connected to the intake manifold 7 of the engine 6. The high-temperature intake air after being boosted by the engine 6 flows through the third heat exchange channel before entering the cylinder, where it exchanges heat with the medium in the first and / or second heat exchange channels, thereby regulating the intake air temperature. The specific structure of the three-channel intercooler 3 can be a plate-fin heat exchanger 22, a tube-fin heat exchanger 22, or a shell-and-tube heat exchanger 22. The three channels are isolated from each other inside the heat exchanger 22 and heat is transferred through heat-conducting walls (such as fins or baffles).

[0032] In related technologies, hybrid vehicles equipped with turbocharged engines typically employ low-pressure EGR (Exhaust Gas Recirculation) to improve overall fuel economy. A water-cooled intercooler is also used to cool the high-temperature mixture after turbocharging and EGR, ensuring the gas temperature entering the combustion chamber is reduced to the target requirement (generally below 40°C). However, in low-temperature environments, the engine produces a significant amount of water vapor after combustion. When the EGR gas passes through the intake system, the high-temperature water vapor rapidly condenses and freezes upon encountering the cooler intercooler and piping, causing blockages and hindering engine intake. Therefore, current OEMs typically set the operating temperature requirement for EGR to above 5°C, prohibiting its use in low-temperature conditions. This severely restricts the vehicle's fuel economy under low-temperature operating conditions.

[0033] The thermal management system provided in this application embodiment effectively improves the efficiency and economy of the hybrid powertrain under various extreme environments by thermally coupling the intermediate temperature system 1 and the air conditioning system 2 via a three-channel intercooler 3. In low-temperature conditions, the air conditioning system 2 operates in heating mode, and the heat exchanger 22 releases heat to the cooling medium in the second circulation pipe 21. This heat is transported through the second circulation pipe 21 to the second heat exchange channel of the three-channel intercooler 3, and then transferred to the first and third heat exchange channels through the heat-conducting walls inside the three-channel intercooler 3. This simultaneously heats the electric drive assembly 12 and the intake air of the engine 6 within the intermediate temperature system 1. On the one hand, this allows the electric drive assembly 12 to quickly reach its efficient operating temperature range; on the other hand, by increasing the wall temperature of the third heat exchange channel and its downstream intake pipe, water vapor in the EGR gas does not freeze due to excessively cold walls when flowing through the intercooler and pipes. This allows the vehicle to normally activate EGR in low-temperature environments, improving fuel economy under low-temperature conditions. Furthermore, for the intake air, appropriate heating can also improve low-temperature cold start performance. Under high-temperature conditions, the air conditioning system 2 operates in cooling mode, and the heat exchanger 22 absorbs the heat of the cooling medium in the second circulation pipe 21 to cool it down. The low-temperature cooling medium enters the second heat exchange channel of the three-channel intercooler 3 through the second circulation pipe 21, and at the same time absorbs the heat of the cooling medium of the medium-temperature system 1 in the first heat exchange channel and the heat of the intake air of the engine 6 in the third heat exchange channel. Thus, the electric drive component 12 and the intake air of the engine 6 are simultaneously subjected to forced cooling and cooling, ensuring that the hybrid powertrain can still maintain high working efficiency under high-load conditions such as low speed and high power.

[0034] According to the thermal management system provided in this application embodiment, by introducing a three-channel intercooler 3 between the intercooling system 1 and the air conditioning system 2, bidirectional heat exchange and cascade utilization can be achieved among the intercooling system 1, the air conditioning system 2, and the engine 6 intake through the three-channel intercooler 3. In low-temperature environments, the air conditioning system 2 can transfer heat to the intercooling system 1 through the three-channel intercooler 3 to preheat the electric drive assembly 12, solving the problem of slow temperature rise and low efficiency of the electric drive assembly 12 at low temperatures; simultaneously, it can also transfer heat to the engine 6 intake, increasing the intake air temperature to improve low-temperature cold start performance. In high-temperature environments, the air conditioning system 2 can provide cooling to the intercooling system 1 through the three-channel intercooler 3, reducing the operating temperature of the electric drive assembly 12; it can also cool the engine 6 intake, reducing the intake air temperature to improve the engine 6's charging efficiency and output power.

[0035] Please see Figure 1 According to some embodiments of this application, the thermal management system may further include a high-temperature system 4. The high-temperature system 4 may include a third circulation pipe 41, a first radiator 42, an engine cooling channel 43, and a third water pump 44. The first radiator 42, the third water pump 44, and the engine cooling channel 43 are connected in series on the third circulation pipe 41 along the fluid flow direction. The third water pump 44 and the engine cooling channel 43 are connected in parallel with the air conditioning system 2 through a first connecting pipe section 45, and a first control valve 46 is provided on the first connecting pipe section 45.

[0036] The high-temperature system 4 is the liquid cooling system of the engine 6 itself. When the engine 6 is working, the temperature inside the combustion chamber is extremely high. Its cylinder block and cylinder head need to be forcibly cooled by circulating coolant to maintain normal operating temperature. Therefore, the operating temperature of the engine 6 cooling system is usually much higher than that of the intermediate-temperature system 1 and the air conditioning system 2. Therefore, it is defined as the high-temperature system 4 in this application.

[0037] The cooling medium within the high-temperature system 4 can be water, ethylene glycol solution, or other types of heat transfer fluids, depending on the engine 6 model and calibration strategy. The third circulation pipe 41 serves as the flow channel for the cooling medium within the high-temperature system 4, connecting the first radiator 42, the third water pump 44, and the engine cooling channel 43 in series to form a closed circulation loop. The engine cooling channel 43 is located inside the cylinder block and / or cylinder head of the engine 6 to absorb the heat generated during engine operation.

[0038] The third water pump 44 is installed on the third circulation pipe 41 and is used to drive the cooling medium in the high-temperature system 4 to circulate in the third circulation pipe 41. The third water pump 44 can be a mechanical water pump (driven by the crankshaft of the engine 6) or an electric water pump. When an electric water pump is used, the flow rate can be adjusted independently of the engine speed, which has better control flexibility.

[0039] The first radiator 42 (commonly referred to as the high-temperature radiator or main radiator) is positioned at the windward side of the vehicle to dissipate the heat absorbed by the cooling medium from the engine 6 into the environment through heat exchange pipes and cooling fins. The cooling medium absorbs heat from the engine 6 and heats up as it flows through the engine cooling channel 43. It is then cooled by the cooling air flowing through the first radiator 42 and pumped back into the engine cooling channel 43 by the third water pump 44. This cycle is repeated to achieve continuous cooling of the engine 6.

[0040] The third water pump 44 and the engine cooling channel 43 are connected in parallel to the air conditioning system 2 via the first connecting pipe section 45. The term "parallel connection" means that the pipe section containing the third water pump 44 and the engine cooling channel 43 is connected to the second circulation pipe 21 of the air conditioning system 2 via the first connecting pipe section 45, so that some or all of the cooling medium in the high-temperature system 4 can selectively flow into the second circulation pipe 21 and participate in the circulation of the air conditioning system 2.

[0041] One end of the first connecting pipe section 45 is connected to the third circulation pipe 41, and the other end is connected to the second circulation pipe 21 of the air conditioning system 2. Specifically, the first connecting pipe section 45 has two sections: one section is connected to the third circulation pipe section near the inlet of the third water pump 44, and the other section is connected to the third connecting pipe section 27 near the outlet of the engine cooling channel 43. Since the outlet end of the engine cooling channel 43 is connected to the third circulation pipe 41 and flows back to the inlet of the third water pump 44 through the first radiator 42, the first connecting pipe section 45 can be regarded as directly bypassing the high-temperature cooling medium that has absorbed the heat of the engine 6 and risen at the outlet of the engine cooling channel 43 (i.e., the water jacket in the engine 6 cylinder) into the second circulation pipe 21 of the air conditioning system 2, thereby transferring the high-temperature heat to the air conditioning system 2.

[0042] The first control valve 46 is installed on the first connecting pipe section 45 and is used to control the on / off state and / or opening degree of the first connecting pipe section 45. The first control valve 46 can be a shut-off valve, ball valve, solenoid valve, or electric regulating valve. When the first control valve 46 is closed, the high-temperature system 4 and the air conditioning system 2 operate independently and do not interfere with each other. At this time, the cooling medium in the high-temperature system 4 circulates only in the third circulation pipe 41, and returns to the engine 6 after being cooled by the first radiator 42. When the first control valve 46 is open, a portion of the high-temperature cooling medium in the high-temperature system 4 (i.e., the cooling medium that has flowed out of the engine cooling channel 43 but has not yet entered the first radiator 42) bypasses the first connecting pipe section 45 and flows into the second circulation pipe 21 of the air conditioning system 2, where it mixes with the cooling medium in the second circulation pipe 21 or exchanges heat with the heat exchanger 22, thereby introducing the waste heat of the engine 6 into the air conditioning system 2.

[0043] In some embodiments, to ensure that the flow direction within the second circulation pipe 21 is not disturbed, a one-way valve can be installed downstream of the connection point between the second circulation pipe 21 and the first connecting pipe section 45 to prevent the cooling medium in the high-temperature system 4 from flowing back into the second circulation pipe 21 and causing cross-flow. In other embodiments, the first control valve 46 can also be a three-way valve, with its three ports connected to both ends of the first connecting pipe section 45 and the third circulation pipe 41, respectively. The distribution ratio of the cooling medium between the third circulation pipe 41 and the first connecting pipe section 45 can be controlled by switching the valve core position. In still other embodiments, the first control valve 46 can also be a proportional regulating valve, whose opening degree can be continuously adjusted by an electronic control signal to precisely control the flow rate of the cooling medium bypassing from the high-temperature system 4 to the air conditioning system 2, thereby achieving fine regulation of the heat supply of the air conditioning system 2.

[0044] In actual operation, during a cold start in a low-temperature environment, the engine 6 has not yet reached its normal operating temperature. At this time, the first control valve 46 remains closed, and the cooling medium in the high-temperature system 4 only circulates briefly within the engine 6 to quickly warm it up. The air conditioning system 2 operates in heating mode and relies on the heater 23 to provide heat to the three-channel intercooler 3. Once the engine 6 temperature rises to its normal operating temperature, the temperature of the cooling medium flowing out of the engine cooling channel 43 can reach 85°C to 110°C. At this point, the first control valve 46 is opened, and some of the high-temperature cooling medium in the high-temperature system 4 flows into the second circulation pipe 21 of the air conditioning system 2 via the first connecting pipe section 45. This mixture mixes with the cooling medium in the second circulation pipe 21, significantly increasing the temperature of the medium in the second circulation pipe 21, thereby enhancing the ability of the air conditioning system 2 to transfer heat to the second heat exchange channel of the three-channel intercooler 3. This heat is then transferred to the first and third heat exchange channels through the three-channel intercooler 3, achieving more efficient heating of the inter-temperature system 1 and intake air heating. When the engine 6 stops or when no additional heat is needed, closing the first control valve 46 will disconnect the high-temperature system 4 from the air conditioning system 2, and the two will resume independent operation.

[0045] This embodiment connects the high-temperature cooling system of engine 6 in parallel with the air conditioning system 2. After engine 6 is working normally, the waste heat generated by engine 6 combustion can be recovered and reused to heat the intermediate temperature system 1 and the intake air of engine 6. This not only accelerates the heating process of electric drive component 12, but also further increases the low-temperature intake air temperature to effectively prevent EGR from freezing. At the same time, since this part of the heat originally needs to be dissipated into the environment through the first radiator 42, its recovery and reuse will not generate additional energy consumption, thereby further improving the fuel economy and energy utilization efficiency of the whole vehicle.

[0046] Please see Figure 1According to some embodiments of this application, the thermal management system may further include a first three-way control valve 15. The first and second ports of the first three-way control valve 15 are connected in series on the first circulation pipe 11, and the third port of the first three-way control valve 15 is connected in parallel to the first heat exchange channel via a second connecting pipe section 16. The intermediate temperature system 1 may further include a second radiator 14, which is connected in series on the first circulation pipe 11.

[0047] The first three-way control valve 15 is installed on the first circulation pipe 11 of the intermediate temperature system 1, and is used to switch the flow direction of the cooling medium in the first circulation pipe 11. The first three-way control valve 15 is a fluid control valve with three valve ports, and its internal valve core is rotatable or movable. By changing the position of the valve core, the connection or switching between any two of the three valve ports can be achieved. The first three-way control valve 15 can be in the form of an electric three-way ball valve, an electric three-way regulating valve, or a solenoid directional valve, so as to receive electrical control signals from the vehicle controller for automatic switching.

[0048] The first and second valve ports of the first three-way valve are connected in series to the first circulation pipeline 11 along the fluid flow direction. That is, the first circulation pipeline 11 is interrupted at the location where the first three-way control valve 15 is installed, and connected to the first and second valve ports respectively. This ensures that all cooling medium in the first circulation pipeline 11 must pass through the internal channel of the first three-way control valve 15 when flowing through this location. The third valve port is connected in parallel to the first heat exchange channel via the second connecting pipe section 16. Here, "connected in parallel to the first heat exchange channel" means that one end of the second connecting pipe section 16 is connected to the third valve port of the first three-way control valve 15, and the other end is connected to a position on the first circulation pipeline 11 downstream of the first heat exchange channel, thus forming a bypass flow path parallel to the first heat exchange channel.

[0049] With the above structure, when the first three-way control valve 15 connects the first valve port to the second valve port, the cooling medium in the first circulation pipe 11 flows directly from the first valve port to the second valve port without passing through the third valve port. At this time, the cooling medium flows normally along the first circulation pipe 11 through the first heat exchange channel. The cooling medium in the intermediate temperature system 1 exchanges heat with the second and third heat exchange channels in the first heat exchange channel of the three-channel intercooler 3. When the first three-way control valve 15 connects the first valve port to the third valve port, the cooling medium flows in from the first valve port and then flows out from the third valve port, entering the second connecting pipe section 16. The other end of the second connecting pipe section 16 is connected to the first circulation pipe 11 downstream of the first heat exchange channel. Therefore, the cooling medium bypasses the first heat exchange channel and returns directly to the downstream of the first circulation pipe 11 without passing through the first heat exchange channel of the three-channel intercooler 3, thus not exchanging heat with the intercooler.

[0050] In some embodiments, the first three-way control valve 15 can also be controlled to connect the first valve port to the second and third valve ports simultaneously in a certain proportion. That is, part of the cooling medium flows through the first heat exchange channel, and another part of the cooling medium flows through the second connecting pipe section 16. By adjusting the flow ratio of the two, the amount of cooling medium participating in heat exchange can be precisely controlled, thereby realizing continuous adjustment of the heating or cooling rate of the medium-temperature system 1. The first three-way control valve 15 can be set upstream of the first heat exchange channel (that is, the cooling medium passes through the first three-way control valve 15 first before deciding whether to enter the first heat exchange channel), or it can be set closer to the outlet side of the first water pump 13.

[0051] The second radiator 14 is connected in series on the first circulation pipe 11 to dissipate the heat carried by the cooling medium in the medium-temperature system 1 to the ambient air. The structure of the second radiator 14 (which may be called a medium-temperature radiator or a low-temperature radiator) is similar to that of the first radiator 42, typically including an inlet pipe, an outlet pipe, multiple parallel heat exchange flat tubes, and heat dissipation fins disposed between adjacent flat tubes. As the cooling medium flows through the flat tubes, it transfers heat to the air flowing through the radiator via the tube walls and fins. The second radiator 14 can be located downstream of the first heat exchange channel on the first circulation pipe 11, meaning that the cooling medium enters the second radiator 14 for heat dissipation and cooling after completing heat exchange in the first heat exchange channel. The specific installation location of the second radiator 14 is typically on the windward side of the vehicle's front compartment, arranged side-by-side with the condenser of the air conditioning system 2 and the first radiator 42 of the high-temperature system 4. In other embodiments, the second radiator 14 can also be integrated with the first radiator 42 of the high-temperature system 4 into a single radiator assembly, sharing a single cooling fan to save space. In some other embodiments, the second radiator 14 can be installed on the pipeline between the first three-way control valve 15 and the first heat exchange channel. That is, after the cooling medium flows through the first three-way control valve 15 and before entering the first heat exchange channel, it passes through the second radiator 14 for pre-cooling to enhance the cooling effect in the intercooler.

[0052] The cooling medium in the intermediate temperature system 1 circulates under the drive of the first water pump 13. Depending on the system's operating mode, the first three-way control valve 15 can adjust the flow path of the cooling medium: when the intermediate temperature system 1 does not need to exchange heat with the three-channel intercooler 3, the first three-way control valve 15 can be switched so that the first valve port connects to the third valve port, allowing the cooling medium to flow along the second connecting pipe section 16 without passing through the first heat exchange channel. In this case, the cooling medium circulates only through the first water pump 13, the electric drive assembly 12, and the second radiator 14, and the heat generated by the electric drive assembly 12 itself is dissipated to the environment through the second radiator 14; when the intermediate temperature system 1 needs to exchange heat with the three-channel intercooler 3, the first three-way control valve 15 can be switched so that the first valve port connects to the third valve port, allowing the cooling medium to flow along the second connecting pipe section 16 without passing through the first heat exchange channel. At this time, the cooling medium circulates only through the first water pump 13, the electric drive assembly 12, and the second radiator 14, and the heat generated by the electric drive assembly 12 itself is dissipated to the environment through the second radiator 14; when the intermediate temperature system 1 needs to exchange heat with the three-channel intercooler 3, the cooling medium circulates only through the first water pump 13, the electric drive assembly 12, and the third radiator 14. When heating or cooling, the first three-way control valve 15 can be switched so that the first valve port and the second valve port are connected, allowing the cooling medium to flow through the first heat exchange channel and exchange heat with the heat source or cold source provided by the air conditioning system 2, thereby achieving heating or cooling of the medium-temperature system 1. When fine adjustment is required, the first three-way control valve 15 can be switched so that the three valve ports are partially connected in a certain proportion, allowing part of the cooling medium to flow through the first heat exchange channel for heat exchange, while the other part of the cooling medium flows through the second connecting pipe for bypass, thereby achieving continuous and precise control of the heating or cooling rate.

[0053] This embodiment of the application, by setting a first three-way control valve 15 and a second connecting pipe section 16, forms a dual-flow path structure within the intermediate temperature system 1, allowing selective passage through or without the three-channel intercooler 3. This enables the intermediate temperature system 1 to flexibly switch operating modes according to actual temperature requirements. It avoids additional flow resistance and pressure drop caused by unnecessary passage through the intercooler, and allows for adjustment of the cooling medium flow rate through the bypass path when the intercooler's heat exchange capacity is insufficient, thus improving system flexibility and energy efficiency. The second radiator 14 allows the intermediate temperature system 1 to dissipate the heat generated by the electric drive assembly 12 into the environment using traditional air cooling methods even when the air conditioning system 2 does not provide a cooling source, ensuring system redundancy, reliability, and multi-mode operating capability.

[0054] Please see Figure 1 According to some embodiments of this application, the air conditioning system 2 may further include a second three-way control valve 26, the first and second valve ports of the second three-way control valve 26 are connected in series on the second circulation pipeline 21, and the third valve port of the second three-way control valve 26 is connected in parallel with the second heat exchange channel through the third connecting pipe section 27.

[0055] The second three-way control valve 26 is installed on the second circulation pipe 21 of the air conditioning system 2. Its function is similar to that of the first three-way control valve 15 mentioned above, used to switch the flow direction of the cooling medium in the second circulation pipe 21. The second three-way control valve 26 can also be in the form of an electric three-way ball valve, an electric three-way regulating valve, or a solenoid directional valve, etc., to receive electronic control signals from the vehicle controller for automatic switching.

[0056] The first and second ports of the second three-way valve are connected in series in the second circulation pipeline 21 along the fluid flow direction. That is, the second circulation pipeline 21 is interrupted at the location where the second three-way control valve 26 is installed, and connected to the first and second ports respectively. This ensures that all cooling medium in the second circulation pipeline 21 must pass through the internal channel of the second three-way control valve 26 when flowing through this location. The third port of the second three-way valve is connected in parallel to the second heat exchange channel via a third connecting pipe section 27. One end of the third connecting pipe section 27 is connected to the third port of the second three-way control valve 26, and the other end is connected to a location downstream of the second heat exchange channel on the second circulation pipeline 21, thus forming a bypass flow path parallel to the second heat exchange channel.

[0057] The diameter of the third connecting pipe section 27 can be the same as or similar to the diameter of the second circulation pipe 21 to avoid causing additional local resistance to the flow of the cooling medium.

[0058] When the heat or cooling generated by the air conditioning system 2 does not need to enter the three-channel intercooler 3, the second three-way control valve 26 connects the first valve port and the third valve port. The cooling medium in the second circulation pipe 21 flows in from the first valve port and then flows out from the third valve port, entering the third connecting pipe section 27. The other end of the third connecting pipe section 27 is connected to the second circulation pipe 21 downstream of the second heat exchange channel. Therefore, the cooling medium bypasses the second heat exchange channel and returns directly to the downstream of the second circulation pipe 21 without passing through the second heat exchange channel of the three-channel intercooler 3, thus not exchanging heat with the intercooler. At this time, the heat or cooling of the air conditioning system 2 does not enter the intercooler.

[0059] When the air conditioning system 2 needs to provide heat or cooling to the three-channel intercooler 3, the second three-way control valve 26 connects the first valve port to the second valve port. The cooling medium flows normally through the second heat exchange channel along the second circulation pipe 21, where it exchanges heat with the first and third heat exchange channels. In some embodiments, the second three-way control valve 26 can also be controlled to connect the first valve port to the second and third valve ports simultaneously in a certain proportion, so that part of the cooling medium flows through the second heat exchange channel for heat exchange, while the other part of the cooling medium flows through the third connecting pipe section 27 for bypass. By adjusting the flow ratio of the two, the amount of cooling medium entering the second heat exchange channel can be precisely controlled, thereby achieving continuous adjustment of the heat or cooling supplied to the intercooler.

[0060] In some embodiments, the air conditioning system 2 may also include a water temperature sensor or a temperature sensor installed on the second circulation pipe 21 to detect the temperature of the cooling medium flowing through the second circulation pipe 21. When the vehicle controller determines that the current intercooling system 1 and / or the engine 6 intake air does not require heating or cooling, the controller sends a control signal to switch the second three-way control valve 26 to the bypass position (i.e., the first valve port is connected to the third valve port). At this time, the cooling medium in the second circulation pipe 21 of the air conditioning system 2 is guided to the third connecting pipe section 27 when flowing through the second three-way control valve 26, bypassing the second heat exchange channel of the three-channel intercooler 3. In this way, the heat (provided by the heater 23 or by the compressor 25 through the heat exchanger 22) or cooling (provided by the compressor 25 through the heat exchanger 22) generated by the air conditioning system 2 is not transferred to the three-channel intercooler 3, but circulates only within the air conditioning system 2 to meet the cooling or heating needs of the passenger compartment. When the vehicle controller determines that heating or cooling of the intercooling system 1 and / or the intake air of the engine 6 is required, the controller sends a control signal to switch the second three-way control valve 26 to the connected position (i.e., the first valve port and the second valve port are connected). At this time, the cooling medium in the second circulation pipe 21 is guided to flow through the second heat exchange channel of the three-channel intercooler 3, thereby realizing heat exchange between the air conditioning system 2 and the intercooler. Through the above control, the air conditioning system 2 can effectively avoid transferring heat or cold to the intercooler when it is not necessary, reducing unnecessary energy loss. At the same time, it can also avoid the negative impact on the working efficiency of the engine 6 and the electric drive assembly 12 due to overheating or cooling of the intercooling system 1 and the intake air.

[0061] This embodiment of the application sets a second three-way control valve 26 and a third connecting pipe section 27 on the second circulation pipe 21 of the air conditioning system 2, forming a dual-flow path structure in the air conditioning system 2 that can selectively pass through or not pass through the second heat exchange channel of the three-channel intercooler 3. This allows the air conditioning system 2 to flexibly switch its working mode according to actual temperature requirements. This not only realizes the on-demand supply of cold or heat source to the air conditioning system 2 and improves the system energy efficiency, but also enables precise control of the intercooler's cooling / heating supply through continuous adjustment of the flow ratio. At the same time, it ensures that the air conditioning system 2 can still work independently to meet the comfort requirements of the passenger cabin when there is no need to exchange heat with the intercooler.

[0062] Please see Figure 1 According to some embodiments of this application, the thermal management system may further include a fourth connecting pipe section 28 and a battery heat exchange channel 5. The battery heat exchange channel 5 is connected in parallel with the second heat exchange channel and the third connecting pipe section 27 through the fourth connecting pipe section 28. A second control valve 281 is provided on the fourth connecting pipe section 28.

[0063] In some embodiments, the fourth connecting pipe section 28 is connected to the side where the second valve port of the second three-way control valve 26 is located. Specifically, the first and second valve ports of the second three-way control valve 26 are connected in series on the second circulation pipe 21. The cooling medium flows into the second three-way control valve 26 from the first valve port, passes through the internal channel, and flows out from the second valve port. Downstream of the second valve port, the second circulation pipe 21 is divided into two parallel branches: one branch is connected to the inlet of the second heat exchange channel, through which the cooling medium flows and exchanges heat with the three-channel intercooler 3; the other branch is connected to one end of the fourth connecting pipe section 28, and the other end of the fourth connecting pipe section 28 is connected to the second circulation pipe 21 downstream of the second heat exchange channel, through which the cooling medium flows and exchanges heat with the power battery in the battery heat exchange channel 5. In other words, the second heat exchange channel and the fourth connecting pipe section 28 are connected in parallel downstream of the second valve port of the second three-way control valve 26. The two share the second three-way control valve 26 as the upstream control element. After the cooling medium in the second circulation pipeline 21 flows out from the second valve port, it selectively flows through the second heat exchange channel and / or the fourth connecting pipe section 28 according to the system requirements.

[0064] The battery heat exchange channel 5 is a coolant flow channel located inside the vehicle's power battery. It is embedded between the battery modules or inside the battery pack casing and is used to heat or cool the power battery. Power batteries (such as lithium-ion battery packs) are quite sensitive to temperature during operation, with their optimal operating temperature range typically between 15°C and 35°C. Too low a temperature will increase the battery's internal resistance and reduce charging and discharging efficiency, while too high a temperature will accelerate battery aging and even trigger the risk of thermal runaway. Therefore, precise thermal management of the battery is necessary. The inlet of the battery heat exchange channel 5 is connected to one end of the fourth connecting pipe section 28, and the outlet is connected to the second circulation pipe 21 downstream of the second heat exchange channel. This allows the cooling medium in the second circulation pipe 21 to enter the battery heat exchange channel 5 after flowing through the fourth connecting pipe section 28 and exchange heat with the power battery.

[0065] In some embodiments, a second control valve 281 is disposed on the fourth connecting pipe section 28 to control the on / off state or opening degree of the fourth connecting pipe section 28. The second control valve 281 can be a shut-off valve, a solenoid valve, or an electric regulating valve. When the second control valve 281 is closed, the fourth connecting pipe section 28 is cut off, and the cooling medium flowing from the second valve port of the second three-way control valve 26 cannot enter the fourth connecting pipe section 28. Instead, it flows entirely along the second circulation pipe 21 through the second heat exchange channel. At this time, no heat exchange occurs between the air conditioning system 2 and the battery; only the three-channel intercooler 3 heats or cools the intake air of the intermediate temperature system 1 and / or the engine 6. When the second control valve 281 is open, the fourth connecting pipe section 28 is open, and the cooling medium flowing from the second valve port of the second three-way control valve 26 is divided into two paths at the branch point. One path flows along the second circulation pipe 21 through the second heat exchange channel, and the other path enters the battery heat exchange channel 5 through the fourth connecting pipe section 28, where it exchanges heat with the three-channel intercooler 3 and the power battery, respectively. In some embodiments, the second control valve 281 may also be a proportional regulating valve, whose opening degree is continuously adjusted by an electronic control signal, thereby precisely controlling the flow rate of the cooling medium entering the battery heat exchange channel 5, and thus adjusting the rate of heating or cooling the battery.

[0066] With the above structure, when the air conditioning system 2 needs to provide heat or cooling to both the three-channel intercooler 3 and the power battery simultaneously, the second control valve 281 opens, and the cooling medium flowing from the second valve port of the second three-way control valve 26 flows simultaneously to the second heat exchange channel and the fourth connecting pipe section 28, respectively providing thermal management for the intermediate temperature system 1 / intake and the power battery. When only thermal management is needed for the intermediate temperature system 1 and / or the intake, and not for the battery, the second control valve 281 closes, and all the cooling medium flows to the second heat exchange channel. If separate thermal management of the battery is required, an additional switching valve can be installed, or independent control logic can be set on the fourth connecting pipe section 28, so that the cooling medium can still flow to the battery heat exchange channel 5 through the fourth connecting pipe section 28 even when the second three-way control valve 26 is in the connected position and the second heat exchange channel is cut off.

[0067] In this embodiment, by connecting the fourth connecting pipe section 28 to the second valve port side of the second three-way control valve 26, the battery heat exchange channel 5 and the second heat exchange channel are connected in parallel. Both share the upstream control of the second three-way control valve 26, resulting in a compact structure and simple piping layout, which helps reduce the number of pipes in the vehicle and lower system costs. Simultaneously, the second control valve 281 allows the battery thermal management to be independently activated or deactivated according to actual needs, ensuring system control flexibility and avoiding energy waste caused by heating or cooling the battery unnecessarily. Furthermore, by simultaneously introducing the cold and heat sources of the air conditioning system 2 into the intermediate temperature system 1, the engine 6 intake, and the power battery thermal management, heat sharing and tiered utilization among multiple heat sources are achieved, further improving the overall energy utilization efficiency of the vehicle.

[0068] Please see Figure 1 According to some embodiments of this application, the thermal management system may further include a third control valve 29, which is disposed in the second circulation pipeline 21 on a section of the pipeline for connecting the fourth connecting pipe section 28 and the second heat exchange channel.

[0069] The third control valve 29 is installed on the second circulation pipe 21, specifically on the pipe section between the connection point of the fourth connecting pipe section 28 and the second circulation pipe 21 and the inlet of the second heat exchange channel. This pipe section is the necessary path for the cooling medium to flow from the second valve port of the second three-way control valve 26 to the second heat exchange channel. The third control valve 29 is located at this position to control the on / off state and / or opening degree of this pipe section. The third control valve 29 can be a shut-off valve, a solenoid valve, or an electric regulating valve. When the third control valve 29 is open, the passage between the second circulation pipe 21 and the second heat exchange channel is opened, and the cooling medium flowing out from the second valve port of the second three-way control valve 26 can enter the second heat exchange channel through this pipe section to exchange heat with the three-channel intercooler 3; when the third control valve 29 is closed, this pipe section is cut off, and the cooling medium cannot enter the second heat exchange channel from the second circulation pipe 21.

[0070] The third control valve 29 works in conjunction with the second control valve 281 to achieve on-demand distribution of the cooling medium flow direction between the second heat exchange channel and the battery heat exchange channel 5 by the air conditioning system 2. The second control valve 281 is installed on the fourth connecting pipe section 28 and is used to control the opening and closing of the fourth connecting pipe section 28, that is, to control whether the cooling medium flows to the battery heat exchange channel 5; the third control valve 29 is installed on the upstream pipe section of the second heat exchange channel and is used to control the opening and closing of the second heat exchange channel, that is, to control whether the cooling medium flows to the second heat exchange channel.

[0071] The following three operating modes can be achieved through the independent on / off control of the second control valve 281 and the third control valve 29: The first mode is the simultaneous heat exchange mode: the second control valve 281 is open and the third control valve 29 is open. At this time, the cooling medium flowing from the second port of the second three-way control valve 26 simultaneously flows to the fourth connecting pipe section 28 and the pipe section flowing to the second heat exchange channel at the split point, entering the battery heat exchange channel 5 and the second heat exchange channel respectively, and simultaneously exchanging heat with the power battery and the three-channel intercooler 3. In this mode, the heat or cooling capacity of the air conditioning system 2 is simultaneously distributed to the battery thermal management and the inter-temperature system 1 / intake air thermal management, suitable for operating conditions requiring simultaneous heating or cooling of the battery and the electric drive assembly 12 / intake air.

[0072] The second mode is the intercooler-only heat exchange mode: the second control valve 281 is closed and the third control valve 29 is open. In this mode, the fourth connecting pipe section 28 is cut off, preventing the cooling medium from flowing to the battery heat exchange channel 5. Instead, the pipe section flowing to the second heat exchange channel is open, allowing all the cooling medium to enter the second heat exchange channel via this section, exchanging heat only with the three-channel intercooler 3, without thermal management of the battery. This mode is suitable for operating conditions where only heating or cooling of the intermediate temperature system 1 and / or intake air is required, while the battery temperature remains within the normal range.

[0073] The third mode is the battery-only heat exchange mode: the second control valve 281 is open and the third control valve 29 is closed. In this mode, the pipe section flowing to the second heat exchange channel is cut off by the third control valve 29, preventing the cooling medium from entering the second heat exchange channel. However, the fourth connecting pipe section 28 is open, allowing all the cooling medium to enter the battery heat exchange channel 5 via the fourth connecting pipe section 28, exchanging heat only with the power battery and not supplying heat or cold to the three-channel intercooler 3. This mode is suitable for operating conditions where only heating or cooling of the battery is required, and the intermediate temperature system 1 and intake air do not require thermal management. In this mode, because the third control valve 29 is closed, cutting off the passage of the second heat exchange channel, the cooling medium flowing out from the second valve port of the second three-way control valve 26 flows entirely along the fourth connecting pipe section 28 to the battery heat exchange channel 5 at the branch point because the second heat exchange channel is blocked, thus achieving dedicated supply of cold or heat to the air conditioning system 2.

[0074] In some embodiments, the second control valve 281 and the third control valve 29 can also be in the form of proportional regulating valves. By continuously adjusting their respective opening degrees, the proportion of cooling medium flow allocated to the battery heat exchange channel 5 and the second heat exchange channel can be precisely controlled in the simultaneous heat exchange mode, thereby adjusting the heating or cooling rate of the battery and the intercooler respectively. For example, in low-temperature cold start conditions where priority needs to be given to ensuring battery temperature rise, the opening degree of the third control valve 29 can be controlled to be smaller and the opening degree of the second control valve 281 to be larger, so that more heat is allocated to the battery; in conditions where priority needs to be given to ensuring intake air heating to prevent EGR icing, the opening degree of the third control valve 29 can be controlled to be larger and the opening degree of the second control valve 281 to be smaller, so that more heat is allocated to the second heat exchange channel of the three-channel intercooler 3.

[0075] This embodiment of the application achieves on-demand allocation and flexible switching of the cold or heat source of the air conditioning system 2 between the second heat exchange channel and the battery heat exchange channel 5 by setting a third control valve 29 to independently control the passage of the second heat exchange channel and combined with the second control valve 281 to independently control the battery heat exchange channel 5. When only battery thermal management is required and thermal management of the intermediate temperature system 1 and the intake air is not required, closing the third control valve 29 can cut off the second heat exchange channel, allowing all the cooling medium to flow to the battery heat exchange channel 5, avoiding unnecessary heat loss and improving the system's energy efficiency. Similarly, when only intermediate temperature system 1 and the intake air are required to perform thermal management, closing the second control valve 281 can cut off the battery heat exchange channel 5, avoiding unnecessary heating or cooling of the battery. The coordinated operation of the two control valves enables the entire thermal management system to perform refined and differentiated thermal management according to the actual temperature requirements of each component, further improving the energy utilization efficiency of the vehicle and the working efficiency of the components.

[0076] In some embodiments, the high-temperature system 4 also includes a thermostat 47 connected in series with the third circulation pipe 41. The thermostat 47 is a temperature control component in the engine 6 cooling system. It is filled with temperature-sensitive paraffin or uses an electronic temperature control element, and can automatically or controllably adjust its opening degree according to the temperature of the cooling medium. When the cooling medium temperature is low (e.g., during cold start), the thermostat 47 is closed or slightly open, blocking the flow of the cooling medium to the first radiator 42, allowing the cooling medium to circulate slightly within the engine 6 (i.e., without passing through the first radiator 42), thus facilitating rapid warm-up of the engine 6. When the cooling medium temperature rises to the opening temperature of the thermostat 47 (e.g., 82°C or 88°C), the thermostat 47 gradually opens, allowing the cooling medium to flow to the first radiator 42 for heat dissipation, keeping the engine 6 within its optimal operating temperature range. The specific opening temperature of the thermostat 47 can be set according to the engine 6 model and calibration strategy, for example, it can be set to different temperature values ​​such as 80°C, 85°C, or 90°C. In some embodiments, the thermostat 47 can be an electronically controlled thermostat 47, whose opening temperature can be actively adjusted by the vehicle controller according to the engine 6 operating conditions and environmental conditions to obtain more precise cooling temperature control. The thermostat 47 is located on the upstream or downstream pipeline of the first control valve 46. When the first control valve 46 is open and the high-temperature cooling medium in the engine cooling channel 43 is bypassed to the air conditioning system 2 through the first connecting pipe section 45, the operation of the thermostat 47 is not affected, and it still controls the main circuit on / off of the cooling medium flow to the first radiator 42.

[0077] In some embodiments, the intermediate temperature system 1 further includes an intermediate temperature expansion tank 17, which is connected to the first circulation pipeline 11. The intermediate temperature expansion tank 17 is a liquid storage container in the cooling system used to accommodate the volume expansion of the cooling medium due to temperature changes, and also serves as a liquid replenishment and venting function. The intermediate temperature expansion tank 17 can be made of plastic or metal and has a transparent liquid level observation window or a liquid level sensor for easy inspection and monitoring of the cooling medium level. The intermediate temperature expansion tank 17 is connected to the highest point of the first circulation pipeline 11 or the inlet side of the first water pump 13 via a connecting pipeline. When the cooling medium in the first circulation pipeline 11 expands due to temperature increase, the excess cooling medium flows into the intermediate temperature expansion tank 17 for temporary storage; when the cooling medium temperature decreases and its volume shrinks, the cooling medium in the intermediate temperature expansion tank 17 flows back into the first circulation pipeline 11 under atmospheric pressure or the action of a pressure cap, thereby maintaining the full state of the cooling medium in the system. The medium-temperature expansion tank 17 may also be equipped with an exhaust valve or exhaust port to release air generated in the first circulation pipeline 11 due to temperature changes or during filling, preventing airlock. In some embodiments, the medium-temperature expansion tank 17 is also equipped with a pressure cap. When the system pressure exceeds a preset value, the pressure cap automatically opens to release excess pressure, protecting the first circulation pipeline 11 and its related components from damage caused by excessive pressure. The volume of the medium-temperature expansion tank 17 can be set according to the volume of the first circulation pipeline 11 and the thermal expansion coefficient of the cooling medium, for example, it can be set to 1.5L, 2L, or 3L.

[0078] In some embodiments, the high-temperature system 4 also includes a high-temperature expansion tank 48, which is connected to the third circulation pipeline 41. The high-temperature expansion tank 48 has a similar structure and function to the medium-temperature expansion tank 17, and is used to accommodate the volume expansion of the cooling medium within the high-temperature system 4 due to temperature changes. Because the operating temperature of the high-temperature system 4 is relatively high (typically between 85°C and 110°C), the thermal expansion of the cooling medium is relatively large; therefore, the volume of the high-temperature expansion tank 48 can be set to be larger than that of the medium-temperature expansion tank 17. The high-temperature expansion tank 48 is connected to the highest point of the third circulation pipeline 41 or the inlet side of the third water pump 44 via a connecting pipeline, and replenishes and accommodates the cooling medium when its temperature changes. The high-temperature expansion tank 48 may also be equipped with auxiliary components such as a liquid level observation window, a liquid level sensor, an exhaust valve, and a pressure cap. In some embodiments, the high-temperature expansion tank 48 and the medium-temperature expansion tank 17 can be integrated into a single expansion tank assembly, internally divided into two independent chambers by a partition, respectively connected to the first circulation pipe 11 and the third circulation pipe 41, to save vehicle layout space. In other embodiments, the medium-temperature expansion tank 17 and the high-temperature expansion tank 48 can also be independently installed in different locations in the vehicle's front compartment, flexibly installed according to the routing of their respective pipes and spatial layout. The volume of the high-temperature expansion tank 48 can be set according to the volume of the third circulation pipe 41 and the thermal expansion coefficient of the cooling medium, for example, it can be set to 2L, 2.5L, or 3.5L. By installing expansion tanks in the high-temperature system 4 and the medium-temperature system 1 respectively, the volume fluctuations of the cooling medium in their respective pipes caused by temperature changes can be effectively absorbed, maintaining stable system pressure, preventing pipe leakage or seal damage due to excessive pressure, and providing convenience for the filling and maintenance of the cooling medium.

[0079] Based on the same concept, this application also provides a vehicle. The vehicle includes a frame, an engine system 6, and a thermal management system. The engine system 6 is mounted on the frame, and the thermal management system is the same as in any of the above embodiments. The third heat exchange channel of the thermal management system is connected to the intake manifold 7 of the engine system 6.

[0080] The chassis is the basic load-bearing structure of a vehicle, used to support and mount its various functional components. The chassis can be a monocoque structure, where the body shell and chassis are integrally formed, and all components are directly mounted on the body; it can also be a non-monocoque structure, with an independent frame beam, and the body connected to the chassis via elastic elements; or it can be a semi-monocoque structure. The engine system (6), thermal management system, power battery, electric drive assembly (12), air conditioning system (2), etc., are all mounted on the chassis, and the components are interconnected through pipes, wiring harnesses, and mechanical connectors.

[0081] In some embodiments, the engine 6 system includes an engine 6 body, an intake manifold 7, an exhaust manifold, a supercharger (e.g., a turbocharger or a supercharger), and intake and exhaust piping. The engine 6 system is mounted in the front compartment of the chassis and connected to the chassis via suspension brackets, which contain rubber or hydraulic bushings to absorb vibrations and shocks during engine 6 operation.

[0082] The engine 6 system is one of the vehicle's power sources. In hybrid vehicles, the engine 6 system works in conjunction with the electric motor system to drive the vehicle or charge the battery. The intake manifold 7 of the engine 6 system distributes the pressurized and intercooled fresh air or air-fuel mixture to the individual cylinders of the engine 6. One end of the intake manifold 7 is connected to the outlet of the third heat exchange passage of the three-flow intercooler 3, and the other end is connected to the intake valve on the cylinder head of the engine 6. The inlet of the third heat exchange passage is connected to the compressor outlet of the turbocharger or the intake piping after the air filter.

[0083] The thermal management system is the same as the thermal management system in the aforementioned embodiments. The components of the thermal management system, including the intermediate temperature system 1 (first circulation pipe 11, electric drive assembly 12, first water pump 13, first three-way control valve 15, second connecting pipe section 16, second radiator 14, etc.), the air conditioning system 2 (second circulation pipe 21, heat exchanger 22, heater 23, second water pump 24, compressor 25, second three-way control valve 26, third connecting pipe section 27, fourth connecting pipe section 28, battery heat exchange channel 5, second control valve 281, third control valve 29, etc.), the high temperature system 4 (third circulation pipe 41, first radiator 42, engine cooling channel 43, third water pump 44, first connecting pipe section 45, first control valve 46, etc.), and the three-channel intercooler 3, are all mounted on the vehicle frame. The three-flow intercooler 3 can be installed in the front compartment of the chassis near the intake manifold 7 of the engine 6 to shorten the pipe length between the third heat exchange channel and the intake manifold 7, thereby reducing intake flow resistance. The outlet of the third heat exchange channel of the three-flow intercooler 3 is connected to the inlet of the intake manifold 7 of the engine 6 system through the intake pipe. The intake air, after heat exchange by the three-flow intercooler 3, enters the intake manifold 7 through this pipe and is finally distributed to each cylinder. The connecting pipes of each circulation pipe can be made of rubber hoses, metal rigid pipes, or composite material pipes. The pipes are arranged along the longitudinal or transverse beams of the chassis and fixed to the chassis by pipe clamps or brackets to avoid vibration and wear during driving.

[0084] In some embodiments, the vehicle is a hybrid vehicle, such as a plug-in hybrid electric vehicle (PHEV), a range-extended electric vehicle (EREV), or a hybrid electric vehicle (HEV). The vehicle may also include high-voltage electrical components such as a power battery, drive motor, motor controller, DC / DC converter, and on-board charger. These components are mounted on the vehicle frame and connected to corresponding parts of the thermal management system. The power battery has a battery heat exchange channel 5, which is connected to the air conditioning system 2 via a fourth connecting pipe section 28 to achieve temperature management of the power battery. The drive motor and motor controller, as components of the electric drive assembly 12, are connected to the first heat exchange channel of the three-channel intercooler 3 via a first circulation pipe 11 to achieve temperature management of the electric drive assembly 12. The engine 6 system is selectively connected to the air conditioning system 2 via the third circulation pipe 41 of the high-temperature system 4 to achieve the recovery and utilization of waste heat from the engine 6.

[0085] According to the vehicle provided in this application embodiment, by integrating the aforementioned thermal management system onto the vehicle frame and connecting the third heat exchange channel of the three-channel intercooler 3 to the intake manifold 7 of the engine 6, integrated thermal management of multiple heat and cold sources, including the electric drive assembly 12, the engine 6 intake, the power battery, and the engine 6 itself, is achieved. In low-temperature environments, the vehicle can utilize the heat generated by the air conditioning system 2 and / or the high-temperature system 4 to preheat the electric drive assembly 12, the intake, and the power battery, allowing each component to quickly enter its efficient operating temperature range. Simultaneously, heating the intake air prevents water vapor in the EGR system from freezing and clogging the pipes, enabling the vehicle to normally activate EGR in low-temperature environments, significantly improving overall vehicle fuel economy and cold-start performance under low-temperature conditions. In high-temperature environments, the vehicle can utilize the cooling energy generated by the air conditioning system 2 to forcibly cool the electric drive assembly 12, the intake, and the power battery, ensuring that each component maintains high efficiency under high-load conditions and avoiding power limitation and performance degradation due to overheating. Through the flexible switching of multiple modes and the tiered utilization of multiple heat sources in the thermal management system, the vehicle can achieve optimal temperature control of each power component under all operating conditions, thereby maximizing the fuel economy, power performance and driving comfort of the whole vehicle while ensuring reliability and durability.

[0086] In some embodiments, the engine 6 system is provided with an EGR system, which is connected to a third heat exchange channel.

[0087] When the engine 6 system is equipped with a low-pressure EGR system, the pressurized fresh air and the recirculated exhaust gas after passing through the EGR cooler are mixed before entering the third heat exchange channel. The mixed high-temperature gas enters the third heat exchange channel, exchanges heat with the medium in the first and second heat exchange channels, and then enters the cylinder of engine 6 through the intake manifold 7.

[0088] Please see Figure 2Based on the same concept, this application also provides a thermal management control method, applied to the vehicle as described in the foregoing embodiments.

[0089] It should be noted that since the thermal management control method provided in this application is applied to the vehicle in the foregoing embodiments, it includes all the technical features of the vehicle in the foregoing embodiments, and of course also includes all the technical features of the thermal management system in the foregoing embodiments. The structure of the thermal management system will not be described in detail in the following method embodiments.

[0090] The thermal management control method includes steps 110, 210, and 310.

[0091] Step 110: Obtain ambient temperature parameters.

[0092] In step 110, the ambient temperature parameter refers to the temperature parameter of the external environment in which the vehicle is located. The ambient temperature parameter can be obtained by an ambient temperature sensor installed on the exterior of the vehicle. This sensor is typically installed in a location that accurately senses the external ambient temperature and is not directly exposed to heat radiation from the engine. The ambient temperature sensor can be a thermistor type, whose resistance changes with temperature. The analog-to-digital converter module of the controller converts the collected voltage signal into a corresponding temperature value. The ambient temperature parameter can be acquired continuously in real time, or it can be sampled once at a predetermined time after the vehicle is powered on or started. In some embodiments, to ensure the accuracy and stability of the temperature data, multiple ambient temperature values ​​can be continuously collected after the vehicle is powered on, and the average value is taken as the final ambient temperature parameter. In other embodiments, the ambient temperature parameter can also be combined with GPS positioning parameters to obtain local meteorological data as an auxiliary judgment to further improve the accuracy of temperature judgment.

[0093] Step 210: When the ambient temperature parameter is lower than the first temperature threshold, control the second water pump 24 and heater 23 to turn on.

[0094] In step 210, the first temperature threshold is a preset temperature critical value in the vehicle controller, used to determine whether the current ambient temperature is in a low-temperature operating condition. The first temperature threshold can be calibrated according to the specific configuration of the vehicle, the type of engine, and thermal management requirements.

[0095] In some implementations, the first temperature threshold can be set to 0°C. In other implementations, considering the risk of icing in the EGR system below 5°C, the first temperature threshold can be set to 5°C. In still other implementations, the first temperature threshold can be set to 10°C to enable the preheating function over a wider temperature range, further improving vehicle fuel economy in low-temperature environments.

[0096] When the ambient temperature parameter is lower than the first temperature threshold, it indicates that the vehicle is currently in a low-temperature environment. At this time, the controller of the thermal management system controls the second water pump 24 and the heater 23 to turn on. After the heater 23 turns on, it heats the cooling medium flowing through the second circulation pipe 21, and the second water pump 24 drives the heated cooling medium to circulate in the second circulation pipe 21. When the heated cooling medium flows through the second heat exchange channel of the three-channel intercooler 3, the heat is transferred through the heat-conducting wall surface inside the three-channel intercooler 3 to the first heat exchange channel and the third heat exchange channel, respectively heating the cooling medium in the intercooling system 1 and the intake air of the engine 6.

[0097] Through the above control, the intake air of the electric drive assembly 12 and the engine 6 can be preheated simultaneously or selectively in low-temperature environments, so that each component can quickly reach the high-efficiency operating temperature range. At the same time, it prevents water vapor in the EGR gas from freezing and blocking the intercooler and pipeline due to excessive wall cooling in low-temperature environments, thereby ensuring that the EGR function can be used normally in low-temperature environments.

[0098] Step 310: When the ambient temperature parameter is higher than the second temperature threshold, control the second water pump 24 and compressor 25 to turn on; the second temperature threshold is higher than the first temperature threshold.

[0099] In step 310, the second temperature threshold is also a preset temperature critical value in the vehicle controller, used to determine whether the current ambient temperature is in a high-temperature condition. The second temperature threshold is higher than the first temperature threshold.

[0100] The second temperature threshold can be calibrated according to the specific configuration and cooling requirements of the vehicle. In some embodiments, the second temperature threshold can be set to 35°C. In other embodiments, the second temperature threshold can be set to 38°C or 40°C. When the ambient temperature parameter is higher than the second temperature threshold, it indicates that the vehicle is currently in a high-temperature environment. At this time, the controller of the thermal management system controls the second water pump 24 and the compressor 25 to turn on. In cooling mode, the compressor 25 compresses the refrigerant to circulate it in the air conditioning system 2. The heat exchanger 22 acts as an evaporator to absorb the heat of the cooling medium in the second circulation pipe 21 to cool it down. The second water pump 24 drives the low-temperature cooling medium to circulate in the second circulation pipe 21. At the same time, the controller can control the corresponding position of each control valve according to actual needs to selectively deliver the cooling capacity generated by the air conditioning system 2 to the second heat exchange channel of the three-channel intercooler 3 and / or the battery heat exchange channel 5 of the power battery. When the low-temperature cooling medium flows through the second heat exchange channel of the three-channel intercooler 3, it simultaneously absorbs heat from the cooling medium of the intermediate-temperature system 1 in the first heat exchange channel and heat from the intake air of the engine 6 in the third heat exchange channel, thus achieving forced cooling of the electric drive assembly 12 and the intake air of the engine 6. When the low-temperature cooling medium flows through the battery heat exchange channel 5, it absorbs heat from the power battery, thus cooling the battery. Through the above control, the operating temperature of the electric drive assembly 12, the intake air temperature of the engine 6, and the temperature of the power battery can be effectively reduced in high-temperature environments, ensuring that each component can maintain high operating efficiency under high-load conditions such as low-speed, high-power operation.

[0101] In some implementations, when the ambient temperature is between the first temperature threshold and the second temperature threshold, i.e., under normal operating conditions, the thermal management system can operate in a conventional mode, without starting the heater 23 or the compressor 25, and passively dissipating heat only through the first radiator 42 and the second radiator 14, or keeping each three-way valve in a bypass state so that each system can operate independently.

[0102] In other embodiments, the control logic in steps 210 and 310 can be executed continuously or periodically during vehicle operation. That is, when the ambient temperature changes and crosses a first temperature threshold or a second temperature threshold, the controller switches between heating mode and cooling mode accordingly, thereby ensuring that the thermal management system always operates in the most suitable mode.

[0103] According to the thermal management control method provided in this application embodiment, by acquiring ambient temperature parameters in real time and automatically controlling different working modes of the air conditioning system 2 based on the comparison results of the ambient temperature parameters with a first temperature threshold and a second temperature threshold, the fully automatic intelligent control of the thermal management system is realized. This method is independent of the engine 6 starting state. After the vehicle is powered on, it can automatically execute corresponding strategies based on the ambient temperature. In low-temperature environments, it automatically turns on the heater 23 and the second water pump 24, using the heat from the air conditioning system 2 to preheat the medium-temperature system 1 and the intake air of the engine 6, solving the problems of slow temperature rise and low efficiency of the electric drive component 12 and ice blockage of the EGR system at low temperatures. In high-temperature environments, it automatically turns on the compressor 25 and the second water pump 24, using the cooling capacity of the air conditioning system 2 to forcibly cool the medium-temperature system 1 and the intake air of the engine 6, solving the problems of insufficient heat dissipation and decreased working efficiency of various components at high temperatures. This method has simple control logic, clear judgment conditions, and reliable execution. It can achieve optimal thermal management under all weather conditions without manual intervention from the driver, effectively improving the vehicle's fuel economy, power performance, and component lifespan.

[0104] The thermal management system also includes a high-temperature system 4, which includes a third circulation pipe 41 and an engine cooling channel 43. The engine cooling channel 43 is connected in series with the third circulation pipe 41 along the fluid flow direction. The engine cooling channel 43 is connected in parallel with the air conditioning system 2 through a first connecting pipe section 45, and a first control valve 46 is provided on the first connecting pipe section 45.

[0105] According to some embodiments of this application, after controlling the second water pump 24 and heater 23 to turn on in step 210, the thermal management control method further includes steps 220 and 230.

[0106] Step 220: Obtain the engine 6 start signal.

[0107] In step 220, the engine 6 start signal refers to the confirmation signal issued by the vehicle control system after detecting that the engine 6 has been successfully started and is running. This signal can be generated by the engine 6 control unit (ECU) after detecting that the engine 6 speed exceeds the start success threshold (e.g., exceeding 500 rpm or 600 rpm for a certain period of time), and sent to the controller of the thermal management system via the controller area network bus (CAN bus) or hard-wired signal. The engine 6 start signal can also be obtained directly from the engine 6 status parameters of the vehicle controller (VCU). The vehicle controller comprehensively judges whether the engine 6 has been successfully started by considering multiple parameters such as engine 6 speed, ignition status, and fuel injection status. In some embodiments, the engine 6 start signal can be obtained through continuous monitoring, that is, the controller of the thermal management system reads the engine 6 status signal in real time or periodically. Once it detects that the engine 6 changes from a stopped state to a running state, step 230 is triggered. In other embodiments, it can also be that the system continuously waits for the arrival of the engine 6 start signal within a preset time period after the execution of step 210. If the engine 6 start signal is received within this time period, step 230 is executed; if it is not received within the time limit, the current heating mode is maintained.

[0108] Step 230: With engine 6 running, control the first control valve 46 to open.

[0109] In step 230, when the controller of the thermal management system determines that the engine 6 has been successfully started and is in operation based on the engine 6 start signal obtained in step 220, it issues an opening command to the first control valve 46. After the first control valve 46 opens, the high-temperature cooling medium in the engine cooling channel 43 (i.e., the high-temperature coolant after absorbing heat from the engine 6 cylinder block and / or cylinder head) is introduced into the second circulation pipe 21 of the air conditioning system 2 via the first connecting pipe section 45. At this time, the cooling medium heated by the heater 23 is already circulating in the second circulation pipe 21. The high-temperature cooling medium introduced from the engine 6 mixes with the original high-temperature cooling medium in the second circulation pipe 21, causing the temperature of the cooling medium in the second circulation pipe 21 to rise further or maintain a higher temperature level. The mixed high-temperature cooling medium flows through the second heat exchange channel of the three-channel intercooler 3 and / or the battery heat exchange channel 5 of the power battery, respectively transferring heat to the intercooling system 1, the engine 6 intake, and the power battery, achieving rapid preheating of each component.

[0110] In other embodiments, the opening of the first control valve 46 can also be controlled gradually, that is, the opening degree of the first control valve 46 is gradually adjusted according to the temperature of the cooling medium at the outlet of the engine cooling channel 43. When the engine coolant temperature is low, the first control valve 46 is controlled to open with a small opening degree or delay opening. When the engine coolant temperature rises to the target value, it is fully opened to avoid the cooling medium with too low temperature from entering the second circulation pipe 21 and thus lowering the overall temperature.

[0111] In some other embodiments, the opening of the first control valve 46 can also be coordinated with the power of the heater 23. When the first control valve 46 is open and the waste heat of the engine 6 can meet the thermal management requirements, the power of the heater 23 can be appropriately reduced or the heater 23 can be turned off to reduce power consumption and further save the energy consumption of the whole vehicle.

[0112] The opening of the first control valve 46 adds an extra heat source channel on top of the opening of the heater 23. Before the engine 6 starts, only the heater 23 provides heat for preheating; after the engine 6 starts, the heat gradually accumulated in the engine cooling channel 43 can be added to the heating through the opening of the first control valve 46, realizing the synergistic heating of "heater 23 + engine 6 waste heat". When the engine 6 has been running for a long time and the engine 6 coolant temperature has stabilized at a high level, the heater 23 can even be completely turned off, and the heating needs of the intermediate temperature system 1, intake air and battery can be met by relying solely on the waste heat of the engine 6. This greatly reduces the vehicle's power consumption and further improves fuel economy.

[0113] The medium-temperature system 1 also includes a first three-way control valve 15, the first valve port and the second valve port of the first three-way control valve 15 are connected in series on the first circulation pipeline 11; the third valve port of the first three-way control valve 15 is connected in parallel with the first heat exchange channel through the second connecting pipe section 16; the medium-temperature system 1 also includes a second radiator 14, the second radiator 14 is connected in series on the first circulation pipeline 11.

[0114] According to some embodiments of this application, after controlling the second water pump 24 and heater 23 to turn on in step 210, the thermal management control method further includes steps 240, 250 and 260.

[0115] Step 240: Obtain the first temperature parameter of the first circulation pipeline 11.

[0116] In step 240, the first temperature parameter of the first circulation pipe 11 refers to the temperature parameter of the cooling medium flowing through the first circulation pipe 11. The first temperature parameter can be obtained by a temperature sensor installed on the first circulation pipe 11. This temperature sensor can be located at the outlet side of the first water pump 13, the inlet or outlet side of the electric drive assembly 12, or the inlet or outlet side of the first heat exchange channel. In some embodiments, the temperature sensor is installed on the inlet side of the first circulation pipe 11 of the first heat exchange channel to detect the temperature of the cooling medium about to enter the first heat exchange channel of the three-channel intercooler 3. In other embodiments, the temperature sensor can also be installed on the outlet side of the electric drive assembly 12 to detect the temperature of the cooling medium after the electric drive assembly 12 has started operating. The temperature sensor can be a thermistor type temperature sensor, and the analog-to-digital converter module of the controller converts the acquired voltage signal into a corresponding temperature value. The first temperature parameter can be acquired continuously in real time, or it can be periodically sampled at a predetermined time after step 210 is executed.

[0117] Step 250: When the first temperature parameter is lower than the third temperature threshold, control the first water pump 13 to open and control the first valve port of the first three-way control valve 15 to connect with the second valve port.

[0118] In step 250, the third temperature threshold is a preset temperature critical value in the vehicle controller, used to determine whether the temperature of the cooling medium in the intermediate temperature system 1 is too low and requires heating. The third temperature threshold can be calibrated according to the optimal operating temperature range of the electric drive assembly 12 and the low-temperature preheating requirements. In some embodiments, the third temperature threshold can be set to 0°C, 5°C, or 10°C, etc. When the first temperature parameter is lower than the third temperature threshold, it indicates that the temperature of the cooling medium in the intermediate temperature system 1 is too low, and the electric drive assembly 12 has not yet reached the high-efficiency operating temperature range. At this time, the controller controls the first water pump 13 to open and controls the first valve port of the first three-way control valve 15 to connect with the second valve port. After the first water pump 13 is turned on, it drives the cooling medium in the first circulation pipe 11 to circulate. After the first valve port of the first three-way control valve 15 is connected to the second valve port, the cooling medium flows through the first heat exchange channel of the three-channel intercooler 3. At this time, the second heat exchange channel already contains high-temperature cooling medium supplied from the air conditioning system 2 (heated by the heater 23 and / or by the waste heat of the engine 6). The high-temperature heat is transferred from the second heat exchange channel to the first heat exchange channel through the heat-conducting wall inside the three-channel intercooler 3, heating the cooling medium in the intercooling system 1. The heated cooling medium then flows through the electric drive assembly 12, transferring heat to the electric drive assembly 12, causing the electric drive assembly 12 to quickly heat up to the high-efficiency operating temperature range. At the same time, the intake air of the engine 6 in the third heat exchange channel is also heated synchronously to increase the intake pipe wall temperature and the intake air temperature.

[0119] Step 260: When the first temperature parameter is higher than the fourth temperature threshold, control the first valve port of the first three-way valve to connect with the third valve port so that the second connecting pipe section 16 is connected with the first heat exchange channel; the fourth temperature threshold is higher than the third temperature threshold.

[0120] In step 260, the fourth temperature threshold is also a preset temperature critical value in the vehicle controller, used to determine whether the temperature of the cooling medium in the intercooling system 1 is high enough that further heating is no longer necessary. The fourth temperature threshold is higher than the third temperature threshold. The fourth temperature threshold can be calibrated according to the target operating temperature range of the electric drive assembly 12 and the safety margin to avoid overheating. In some embodiments, the fourth temperature threshold can be set to 40°C, 50°C, 60°C, or other values ​​between 40°C and 60°C. When the first temperature parameter is higher than the fourth temperature threshold, it indicates that the temperature of the cooling medium in the intercooling system 1 has reached or exceeded the target temperature, and the electric drive assembly 12 is in the high-efficiency operating temperature range. At this time, the controller controls the first valve port of the first three-way control valve 15 to connect with the third valve port, so that the cooling medium bypasses the first heat exchange channel through the second connecting pipe section 16 and no longer exchanges heat with the three-channel intercooler 3. At this time, even if the air conditioning system 2 continues to deliver high-temperature heat to the second heat exchange channel, since no cooling medium flows through the first heat exchange channel, the heat will not be transferred to the medium-temperature system 1, thereby preventing the electric drive component 12 from being overheated.

[0121] In other embodiments, after step 260 is performed, if the first temperature parameter subsequently drops below the fourth temperature threshold but remains above the third temperature threshold, the first three-way control valve 15 may continue to maintain the connection between the first valve port and the third valve port, or partially connect them in a certain proportion, in order to reduce the input of heat and achieve fine temperature regulation.

[0122] In some embodiments, the operation of controlling the first water pump 13 to open in step 250 can be performed immediately after step 210, or it can be determined based on the result of the first temperature parameter. In a low-temperature environment, when the air conditioning system 2 has started heating the second circulation pipe 21, if the first water pump 13 is in the off state, the cooling medium in the first circulation pipe 11 will not flow, and the heat of the air conditioning system 2 cannot be transferred to the medium-temperature system 1 through the three-channel intercooler 3. Therefore, in step 250, when the first temperature parameter is lower than the third temperature threshold, the controller simultaneously opens the first water pump 13 and switches the first three-way control valve 15 to the connected position, so that the cooling medium begins to circulate and flows through the first heat exchange channel, achieving effective heat transfer. In other embodiments, the first water pump 13 can also be opened at the same time as step 210, so that the cooling medium in the first circulation pipe 11 is always in a circulating state during the process of the air conditioning system 2 heating the second circulation pipe 21. Once the first three-way control valve 15 is switched to the connected position, heat exchange can start immediately, reducing response delay.

[0123] In some embodiments, the third and fourth temperature thresholds in steps 250 and 260 can be dynamically adjusted based on ambient temperature parameters and / or the vehicle's operating mode. For example, in extremely low temperature environments (e.g., below -20°C), the settings of the third and fourth temperature thresholds can be appropriately increased to more actively heat the intermediate temperature system 1; when the ambient temperature is close to normal, the temperature thresholds can be appropriately decreased to reduce unnecessary heating. In other embodiments, the third and fourth temperature thresholds can also be differentiated according to the thermal characteristics of the electric drive components 12 of different vehicle models and stored in the controller's non-volatile memory.

[0124] In some implementations, after step 260, if the first temperature parameter continues to rise and exceeds the preset overheat protection threshold, the controller can also control the fan of the second radiator 14 to turn on to assist in heat dissipation, or control the first three-way control valve 15 to partially connect in a certain proportion, so that part of the cooling medium flows through the first heat exchange channel to utilize the cooling capacity of the air conditioning system 2 for cooling (when the air conditioning system 2 is in cooling mode), thereby preventing the medium-temperature system 1 from overheating.

[0125] The thermal management system also includes a fourth connecting pipe section 28 and a battery heat exchange channel 5. The battery heat exchange channel 5 is connected in parallel with the second heat exchange channel and the third connecting pipe section 27 through the fourth connecting pipe section 28. A second control valve 281 is provided on the fourth connecting pipe section 28. According to some embodiments of this application, after the second water pump 24 and heater 23 are turned on, the thermal management control method further includes steps 270, 280 and 290.

[0126] Step 270: Control the second control valve 281 to open.

[0127] In step 270, controlling the second control valve 281 to open means that after the controller of the thermal management system has controlled the second water pump 24 and heater 23 to open in step 210 and the air conditioning system 2 is in low-temperature heating mode, it simultaneously or subsequently issues an opening command to the second control valve 281. After the second control valve 281 opens, the fourth connecting pipe section 28 is opened. The high-temperature cooling medium heated by the heater 23 (and the high-temperature cooling medium that may be introduced from the engine cooling channel 43 later) flows through the second valve port of the second three-way control valve 26, and part or all of it enters the battery heat exchange channel 5 through the fourth connecting pipe section 28 to transfer heat to the power battery, thereby heating the battery. In some embodiments, the execution of step 270 can be synchronized with step 210, that is, the second control valve 281 is opened when the low-temperature heating mode is started, so that the heat generated by the air conditioning system 2 is simultaneously distributed to the three-channel intercooler 3 and the power battery. In some embodiments, step 270 may also be performed after step 250, that is, ensuring that the intermediate temperature system 1 and the intake air are heated before activating the battery heating, so as to achieve priority distribution of heat. In still some embodiments, step 270 may also be performed after steps 220 and 230, that is, after the engine 6 is started and the first control valve 46 is opened to introduce the waste heat of the engine 6, the second control valve 281 is opened to heat the battery, at which time the heat source is more sufficient.

[0128] Step 280: Obtain the battery temperature parameters of the battery heat exchange channel 5.

[0129] In step 280, the battery temperature parameter of the battery heat exchange channel 5 refers to the current temperature parameter of the power battery. The battery temperature parameter can be obtained by detecting the temperature of the cooling medium flowing through the battery heat exchange channel 5 using coolant temperature sensors located on the inlet or outlet side of the channel, thus indirectly reflecting the battery's temperature state. In some embodiments, the battery temperature parameter can also be directly collected by temperature sensors located on the surface of the battery module or between individual battery cells. These sensors are typically NTC thermistor temperature sensors, which can accurately reflect the actual temperature of the battery body. Multiple temperature sensors can be distributed at different locations in the battery pack. The controller performs comprehensive processing on the collected temperature values ​​(e.g., taking the average or the highest value) as the battery temperature parameter for subsequent judgment. The battery temperature parameter can be acquired continuously in real time or periodically sampled within a predetermined time period after step 270 is executed.

[0130] Step 290: If the battery temperature parameter is higher than the fifth temperature threshold, control the second control valve 281 to close; the fifth temperature threshold is greater than the first temperature threshold.

[0131] In step 290, the fifth temperature threshold is a preset temperature critical value in the vehicle controller, used to determine whether the battery heating has reached the target temperature and heating can be stopped. The fifth temperature threshold is greater than the first temperature threshold. The fifth temperature threshold can be calibrated according to the optimal operating temperature range of the power battery and the protection strategy to avoid overheating. In some embodiments, the fifth temperature threshold can be set to 45°C. When the battery temperature parameter is higher than the fifth temperature threshold, it indicates that the battery has reached or exceeded the lower limit of the suitable operating temperature range. Continued heating may cause the battery temperature to become too high, affecting its lifespan and safety. At this time, the controller controls the second control valve 281 to close, cutting off the passage of the fourth connecting pipe section 28 and stopping the delivery of high-temperature cooling medium to the battery heat exchange channel 5 to avoid overheating of the battery.

[0132] In some implementations, the control logic in step 290 can also be combined with the battery's state of charge (SOC) for comprehensive judgment. For example, when the battery's SOC is low, the battery's internal resistance is high, and the discharge efficiency decreases more significantly at low temperatures. In this case, the setting value of the fifth temperature threshold can be appropriately increased to heat the battery to a slightly higher temperature to reduce internal resistance. When the battery's SOC is high, the setting value of the fifth temperature threshold can be appropriately decreased to avoid unnecessary heating energy consumption. In other implementations, the fifth temperature threshold can also be adaptively adjusted according to the ambient temperature parameter. The lower the ambient temperature, the lower the setting value of the fifth temperature threshold can be, utilizing the heat generated by the battery itself during charging and discharging to help maintain the temperature and reduce the need for external heating. The specific value of the fifth temperature threshold can be stored in the controller's non-volatile memory and updated and optimized through OTA remote upgrades.

[0133] According to some embodiments of this application, after controlling the second water pump 24 and compressor 25 to turn on, the thermal management control method further includes steps 320, 330 and 340.

[0134] Step 320: Obtain the second temperature parameter of the second circulation pipeline 21.

[0135] In step 320, the second temperature parameter of the second circulation pipe 21 refers to the temperature parameter of the cooling medium flowing through the second circulation pipe 21 of the air conditioning system 2. The second temperature parameter can be obtained by a temperature sensor installed on the second circulation pipe 21. This temperature sensor can be located at the outlet side of the second water pump 24, the outlet side of the heat exchanger 22, the inlet side of the second three-way control valve 26, or the inlet side of the second heat exchange channel, etc. The temperature sensor can be a thermistor type, and the analog-to-digital converter module of the controller converts the acquired voltage signal into the corresponding temperature value. The second temperature parameter can be acquired continuously in real time, or periodically sampled at predetermined times after step 310 is executed.

[0136] Step 330: When the second temperature parameter is lower than the sixth temperature threshold, control the second control valve 281 to open.

[0137] In step 330, the sixth temperature threshold is a preset temperature critical value in the vehicle controller, used to determine whether the temperature of the cooling medium in the second circulation pipe 21 is low enough to effectively cool the battery in high-temperature cooling mode. The sixth temperature threshold can be calibrated according to the cooling capacity of the air conditioning system 2, the optimal operating temperature range of the battery, and cooling requirements. In some embodiments, the sixth temperature threshold can be set to 10°C. In other embodiments, the sixth temperature threshold can be set to 12°C or 15°C. In still other embodiments, the sixth temperature threshold can be set to 8°C. When the second temperature parameter is lower than the sixth temperature threshold, it indicates that the air conditioning system 2 has cooled the cooling medium in the second circulation pipe 21 to a sufficiently low temperature. This low-temperature cooling medium has sufficient heat absorption capacity and can effectively remove the heat from the power battery. At this time, the controller controls the second control valve 281 to open, the fourth connecting pipe section 28 is opened, and the low-temperature cooling medium enters the battery heat exchange channel 5 through the fourth connecting pipe section 28 to absorb the heat from the power battery and perform forced cooling of the battery.

[0138] Step 340: If the second temperature parameter is higher than the fifth temperature threshold, control the second control valve 281 to close; the fifth temperature threshold is higher than the sixth temperature threshold.

[0139] In step 340, the fifth temperature threshold is used as the stop threshold for battery cooling in high-temperature cooling mode. When the second temperature parameter is higher than the fifth temperature threshold, it indicates that the temperature of the cooling medium in the second circulation pipe 21 has risen to a higher level (e.g., due to excessively high ambient temperature, insufficient air conditioning cooling capacity, or the cooling medium absorbing heat from the battery after the battery has cooled down sufficiently). At this time, the heat absorption capacity of the low-temperature cooling medium has significantly decreased. Continuing to supply the cooling medium to the battery will not only fail to effectively remove the battery's heat, but may also heat the battery because the cooling medium temperature is higher than the battery temperature. At this time, the controller controls the second control valve 281 to close, cutting off the passage of the fourth connecting pipe section 28 and stopping the supply of cooling medium to the battery heat exchange channel 5, thus avoiding unnecessary heat load on the battery. In some embodiments, after the second control valve 281 is closed, if the second temperature parameter subsequently drops below the sixth temperature threshold, the controller can control the second control valve 281 to open again to restore battery cooling, thereby achieving hysteresis control of battery cooling and ensuring that the battery is always maintained within a suitable operating temperature range in high-temperature environments.

[0140] In high-temperature cooling mode, the control logic in steps 330 and 340 coordinates with the operation in step 310 that controls the compressor 25 and the second water pump 24 to start. After the compressor 25 starts, the refrigerant circulates in the air conditioning system 2, and the heat exchanger 22, acting as an evaporator, absorbs heat from the cooling medium in the second circulation pipe 21 to cool it down. The second water pump 24 drives the low-temperature cooling medium to circulate in the second circulation pipe 21. During this process, the controller continuously monitors the second temperature parameter of the second circulation pipe 21 through a temperature sensor. When the second temperature parameter drops below the sixth temperature threshold, it indicates that the cooling capacity of the air conditioning system 2 has been established and the temperature of the cooling medium has reached a level that can effectively cool the battery. At this time, the controller opens the second control valve 281 to introduce cold energy into the battery heat exchange channel 5. As the battery heat is continuously removed, the temperature of the cooling medium in the second circulation pipe 21 will gradually rise. When the second temperature parameter rises above the fifth temperature threshold, it indicates that the cooling medium can no longer effectively cool the battery. The controller closes the second control valve 281, stops supplying cooling to the battery, and waits for the cooling medium in the second circulation pipe 21 to be cooled down again by the heat exchanger 22 before resuming cooling.

[0141] The thermal management system also includes a third control valve 29, which is located in the second circulation pipeline 21 and is used to connect the fourth connecting pipe section 28 and the pipe section of the second heat exchange channel. According to some embodiments of this application, after controlling the second water pump 24 and compressor 25 to turn on in step 310, the thermal management control method further includes steps 350 and 360.

[0142] Step 350: Obtain the intake air temperature parameters of engine 6 and the first temperature parameters of the first circulation pipe 11.

[0143] In step 350, the intake air temperature parameter of engine 6 refers to the temperature of the intake air of engine 6 after flowing through the third heat exchange channel of the three-channel intercooler 3, or the temperature of the air-fuel mixture (including fresh air and EGR gas) about to enter the cylinder of engine 6. The intake air temperature parameter can be obtained by a temperature sensor installed on the intake pipe between the outlet side of the third heat exchange channel and the intake manifold 7 of engine 6. This temperature sensor can accurately detect the intake air temperature entering engine 6 after heat exchange through the intercooler.

[0144] The intake air temperature parameter reflects whether the intake air of engine 6 is within a suitable operating temperature range. Excessively high intake air temperature will reduce the charging efficiency and output power of engine 6, and increase the tendency for knocking. The first temperature parameter reflects the current temperature state of the electric drive assembly 12. Excessively high temperature of the electric drive assembly 12 will affect its operating efficiency and may lead to power limitation or thermal damage. The intake air temperature parameter of engine 6 and the first temperature parameter of the first circulation pipe 11 can be acquired through real-time continuous acquisition or periodic sampling.

[0145] Step 360: If the intake air temperature parameter is higher than the seventh temperature threshold or the first temperature parameter is higher than the eighth temperature threshold, control the third control valve 29 to open.

[0146] In step 360, the seventh temperature threshold is a preset temperature critical value in the vehicle controller, used to determine whether the intake air temperature of the engine 6 is too high and requires forced cooling. The seventh temperature threshold can be calibrated according to the combustion requirements of the engine 6, the knock boundary, and the operating characteristics of the turbocharger. In some embodiments, the seventh temperature threshold can be set to 70°C. When the intake air temperature parameter is higher than the seventh temperature threshold, it indicates that the intake air temperature of the engine 6 has exceeded the target value, and forced cooling using the cooling capacity of the air conditioning system 2 is required. The eighth temperature threshold is another preset temperature critical value in the vehicle controller, used to determine whether the temperature of the cooling medium in the intermediate temperature system 1 is too high and requires forced cooling of the electric drive assembly 12. The eighth temperature threshold can be calibrated according to the optimal operating temperature range and heat dissipation requirements of the electric drive assembly 12. In some embodiments, the eighth temperature threshold can be set to 65°C. When the first coolant temperature parameter is higher than the eighth temperature threshold, it indicates that the temperature of the cooling medium in the intermediate temperature system 1 is too high, and the electric drive assembly 12 needs to be cooled using the cooling capacity of the air conditioning system 2. When either of the above two conditions is met (i.e., the intake air temperature is higher than the seventh temperature threshold or the first coolant temperature is higher than the eighth temperature threshold), the controller controls the third control valve 29 to open.

[0147] Step 360, "controlling the third control valve 29 to open," means that when the intake air temperature parameter is higher than the seventh temperature threshold or the first coolant temperature parameter is higher than the eighth temperature threshold, the controller of the thermal management system sends an opening command to the third control valve 29. After the third control valve 29 opens, the low-temperature cooling medium (which has been cooled by refrigerant at the heat exchanger 22) flowing from the second valve port of the second three-way control valve 26 enters the second heat exchange channel through this pipe section. The low-temperature cooling medium exchanges heat with the first and third heat exchange channels in the second heat exchange channel, and simultaneously absorbs the heat from the cooling medium of the intermediate temperature system 1 in the first heat exchange channel and the heat from the intake air of the engine 6 in the third heat exchange channel, thereby forcibly cooling the electric drive assembly 12 and the intake air of the engine 6. It should be noted that the judgment condition in step 360 is an "OR" logical relationship, that is, as long as either the intake air temperature or the coolant temperature of the intermediate temperature system 1 exceeds its corresponding threshold, the third control valve 29 is opened. If neither temperature exceeds its corresponding threshold, the third control valve 29 remains closed. Even if the air conditioning system 2 is already in cooling mode, its cooling capacity will not be introduced into the three-channel intercooler 3, but will only be used to meet the needs of passenger compartment cooling and / or battery cooling (as in steps 330 and 340). Through the above "or" logic judgment, it can be ensured that under any operating condition where the intercooling system 1 or the intake air requires cooling, the cooling capacity of the air conditioning system 2 can be promptly introduced into the intercooler, preventing any component overheating from affecting the overall vehicle performance.

[0148] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0149] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0150] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0151] In the description of this application, "multiple" means two or more.

[0152] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.

[0153] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0154] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0155] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized in that, include: The medium-temperature system includes a first circulation pipeline, an electric drive assembly, and a first water pump, wherein the electric drive assembly and the first water pump are connected in series in the first circulation pipeline along the fluid flow direction; An air conditioning system includes a second circulation pipeline, a heat exchanger, a heater, a second water pump, and a compressor. The heat exchanger, the heater, and the second water pump are connected in series in the second circulation pipeline along the fluid flow direction. The compressor is connected to the heat exchanger through a refrigerant pipeline. The three-channel intercooler has a first heat exchange channel, a second heat exchange channel, and a third heat exchange channel that can exchange heat with each other; the first heat exchange channel is connected in series with the first circulation pipe; the second heat exchange channel is connected in series with the second circulation pipe; and the third heat exchange channel is connected to the engine's intake manifold.

2. The thermal management system according to claim 1, characterized in that, It also includes a high-temperature system, which includes a third circulation pipeline, a first radiator, an engine cooling channel, and a third water pump. The first radiator, the third water pump, and the engine cooling channel are connected in series on the third circulation pipeline along the fluid flow direction. The third water pump and the engine cooling channel are connected in parallel with the air conditioning system through a first connecting pipe section, and a first control valve is provided on the first connecting pipe section.

3. The thermal management system according to claim 1 or 2, characterized in that, The intermediate temperature system further includes a first three-way control valve, the first valve port and the second valve port of the first three-way control valve are connected in series on the first circulation pipeline; the third valve port of the first three-way control valve is connected in parallel with the first heat exchange channel through a second connecting pipe section; the intermediate temperature system further includes a second radiator, the second radiator is connected in series on the first circulation pipeline.

4. The thermal management system according to claim 1 or 2, characterized in that, The air conditioning system also includes a second three-way control valve, wherein the first and second valve ports of the second three-way control valve are connected in series on the second circulation pipeline; and the third valve port of the second three-way control valve is connected in parallel with the second heat exchange channel through a third connecting pipe section.

5. The thermal management system according to claim 4, characterized in that, It also includes a fourth connecting pipe section and a battery heat exchange channel, wherein the battery heat exchange channel is connected in parallel with the second heat exchange channel and the third connecting pipe section through the fourth connecting pipe section; a second control valve is provided on the fourth connecting pipe section.

6. The thermal management system according to claim 5, characterized in that, It also includes a third control valve, which is located in the second circulation pipeline and is used to connect the fourth connecting pipe section and the second heat exchange channel.

7. A vehicle, characterized in that, include: Frame; The engine system is mounted on the vehicle frame; In any one of claims 1 to 6, the third heat exchange channel is connected to the intake manifold of the engine system.

8. The vehicle according to claim 7, characterized in that, The engine system is equipped with an EGR system, which is connected to the third heat exchange channel.

9. A thermal management control method applied to a vehicle as described in claim 7 or 8, characterized in that, include: Obtain ambient temperature parameters; When the ambient temperature parameter is lower than the first temperature threshold, control the second water pump and heater to turn on; When the ambient temperature parameter is higher than the second temperature threshold, the second water pump and compressor are turned on; the second temperature threshold is higher than the first temperature threshold.

10. The vehicle thermal management control method according to claim 9, characterized in that, The thermal management system further includes a high-temperature system, which includes a third circulation pipeline and an engine cooling channel. The engine cooling channel is connected in series on the third circulation pipeline along the fluid flow direction. The engine cooling channel is connected in parallel with the air conditioning system through a first connecting pipe section, and a first control valve is provided on the first connecting pipe section. After the second water pump and heater are turned on, the thermal management control method further includes: Obtain the engine start signal; With the engine running, the first control valve is opened.

11. The vehicle thermal management control method according to claim 9 or 10, characterized in that, The intermediate temperature system further includes a first three-way control valve, the first valve port and the second valve port of the first three-way control valve are connected in series in the first circulation pipeline; the third valve port of the first three-way control valve is connected in parallel with the first heat exchange channel through a second connecting pipe section; the intermediate temperature system further includes a second radiator, the second radiator is connected in series in the first circulation pipeline; After the second water pump and heater are turned on, the thermal management control method further includes: Obtain the first temperature parameter of the first circulation pipeline; When the first temperature parameter is lower than the third temperature threshold, the first water pump is turned on, and the first valve port of the first three-way control valve is connected to the second valve port. When the first temperature parameter is higher than the fourth temperature threshold, the first valve port of the first three-way valve is connected to the third valve port so that the second connecting pipe section is connected to the first heat exchange channel; the fourth temperature threshold is higher than the third temperature threshold.

12. The vehicle thermal management control method according to claim 9 or 10, characterized in that, The thermal management system further includes a fourth connecting pipe section and a battery heat exchange channel. The battery heat exchange channel is connected in parallel with the second heat exchange channel and the third connecting pipe section through the fourth connecting pipe section. A second control valve is provided on the fourth connecting pipe section. After the second water pump and heater are turned on, the thermal management control method further includes: Control the second control valve to open; Obtain the battery temperature parameters of the battery heat exchange channel; If the battery temperature parameter is higher than the fifth temperature threshold, the second control valve is controlled to close; the fifth temperature threshold is greater than the first temperature threshold.

13. The vehicle thermal management control method according to claim 12, characterized in that, After the second water pump and compressor are turned on, the thermal management control method further includes: Obtain the second temperature parameter of the second circulation pipeline; When the second temperature parameter is lower than the sixth temperature threshold, the second control valve is opened. If the second temperature parameter is higher than the fifth temperature threshold, the second control valve is controlled to close; the fifth temperature threshold is higher than the sixth temperature threshold.

14. The vehicle thermal management control method according to claim 12, characterized in that, The thermal management system further includes a third control valve, which is located in the second circulation pipeline and is used to connect the fourth connecting pipe section and the second heat exchange channel. After the second water pump and compressor are turned on, the thermal management control method further includes: Obtain the engine's intake air temperature parameters and the first temperature parameters of the first circulation pipeline; If the intake air temperature parameter is higher than the seventh temperature threshold, or if the first temperature parameter is higher than the eighth temperature threshold, the third control valve is opened.

Images