Hybrid thermal management system and vehicle

Abstract

The utility model discloses a hybrid thermal management system and a vehicle. The hybrid thermal management system comprises an engine, a radiator, a first cooling loop and a second cooling loop. An engine and a radiator are arranged on each of the first cooling loop and the second cooling loop; the lengths of liquid cooling paths of the first cooling loop and the second cooling loop in the radiator are different; and the first cooling loop is connected with the second cooling loop. Therefore, through the multi-flow radiator, multi-path cooling liquid output at different temperatures is achieved, and high-temperature and low-temperature multi-temperature heat management is achieved with low cost.

Description

Technical Field

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

[0002] Since the power system of hybrid vehicles is larger than that of traditional fuel vehicles, the complexity of their thermal management systems is also increasing. Power batteries, motors, high-voltage accessories, etc. all need to be designed with separate thermal management systems to ensure normal operation. Existing hybrid thermal management systems usually meet the thermal management needs of hybrid vehicles by setting up two sets of high-temperature and low-temperature thermal management systems and equipping multiple radiators, heat exchangers, and commutation devices. However, such a design not only increases costs, but also increases the difficulty of arranging various parts in the front cabin.

[0003] Therefore, how to meet the thermal management requirements of hybrid vehicles with as few components as possible has become a difficult problem that needs to be solved urgently by those skilled in the art. Utility Model Content

[0004] In order to solve the above technical problems, the first aspect of the present application discloses a hybrid thermal management system, which can achieve high-temperature and low-temperature heat dissipation management by using only a multi-process heat dissipation. The hybrid thermal management system includes an engine, a radiator, a first cooling circuit and a second cooling circuit; the first cooling circuit and the second cooling circuit are both provided with an engine and a radiator; the lengths of the liquid cooling paths in the radiator of the first cooling circuit and the second cooling circuit are different; the first cooling circuit and the second cooling circuit are connected.

[0005] In a possible implementation manner, a liquid cooling path of the first cooling circuit in the radiator and a liquid cooling path of the second cooling circuit in the radiator share at least a portion of the cooling circuit.

[0006] In a possible embodiment, the radiator includes a first liquid port, a second liquid port, a third liquid port, a first liquid chamber, a second liquid chamber, a third liquid chamber, a first heat dissipation core, and a second heat dissipation core; one end of the first heat dissipation core is connected to the first liquid chamber, and the other end is connected to the second liquid chamber, the first liquid chamber is provided with a first liquid port, and the second liquid chamber is provided with a second liquid port; one end of the second heat dissipation core is connected to the second liquid chamber, and the other end is connected to the third liquid chamber, and the third liquid chamber is provided with a third liquid port; wherein, the liquid cooling path of the first cooling circuit in the radiator is from the first liquid port to the second liquid port; the liquid cooling path of the second cooling circuit in the radiator is from the first liquid port to the third liquid port.

[0007] In a possible embodiment, the radiator includes a first liquid port, a second liquid port, a third liquid port, a first liquid chamber, a second liquid chamber, a third liquid chamber, a fourth liquid chamber, a first heat dissipation core, a second heat dissipation core, and a third heat dissipation core; one end of the first heat dissipation core is connected to the first liquid chamber, and the other end is connected to the second liquid chamber, the first liquid chamber is provided with a first liquid port, and the second liquid chamber is provided with a second liquid port; one end of the second heat dissipation core is connected to the second liquid chamber, and the other end is connected to the third liquid chamber; one end of the third heat dissipation core is connected to the third liquid chamber, and the other end is connected to the fourth liquid chamber, and the fourth liquid chamber is provided with a third liquid port; wherein the liquid cooling path of the first cooling circuit in the radiator is from the first liquid port to the second liquid port; the liquid cooling path of the second cooling circuit in the radiator is from the first liquid port to the third liquid port.

[0008] In one possible embodiment, the cooling circuit between the second liquid port and the engine forms a first cooling branch of the first cooling circuit, and the cooling circuit between the third liquid port and the engine forms a second cooling branch of the second cooling circuit; the first cooling branch, the second cooling branch and the engine are connected.

[0009] In a possible implementation, the hybrid thermal management system also includes a third cooling branch, on which vehicle-mounted electrical equipment is disposed; the first cooling circuit is connected to the third cooling branch; or, the second cooling circuit is connected to the third cooling branch; or, the first cooling circuit is connected to the second cooling circuit and the third cooling branch.

[0010] In a possible implementation, the vehicle-mounted electrical equipment includes at least one of a motor, a motor controller, a power battery, and a vehicle-mounted electrical appliance.

[0011] In a possible embodiment, the hybrid thermal management system also includes a first two-way valve, a second two-way valve and a three-way valve; the first end of the first two-way valve is connected to the second liquid port, and the second end of the first two-way valve is connected to the first end of the three-way valve; the first end of the second two-way valve is connected to the third liquid port or the second end of the three-way valve, and the second end of the second two-way valve is connected to the vehicle-mounted electrical equipment; the third end of the three-way valve is connected to one end of the engine.

[0012] In a possible implementation, the hybrid thermal management system further includes an electronic valve, one end of which is connected to the second cooling circuit, and one end of which is connected to the three-way valve and / or one end of the second two-way valve.

[0013] A second aspect of the present application provides a vehicle, comprising any system described in the first aspect of the present application.

[0014] It can be seen that the present application only provides multiple liquid chambers, multiple heat dissipation cores and multiple liquid outlets in one radiator, so that the liquid cooling paths of the coolant flowing out of different liquid outlets are different. The longer the liquid cooling path, the lower the coolant temperature. Therefore, according to the actual needs of heat dissipation of hybrid vehicles, coolants of different temperatures are used to dissipate heat for different on-board devices, thus achieving thermal management of different temperatures such as high temperature and low temperature of hybrid vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0016] Figure 1 is an overall schematic diagram of a hybrid thermal management system provided in an embodiment of the present application;

[0017] Figure 2 is an overall schematic diagram of another hybrid thermal management system provided in an embodiment of the present application;

[0018] Figure 3 It is a schematic diagram of a multi-pass radiator structure provided in an embodiment of the present application;

[0019] Figure 4 is a schematic diagram of operating condition 1 of a hybrid thermal management system provided in an embodiment of the present application;

[0020] Figure 5 is a schematic diagram of operating condition 2 of a hybrid thermal management system provided in an embodiment of the present application;

[0021] Figure 6 is a schematic diagram of operating condition 3 of a hybrid thermal management system provided in an embodiment of the present application;

[0022] Figure 7 is a schematic diagram of operating condition 4 of a hybrid thermal management system provided in an embodiment of the present application;

[0023] Figure 8 is a schematic diagram of operating condition 5 of a hybrid thermal management system provided in an embodiment of the present application;

[0024] Fig. 9 is an overall schematic diagram of another hybrid thermal management system provided in an embodiment of the present application;

[0025] Fig.10 It is an overall schematic diagram of another multi-pass radiator provided in an embodiment of the present application;

[0026] Explanation of the reference numerals: 1-engine; 2-radiator; 3-fan; 4-on-board electrical equipment; 5-thermostat; 61-first two-way valve; 62-second two-way valve; 7-three-way valve; 8-water pump; 9-electronic valve; 21-first liquid chamber; 22-second liquid chamber; 23-third liquid chamber; 24-first liquid port; 25-second liquid port; 26-third liquid port; 27-first heat dissipation core; 28-second heat dissipation core; 29-third heat dissipation core; 210-fourth liquid chamber. DETAILED DESCRIPTION

[0027] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0028] The terms "first", "second", etc. in the specification and claims of this application and the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, device, product or end that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or ends.

[0029] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0030] The term "connection" in this application, unless otherwise specified, mainly refers to a physical structural connection. If specified, it may also include meanings such as direct connection or indirect connection. The terms "first" and "second" in the specification and claims of this application and the drawings are used to distinguish different objects, rather than to describe a specific order. In addition, the term "includes" and any of its variations are intended to cover non-exclusive inclusions. In this application, the cooling path refers to the length of the cooling circuit, not the flow direction or circuit of the coolant.

[0031] For ease of understanding, the hybrid thermal management system involved in this application is first introduced.

[0032] See also Figure 1 , Figure 1 This is the overall schematic diagram of the hybrid thermal management system. Figure 1 As shown, the thermal management system in the present application includes a first cooling circuit and a second cooling circuit. The first cooling circuit may include an engine 1, a radiator 2, a two-way valve 61 and a three-way valve 7, and the second cooling circuit may include an engine 1, a radiator 2 and a three-way valve 7.

[0033] In an optional embodiment, the thermal management system in the present application further includes a third cooling branch. The third cooling branch may include the onboard electrical equipment 4 and a two-way valve 62 .

[0034] It can be seen that there is partial overlap between the first cooling circuit, the second cooling circuit and the third cooling branch. According to the shut-off relationship between the two-way valve 61, the two-way valve 62 and the three-way valve 7, the integration of different cooling circuits can be achieved, and the control of the coolant temperature can be further realized.

[0035] See also Figure 2 , Figure 2 is an overall schematic diagram of another hybrid thermal management system in this application. Figure 2 As shown, the hybrid thermal management system in the present application also includes a thermostat 5, a water pump 8 and an electronic valve 9. The first end of the thermostat 5 is connected to the first end of the water pump 9, and the second end of the thermostat is connected to the engine to monitor the temperature of the coolant flowing out of the engine; the first end of the water pump 9 is connected to the first end of the thermostat 5, and the second end is connected to the first liquid port. The water pump 8 can adjust the flow rate of the coolant in the entire system; the first end of the electronic valve 9 is connected to the third liquid port, and the second end is connected to the second two-way valve. The electronic valve is used to cope with the working condition where the heat dissipation temperature is not high, and the third cooling branch can be disconnected.

[0036] It can be understood that in the above embodiments, the first cooling circuit may include the engine 1, the radiator 2, the thermostat 5, the first two-way valve 61, the three-way valve 7 and the water pump 8, the second cooling circuit may include the engine 1, the radiator 2, the thermostat 5, the three-way valve 7, the water pump 8 and the electronic valve 9, and the third cooling branch may include the radiator 2, the on-board electrical equipment 4, the second two-way valve 62, the water pump 8 and the electronic valve 9.

[0037] It can be seen that the hybrid thermal management system in this application can adjust the hybrid thermal management strategy in real time by monitoring the temperature of the engine coolant, select the most suitable heat dissipation mode under the current working conditions, achieve precise thermal management control, and reduce heat dissipation costs.

[0038] See also Figure 3 , Figure 3It is an overall schematic diagram of a multi-flow radiator in the present application. As shown in the figure, the coolant flows into the first heat dissipation core 27 through the first liquid chamber 21, flows into the second liquid chamber 22 after cooling, and part of the coolant flows out from the second liquid port 25. At this time, the coolant is only dissipated once, and is used to cool down the vehicle-mounted equipment with a higher operating temperature. In addition to the coolant flowing out of the second liquid port mentioned above, the remaining coolant continues to flow into the third liquid chamber 23 along the second heat dissipation core 28, and then flows into the fourth liquid chamber 210 along the third heat dissipation core 29, and flows out from the third liquid port 26. As a result, the coolant dissipates heat through three heat dissipation cores, and the temperature drops significantly, which can be used to cool down the vehicle-mounted equipment with a lower operating temperature.

[0039] In an optional embodiment, the first liquid port 24 in the present application is a liquid inlet, and the second liquid port 25 and the third liquid port 26 are liquid outlets, so that the cooling paths of the coolant from the first liquid port 24 to the second liquid port 25 and the third liquid port 26 are different.

[0040] In an optional embodiment, the first liquid port 24 and the second liquid port 25 in the present application are liquid outlets, and the third liquid port 26 is a liquid inlet, so that the cooling paths of the coolant from the third liquid port 26 to the first liquid port 24 and the second liquid port 25 are different.

[0041] In an optional embodiment, the second liquid port 25 in the present application is the liquid inlet, and the first liquid port 24 and the third liquid port 26 are liquid outlets, so that the cooling path of the coolant from the second liquid port 25 to the first liquid port 24 and the third liquid port 26 is almost the same, so that the coolant flow temperature is almost the same, and the temperature difference of the coolant is small.

[0042] In an optional embodiment, the first liquid port 24 and the second liquid port 25 in the present application are liquid inlets, and the third liquid port 26 is a liquid outlet. The coolant flowing into the first liquid port 24 is mixed with the coolant flowing into the second liquid port 25 after cooling, and flows out from the third liquid port 26 after cooling down, so that the coolant can obtain multiple stages of heat dissipation in a radiator. The second liquid port 25 can be connected to a vehicle-mounted application with a higher temperature such as an engine. The high-temperature coolant of the second liquid port 25 is mixed with the coolant flowing out of the first liquid port 24 and cooled down, and then continues to cool down, which improves the heat dissipation effect. It is understandable that those skilled in the art can obtain corresponding inspiration through the above-mentioned liquid port liquid outlet and liquid inlet settings, such as changing the number, position, inlet and outlet relationship of the liquid inlet and liquid outlet, or arranging and combining the above-mentioned embodiments. The above-mentioned embodiments do not constitute a limitation to the technical solution of the present application.

[0043] In the present application, the hybrid thermal management system can adjust the flow rate of the coolant in the entire cooling circuit by adjusting the power of the water pump 8, and can adjust the heat dissipation by adjusting the power of the front-end heat dissipation module fan 3. For the first cooling circuit flowing through the engine, the flow rate can be adjusted according to the heat dissipation requirement of the engine 1 by adjusting the opening of the two-way valve 61. When the heat dissipation of the engine 1 is relatively large and the temperature of the coolant coming out of the second liquid port 22 is high and cannot dissipate the heat of the engine well, the three-way valve 7 intervenes to open the liquid port B of the three-way valve 7 to introduce the coolant with a lower temperature into the second cooling circuit, and mix the two coolants with different temperatures according to the different openings of the three-way valve 7, so that the liquid port P of the three-way valve 7 can obtain the coolant temperature and flow rate that meet the heat dissipation requirements of the engine 1. For the third cooling branch flowing through the on-board electrical equipment 4, the flow rate of the coolant in the entire cooling circuit can be adjusted by adjusting the opening of the two-way valve 62 to meet the heat dissipation requirements of the entire cooling circuit.

[0044] In the present application, vehicle-mounted electrical equipment includes but is not limited to various electronic components, motors, electronic controls, batteries and other components. Those skilled in the art should understand that any vehicle-mounted electrical equipment that has a need for heat dissipation can be cooled through the thermal management system in the present application.

[0045] It can be seen that the present application realizes the control of high and low temperatures of the coolant by setting multiple heat dissipation cores in the radiator and guiding the coolant to flow out through different liquid outlets, and can cool down vehicle-mounted equipment with different operating temperatures.

[0046] See also Figure 4-Figure 8 , which is a specific display of the cooling circuit in the hybrid thermal management system under different heat dissipation conditions of this application.

[0047] like Figure 4 As shown, working condition 1, when the engine heat dissipation demand is small: when the vehicle only needs engine 1 to work, engine 1 drives the vehicle to work and the power of engine 1 is small and the heat dissipation demand is not high, at this time, the working principle diagram of the entire thermal management system is shown in Figure 4 At this time, only the engine cooling circuit is working, the first two-way valve 61 is in the open state, the second two-way valve 62 is in the closed state, the liquid port A of the three-way valve 7 is open, the liquid port B is in the closed state, and the liquid port P is in the open state. The coolant flow of the entire circuit is that the water pump delivers the coolant into the first liquid port 24 of the radiator 2, flows through the first liquid chamber 21, the first heat dissipation core 27, the second liquid chamber 22, and flows out from the second liquid port 25, passes through the first two-way valve 61, the liquid port A of the three-way valve 7, and the liquid port P of the three-way valve into the engine 1. After the engine 1 is heated by heat exchange, the coolant passes through the water pump 8 to complete a cycle.

[0048] like Figure 5As shown, working condition 2, when the engine cooling demand is large: when the vehicle engine 1 is in a high power working condition, the heat generation is large, and the temperature of the engine 1 outlet is high. At this time, the temperature of the coolant that has only been cooled once is still high relative to the first liquid outlet of the engine. At this time, the working principle diagram of the entire thermal management system is shown in Figure 5 At this time, the first two-way valve 61 is opened, the second two-way valve 62 is closed, the three-way valve liquid port A and liquid port B are opened, and the liquid port P is also opened. The coolant flow of the entire cooling circuit is that the water pump 8 delivers the coolant into the first liquid port 24 of the radiator 2, flows through the first liquid chamber 21, the first heat dissipation core 27, the second liquid chamber 22, part of the coolant flows out from the second liquid port 1 through the two-way valve 1 to the three-way valve liquid port A, and the other part of the coolant flows through the liquid chamber 2 and continues to enter the heat dissipation core, flows through the liquid chamber 3, the heat dissipation core, the liquid chamber 4, and flows to the three-way valve B port at the second liquid port 25. After the two temperatures of the cooling liquids of the three-way valve 7 are mixed to a suitable temperature, they flow into the first liquid port of the engine, and then undergo heat exchange at the engine and flow out of the engine to the water pump to complete a cycle.

[0049] like Figure 6 As mentioned above, working condition 3, when the engine is not working and only the motor is working: when the vehicle is driven purely by electricity, the first cooling circuit is closed, and only the third cooling branch of the on-board electrical equipment 4 such as the motor electronic control battery is working. At this time, the working principle diagram of the entire thermal management system is shown in FIG. Figure 6 At this time, the first two-way valve 61 is closed, the second two-way valve 62 is opened, and the liquid port B of the three-way valve 7 is closed. The coolant flow of the entire cooling circuit is that the water pump 8 delivers the coolant into the first liquid port 24 of the radiator, flows through the first liquid chamber 21, the first heat dissipation core 27, the second liquid chamber 22, the second heat dissipation core 28, the third liquid chamber 23, the third heat dissipation core 29, the fourth liquid chamber 210, the third liquid port 26 and flows through the second two-way valve 62, flows through the on-board electrical equipment 4, and finally flows into the water pump 8 to complete a cycle.

[0050] like Figure 7 As shown, working condition 4, when both the engine and the motor are working: when the vehicle requires the engine 1 and the motor (not shown) to be hybrid driven, the first cooling circuit and the third cooling branch work at the same time, and the working principle diagram of the entire thermal management system is shown in FIG. Figure 7At this time, the first two-way valve 61 is opened, the second two-way valve 62 is opened, the liquid port A of the three-way valve 7 is opened, the liquid port B is closed, and the liquid port P is opened. The coolant flow of the entire cooling circuit is as follows: the water pump 8 delivers the coolant into the first liquid port 24 of the radiator 2, flows through the first liquid chamber 21, the first heat dissipation core 27, and the second liquid chamber 22. A portion of the coolant flows out from the second liquid port 24 and flows through the first two-way valve 61, passes through the liquid port A of the three-way valve 7 to reach the liquid port P outlet and flows into the engine for heat exchange, and finally flows out of the engine to reach the water pump 8. The other portion of the coolant flows through the second heat dissipation core 28 after flowing through the second liquid chamber 22, reaches the third liquid chamber 23, the third heat dissipation core 29, and the fourth liquid chamber 210, flows out from the third liquid port 26 and passes through the second two-way valve 62, then flows through the on-board electrical equipment 4 for heat exchange, and finally flows out before the water pump 8 to merge with the first cooling circuit and enter the water pump 8 to complete a cycle.

[0051] like Figure 8 As shown, working condition 5, when both the engine and the motor are working and the engine temperature is high: when the vehicle needs to be driven by the engine and the motor in a hybrid manner and is in a high power working condition, the water temperature of the first liquid port 24 of the radiator 2 is high, and the temperature of the first cooling circuit cannot be reduced alone, at this time, the working principle diagram of the entire thermal management system is shown in Figure 8 At this time, the first two-way valve 61 is opened, the second two-way valve 62 is opened, and the liquid ports A, B and P of the three-way valve 7 are all opened. The coolant flow of the entire cooling circuit is as follows: the water pump 8 delivers the coolant into the first liquid port 24 of the radiator 2, flows through the first liquid chamber 21, the first heat dissipation core 27, the second liquid chamber 22, and a part of the coolant flows out from the second liquid port 25, passes through the first two-way valve 61 to reach the liquid port A of the three-way valve 7, and the other part of the coolant flows through the second heat dissipation core 28 after flowing through the second liquid chamber 22, reaches the third liquid chamber 23, the third heat dissipation core 23, the fourth liquid chamber 210, and flows out from the third liquid port 26. One part of the coolant flows through the liquid port B of the three-way valve 7 and mixes with the water of the liquid port A, and then flows through the engine 1 to exchange heat for the engine 1. The other part of the coolant passes through the second two-way valve 62, and then flows through the on-board electrical equipment 4 for heat exchange. Finally, the two parts merge before the water pump 8 and flow to the water pump to complete a cycle.

[0052] like Fig. 9 When the power of the electronic fan 3 of the front-end heat dissipation module is large enough and the power of the water pump 8 is sufficient, only two cooling paths can be used, the third liquid port 26 can be placed in the third liquid chamber 23, and the fourth liquid chamber 210 can be eliminated.

[0053] like Fig.10 , which is an overall schematic diagram of another multi-pass radiator in this application. Figure 6In the working condition 3 shown, when the heat dissipation of the on-board electrical equipment 4 in the entire thermal management system is not large, an electronic valve 9 can be added between the third liquid port 26 and the second two-way valve 62 to cope with this working condition where the heat dissipation demand is not large. At this time, the electronic valve is closed, the first two-way valve 61 is opened, the second two-way valve 62 is opened, the liquid port A and the liquid port B of the three-way valve 7 are both opened, and the liquid port P is closed. At this time, the coolant flows through the first liquid chamber 21, the first heat dissipation core 27, the second liquid chamber 22, the second liquid port 25, the first two-way valve 61, the liquid port A and the liquid port B of the three-way valve 7, the second two-way valve 62, flows through the on-board electrical equipment 4, and finally flows to the water pump 8. This process can reduce the length of the entire process when the heat dissipation demand is low, and reduce the resistance of the entire system.

[0054] Finally, it should be noted that the hybrid thermal management system and vehicle disclosed in the embodiments of the present application are only preferred embodiments of the present application, and are only used to illustrate the technical solution of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, a person of ordinary skill in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features therein may be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A hybrid thermal management system, It is characterized in that The system includes an engine, a radiator, a first cooling circuit and a second cooling circuit; The engine and the radiator are both arranged on the first cooling circuit and the second cooling circuit; The first cooling circuit and the second cooling circuit have different lengths of liquid cooling paths in the radiator; and the first cooling circuit and the second cooling circuit are connected.

2. The system according to claim 1, It is characterized in that A liquid cooling path of the first cooling circuit in the radiator and a liquid cooling path of the second cooling circuit in the radiator share at least a portion of a cooling circuit.

3. The system according to claim 2, It is characterized in that The radiator comprises a first liquid port, a second liquid port, a third liquid port, a first liquid chamber, a second liquid chamber, a third liquid chamber, a first heat dissipation core, and a second heat dissipation core; One end of the first heat dissipation core is connected to the first liquid chamber, and the other end is connected to the second liquid chamber. The first liquid chamber is provided with a first liquid port, and the second liquid chamber is provided with a second liquid port. One end of the second heat dissipation core is connected to the second liquid chamber, and one end is connected to the third liquid chamber, and a third liquid port is provided on the third liquid chamber; in, The liquid cooling path of the first cooling circuit in the radiator is from the first liquid port to the second liquid port; A liquid cooling path of the second cooling circuit in the radiator is from the first liquid port to the third liquid port.

4. The system according to claim 2, It is characterized in that The radiator comprises a first liquid port, a second liquid port, a third liquid port, a first liquid chamber, a second liquid chamber, a third liquid chamber, a fourth liquid chamber, a first heat dissipation core, a second heat dissipation core, and a third heat dissipation core; One end of the first heat dissipation core is connected to the first liquid chamber, and the other end is connected to the second liquid chamber. The first liquid chamber is provided with a first liquid port, and the second liquid chamber is provided with a second liquid port. One end of the second heat dissipation core is connected to the second liquid chamber, and one end is connected to the third liquid chamber; One end of the third heat dissipation core is connected to the third liquid chamber, and the other end is connected to the fourth liquid chamber, and a third liquid port is provided on the fourth liquid chamber; in, The liquid cooling path of the first cooling circuit in the radiator is from the first liquid port to the second liquid port; A liquid cooling path of the second cooling circuit in the radiator is from the first liquid port to the third liquid port.

5. The system according to claim 4, It is characterized in that The cooling circuit between the second liquid port and the engine forms a first cooling branch of the first cooling circuit, and the cooling circuit between the third liquid port and the engine forms a second cooling branch of the second cooling circuit; The first cooling branch, the second cooling branch, and the engine are connected.

6. A system according to any one of claims 3 or 5, It is characterized in that The system further comprises a third cooling branch, on which a vehicle-mounted electrical device is arranged; The first cooling circuit is connected to the third cooling branch; or The second cooling circuit is connected to the third cooling branch; or The first cooling circuit is connected to the second cooling circuit and the third cooling branch.

7. The system according to claim 6, It is characterized in that The vehicle-mounted electrical equipment includes at least one of a motor, a motor controller, a power battery, and vehicle-mounted electrical appliances.

8. The system according to claim 6, It is characterized in that The system also includes a first two-way valve, a second two-way valve and a three-way valve; The first end of the first two-way valve is connected to the second liquid port, and the second end of the first two-way valve is connected to the first end of the three-way valve; The first end of the second two-way valve is connected to the third liquid port or the second end of the three-way valve, and the second end of the second two-way valve is connected to the vehicle-mounted electrical equipment; The third end of the three-way valve is connected to one end of the engine.

9. The system according to claim 8, It is characterized in that The system further comprises an electronic valve, a first end of which is connected to the third liquid port, and a second end of which is connected to the third end of the three-way valve and the first end of the second two-way valve.

10. A vehicle, It is characterized in that Comprising the hybrid thermal management system described in any one of claims 1-9.

Images