Thermal management system and vehicle

Abstract

The utility model discloses a thermal management system and a vehicle, and the thermal management system comprises an electric drive and electric control flow path which is provided with an electric assembly; the electrically-driven and electrically-controlled flow path is arranged to be selectively connected with at least one of the battery flow path and the medium-temperature radiator in series to form a heat exchange loop, and the medium-temperature radiator is mounted at a front grille of a vehicle; wherein the heat management system has a battery cooling mode and a battery heating mode, in the battery cooling mode, the medium-temperature radiator, the electric drive and electric control flow path and the battery flow path are connected in series to form a heat exchange loop, and in the battery heating mode, the electric drive and electric control flow path and the battery flow path are connected in series to form a heat exchange loop. According to the thermal management system, the electric assembly of the electric drive and electric control flow path and the battery of the battery flow path can be cooled at the same time, when cooling liquid of the battery flow path needs to be heated, heat of the electric assembly is reasonably utilized, and cost is saved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a thermal management system and a vehicle. Background Art

[0002] The thermal management system of a hybrid vehicle is mainly to keep each component of the vehicle working at the optimal temperature to achieve the effects of fuel saving and stable operation of the vehicle.

[0003] The thermal management system may include a battery flow path for temperature regulation of the battery. However, the current cooling method for the battery involves the cooperation of an air-conditioning circuit, and the overall structure is relatively complex. The cooling effect on the battery is average. And heating the battery requires a separate electric heating element, with a relatively high setting cost, leaving room for improvement. Summary of the Utility Model

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. For this purpose, an object of the utility model is to provide a thermal management system, which can simultaneously dissipate heat from the electrical components and the battery in the battery flow path. When the coolant in the battery flow path needs to be heated, the heat of the electrical components can be reasonably utilized to save costs.

[0005] The thermal management system according to an embodiment of the utility model includes: an electric drive and electronic control flow path, which is provided with electrical components; a battery flow path and a medium-temperature radiator. The electric drive and electronic control flow path is configured to selectively form a heat exchange loop in series with at least one of the battery flow path and the medium-temperature radiator. The medium-temperature radiator is installed at the front grille of the vehicle. Wherein, the thermal management system has a battery cooling mode and a battery heating mode. In the battery cooling mode, the medium-temperature radiator, the electric drive and electronic control flow path, and the battery flow path are all connected in series to form the heat exchange loop. And in the battery heating mode, the electric drive and electronic control flow path is connected in series with the battery flow path to form a heat exchange loop.

[0006] The thermal management system according to an embodiment of the utility model can apply the heat of the electrical components in the electric drive and electronic control flow path to the battery flow path to heat the coolant in the battery flow path. At the same time, it can also dissipate heat from the coolant in the battery flow path and the electrical components in the electric drive and electronic control flow path through the medium-temperature radiator, reasonably utilize the surplus heat, save costs, and the position of the medium-temperature radiator is set at the front grille of the vehicle to improve the heat dissipation effect.

[0007] The thermal management system according to an embodiment of the present invention further includes a first control valve, and the first control valve includes a first valve port, a second valve port, a third valve port, a fourth valve port, and a fifth valve port; in the battery cooling mode, the electric drive and electronic control flow path is connected to the first valve port, and the first valve port communicates with the second valve port, the second valve port communicates with one end of the battery flow path, the other end of the battery flow path is connected to the third valve port, the third valve port communicates with the fourth valve port, the fourth valve port is connected to the inlet of the medium-temperature radiator, and the outlet of the medium-temperature radiator communicates with the electric drive and electronic control flow path; and, in the battery heating mode, the electric drive and electronic control flow path is connected to the first valve port, and the first valve port communicates with the second valve port, the second valve port communicates with one end of the battery flow path, the other end of the battery flow path is connected to the third valve port, the third valve port communicates with the fifth valve port, the fifth valve port communicates with the third valve port, and the fifth valve port is connected to the electric drive and electronic control flow path.

[0008] The thermal management system according to an embodiment of the present invention further includes an air-conditioning heat exchange circuit. A first heat exchanger is provided in the battery flow path. The first heat exchanger has a first-side heat exchange channel and a second-side heat exchange channel for heat exchange with each other. The first-side heat exchange channel is communicated with the battery flow path, and the second-side heat exchange channel is connected to the air-conditioning heat exchange circuit.

[0009] The thermal management system according to an embodiment of the present invention further includes a high-temperature radiator and a condenser. The high-temperature radiator is selectively communicated with the engine heat exchange circuit and is used for cooling the coolant in the engine heat exchange circuit. The condenser is selectively communicated with the air-conditioning heat exchange circuit and is used for cooling the refrigerant in the air-conditioning heat exchange circuit. The condenser and the high-temperature radiator are sequentially installed behind the medium-temperature radiator in the front-rear direction.

[0010] The thermal management system according to an embodiment of the present invention further includes a cooling fan, and the cooling fan is distributed opposite to the medium-temperature radiator, the condenser, and the high-temperature radiator.

[0011] The thermal management system according to an embodiment of the present invention further includes a wind guide cover. The wind guide cover is installed on the front side of the medium-temperature radiator, and the wind guide cover has an air inlet and an air outlet distributed in the front-rear direction. At least part of the inner top wall of the air outlet is configured to incline upward from front to back and the upper end is connected to the top of the medium-temperature radiator. At least part of the inner bottom wall of the air outlet is configured to incline downward from front to back and the lower end is connected to the bottom of the condenser.

[0012] The thermal management system according to an embodiment of the present utility model further includes a four-way valve, the four-way valve includes a four-way first port, a four-way second port, a four-way third port and a four-way fourth port, the battery flow path includes a first flow path, a second flow path and a third flow path, one end of the first flow path is connected to the second valve port and the other end is connected to the four-way first port, one end of the second flow path is connected to the four-way second port and the other end is connected to the four-way third port, and one end of the third flow path is connected to the four-way fourth port and the other end is connected to the third valve port.

[0013] In the thermal management system according to an embodiment of the present utility model, the electric drive and electronic control flow path includes a second control valve and a first water pump. The second control valve includes a first inlet, a first outlet and a second inlet; the outlet of the first water pump is connected to the inlet of the electrical component, the outlet of the medium-temperature radiator is connected to the first inlet, and the first outlet is communicated with the first inlet and is connected to the inlet of the first water pump.

[0014] In the thermal management system according to an embodiment of the present utility model, the fifth valve port of the first control valve is communicated with the second inlet of the second control valve.

[0015] In the thermal management system according to an embodiment of the present utility model, the electric drive and electronic control flow path includes a first branch and a second branch which are distributed in parallel. An energy distribution module, a water-cooled intercooler and / or a transmission oil cooler are arranged in the first branch, and an audio-visual entertainment host, an intelligent driving domain controller, a DC charger and / or a rear-wheel drive module are arranged in the second branch.

[0016] In the thermal management system according to an embodiment of the present utility model, the second branch is provided with a first three-way pipe, a throttle pipe and a second three-way pipe. One inlet of the first three-way pipe is connected to the outlet of the audio-visual entertainment host and one outlet is connected to the inlet of the throttle pipe. The outlet of the throttle pipe is connected to one inlet of the second three-way pipe. One outlet of the second three-way pipe is connected to the inlet of the DC charger. The intelligent driving domain controller is connected between the other outlet of the first three-way pipe and the other inlet of the second three-way pipe.

[0017] An embodiment of the present utility model also discloses a vehicle, including the above-mentioned thermal management system.

[0018] The advantages of the vehicle compared with the prior art are the same as those of the thermal management system compared with the prior art, and will not be elaborated here.

[0019] The additional aspects and advantages of the present utility model will be partially given in the following description, partially become obvious from the following description, or be understood through the practice of the present utility model. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above and / or additional aspects and advantages of the present utility model will become apparent and be readily understood from the following description of embodiments in conjunction with the accompanying drawings, wherein:

[0021] Figure 1 is a schematic diagram of the working principle of the thermal management system according to an embodiment of the present utility model;

[0022] Figure 2 is a working principle path diagram when the medium-temperature radiator according to an embodiment of the present utility model is working;

[0023] Figure 3 is a schematic diagram of the positional layout between the air guide cover, the medium-temperature radiator, the condenser, and the high-temperature radiator according to an embodiment of the present utility model.

[0024] Reference numerals:

[0025] Thermal management system 100, air guide cover 101, air inlet 102, air outlet 103,

[0026] Electric drive and electronic control flow path 1, first branch 11, energy distribution module 111, water-cooled intercooler 112, transmission oil cooler 113, second branch 12, audio-visual entertainment host 121, intelligent driving domain controller 122, first three-way pipe 123, throttle pipe 124, second three-way pipe 125, DC charger 126, rear drive module 127, first water pump 13, first pipeline 14, second pipeline 15, battery flow path 2, first flow path 21, first heat exchanger 211, first side heat exchange channel 212, second side heat exchange channel 213, second flow path 22, liquid-gas separator 221, second water pump 222, battery 223, second heat exchanger 224, third flow path 23, medium-temperature radiator 3, second control valve 4, first inlet 41, first outlet 42, second inlet 43, third inlet 44, first control valve 5, first valve port 51, second valve port 52, third valve port 53, fourth valve port 54, fifth valve port 55, four-way valve 6, four-way first port 61, four-way second port 62, four-way third port 63, four-way fourth port 64, air-conditioning heat exchange circuit 7, condenser 71, subcooling zone 711, evaporator 72, compressor 73, engine heat exchange circuit 8, high-temperature radiator 81, engine 82, cooling fan 9, water tank 10. Detailed implementation manners

[0027] The embodiments of the present utility model will be described in detail below. The 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 from beginning to end. The embodiments described below by referring to the accompanying drawings are exemplary and are only used to explain the present utility model and should not be construed as a limitation to the present utility model.

[0028] The following reference Figures 1 - 3Describe the thermal management system 100 according to an embodiment of the present utility model. The heat of the electrical components in the electrical drive and electronic control flow path 1 is applied to the battery flow path 2 to heat the coolant in the battery flow path 2. At the same time, the medium-temperature radiator 3 can also dissipate heat from the coolant in the battery flow path 2 and the electrical components in the electrical drive and electronic control flow path 1, rationally utilize the surplus heat, save costs, and the position of the medium-temperature radiator 3 is set at the vehicle front grille to improve the heat dissipation effect.

[0029] As Figures 1 - 3 shown, the thermal management system 100 according to an embodiment of the present utility model includes: an electrical drive and electronic control flow path 1, a battery flow path 2, and a medium-temperature radiator 3.

[0030] Among them, the electrical drive and electronic control flow path 1 is provided with electrical components; the electrical drive and electronic control flow path 1 is set to selectively form a heat exchange loop in series with at least one of the battery flow path 2 and the medium-temperature radiator 3, and the medium-temperature radiator 3 is installed at the vehicle front grille; the thermal management system 100 has a battery cooling mode and a battery heating mode. In the battery cooling mode, the medium-temperature radiator 3, the electrical drive and electronic control flow path 1, and the battery flow path 2 are all connected in series to form a heat exchange loop, and in the battery heating mode, the electrical drive and electronic control flow path 1 and the battery flow path 2 are connected in series to form a heat exchange loop.

[0031] In practice, the electrical drive and electronic control flow path 1 is provided with electrical components. The electrical components can be multiple electrical devices related to the control and drive of the vehicle. The electrical components generate heat during power consumption. When the heat is relatively high, heat dissipation is required to improve the working efficiency of the electrical components. Connecting multiple electrical devices of the vehicle to the electrical drive and electronic control flow path 1 can dissipate heat from multiple electrical devices at the same time and improve the heat dissipation efficiency of the electrical devices; of course, the heat generated by the operation of the electrical components can also be applied to other structures that require heat, so as to dissipate heat from the electrical components and provide heat to other structures that require heat at the same time, so as to make rational use of the heat.

[0032] Specifically, at least one of the electrical drive and electronic control flow path 1, the battery flow path 2, and the medium-temperature radiator 3 in the embodiment of the present utility model forms a heat exchange loop in series. That is to say, the electrical drive and electronic control flow path 1 can be connected in series with the battery flow path 2 and the medium-temperature radiator 3 at the same time. Through the medium-temperature radiator 3, heat can be dissipated from the battery 223 in the battery flow path 2 to ensure the working efficiency of the battery 223 and improve the service life of the battery 223. At the same time, heat can also be dissipated from the electrical components in the electrical drive and electronic control flow path 1, so that the electrical components will not be too hot, and the working efficiency and service life of the electrical components are improved. Moreover, the medium-temperature radiator 3 in the embodiment of the present utility model is set at the vehicle front grille, and the high-speed airflow during driving can be used to perform air-cooled heat exchange on the medium-temperature radiator 3, improving the heat dissipation efficiency of the electrical components and the battery 223.

[0033] Further, the battery 223 in the battery flow path 2 is generally cooled by a coolant to ensure that while the battery 223 operates efficiently, it maintains a stable operating temperature. The temperature of the coolant used to cool the battery 223 needs to be reasonably controlled. When the coolant temperature of the battery 223 is too high, it will affect the performance and safety of the battery 223. For example, for a ternary lithium battery 223, if the temperature exceeds a certain limit, it may cause thermal runaway of the battery 223 and even start to burn. In addition, too high a temperature may also cause changes in the positive electrode material of the battery 223, such as bending, and at the same time increase the possibility of partial discharge of the storage battery 223, all of which will affect the performance and service life of the battery 223. If the coolant temperature of the battery 223 is too low, the charge and discharge efficiency of the battery 223 will decrease, resulting in a reduction in the capacity of the battery 223, thereby affecting the battery 223's endurance ability.

[0034] In the thermal management system 100 of the embodiment of the present utility model, when the battery 223 is in a situation of too low temperature, the electric drive and electronic control flow path 1 and the battery flow path 2 are connected, and the electric drive and electronic control flow path 1 is not connected to the medium-temperature radiator 3. At this time, the heat generated by the electrical components in the electric drive and electronic control flow path 1 can raise the temperature of the coolant to prevent the coolant temperature of the battery 223 from being too low and affecting the charge and discharge efficiency of the battery 223, etc. That is, by exchanging heat between the heat generated by the electrical components and the coolant in the battery flow path 2, the heat is thus applied to the battery flow path 2 to keep the battery 223 at a suitable operating temperature. Of course, when the coolant of the battery 223 does not need to be cooled or heated, and the medium-temperature radiator 3 needs to dissipate heat from the electrical components, then it is not necessary to connect the battery flow path 2 at this time.

[0035] Thus, the thermal management system 100 of the embodiment of the present utility model can dissipate heat from the electrical components and the battery 223 in the battery flow path 2 at the same time. When the coolant in the battery flow path 2 needs to be heated, the heat of the electrical components can be reasonably utilized to save costs.

[0036] In some embodiments, the thermal management system 100 further includes a first control valve 5. The first control valve 5 includes a first valve port 51, a second valve port 52, a third valve port 53, a fourth valve port 54, and a fifth valve port 55. In the battery cooling mode, the electric drive and electronic control flow path 1 is connected to the first valve port 51, and the first valve port 51 communicates with the second valve port 52. One end of the battery flow path 2 is connected to the second valve port 52, and the other end of the battery flow path 2 is connected to the third valve port 53. The third valve port 53 communicates with the fourth valve port 54. The fourth valve port 54 is connected to the inlet of the medium-temperature radiator 3, and the outlet of the medium-temperature radiator 3 communicates with the electric drive and electronic control flow path 1. And, in the battery heating mode, the electric drive and electronic control flow path 1 is connected to the first valve port 51, and the first valve port 51 communicates with the second valve port 52. One end of the battery flow path 2 is connected to the second valve port 52, and the other end of the battery flow path 2 is connected to the third valve port 53. The third valve port 53 communicates with the fifth valve port 55. The fifth valve port 55 communicates with the third valve port 53, and the fifth valve port 55 is connected to the electric drive and electronic control flow path 1.

[0037] In practice, the first control valve 5 is a five-way valve. In the battery cooling mode, the first valve port 51 of the five-way valve communicates with the second valve port 52, and the third valve port 53 and the fourth valve port 54 communicate with each other, and the other valve ports do not communicate. That is, at this time, the fourth valve port 54 of the five-way valve is connected to the inlet of the medium-temperature radiator 3 through the first pipeline 14, and the outlet of the medium-temperature radiator 3 communicates with the electric drive and electronic control flow path 1. Coolant is injected into the electric drive and electronic control flow path 1. The coolant in the electric drive and electronic control flow path 1 flows through the electrical components and then flows to the first valve port 51, and flows through the first valve port 51 to the second valve port 52 and then to the battery flow path 2. The coolant in the battery flow path 2 flows to the third valve port 53 of the five-way valve and flows out of the first pipeline 14 through the fourth valve port 54 to flow to the medium-temperature radiator 3. The coolant passing through the medium-temperature radiator 3 then flows to the electric drive and electronic control flow path 1 to form a heat dissipation cycle. The coolant in the electric drive and electronic control flow path 1 is cooled by the medium-temperature radiator 3, so that the coolant cools the electrical components. Similarly, the coolant flows to the battery 223 in the battery flow path 2 to dissipate heat from the battery 223. At this time, the medium-temperature radiator 3 can dissipate heat from the electrical components and the battery 223 simultaneously.

[0038] When in the battery heating mode, there is no need for the medium-temperature radiator 3 to dissipate heat from the coolant in the battery flow path 2. At this time, the first valve port 51 and the second valve port 52 are still connected. One end of the battery flow path 2 is connected to the second valve port 52, and the other end of the battery flow path 2 is connected to the third valve port 53. The third valve port 53 is connected to the fifth valve port 55 and disconnected from the fourth valve port 54. That is, after the heat of the electrical components heats the coolant, the coolant flows out from the electric drive and electronic control flow path 1, passes through the first valve port 51 and the second valve port 52 of the five-way valve, and flows into the battery flow path 2, so that the heated coolant heats the battery 223, which can keep the battery 223 working normally when the temperature is too low. After the coolant heats the battery 223, it flows through the fifth valve port 55 of the five-way valve into the second pipeline 15, and flows through the second pipeline 15 into the electric drive and electronic control flow path 1 to complete the coolant heating cycle of the battery 223.

[0039] In the embodiment of the present utility model, through the setting of the five-way valve, the electric drive and electronic control flow path 1, the battery flow path 2 and the medium-temperature radiator 3 can be integrally connected, and the flow path switching between the electric drive and electronic control flow path 1, the battery flow path 2 and the medium-temperature radiator 3 is convenient. The switching of different flow paths can be realized with fewer pipelines and fewer valves, and a complete circulation loop is formed under different modes.

[0040] In some embodiments, the thermal management system 100 further includes an air-conditioning heat exchange loop 7. The battery flow path 2 is provided with a first heat exchanger 211. The first heat exchanger 211 includes a first-side heat exchange channel 212 and a second-side heat exchange channel 213 that exchange heat with each other. The first-side heat exchange channel 212 is connected to the battery flow path 2, and the second-side heat exchange channel 213 is connected to the air-conditioning heat exchange loop 7.

[0041] In practice, when the first heat exchanger 211 is provided in the battery flow path 2 and it is necessary to use the electrical components in the electric drive and electronic control flow path 1 of the embodiment of the present utility model to heat the coolant in the battery flow path 2, and it is not necessary for the air-conditioning heat exchange loop 7 to be connected to the first heat exchanger 211, the first heat exchanger 211 at this time serves as a pipeline for fluid circulation. That is, after the coolant is heated by the heat of the electrical components, it flows through the first valve port 51 of the five-way valve to the second valve port 52, and flows through the first-side heat exchange channel 212 of the first heat exchanger 211 to the battery 223 to heat the battery 223; similarly, when the medium-temperature radiator 3 dissipates heat from the coolant of the battery 223, the first heat exchanger 211 also serves as a pipeline for fluid circulation, and the first heat exchanger 211 does not perform heat exchange at this time.

[0042] When it is assumed that the coolant does not need to be heated but needs to be cooled, when the medium-temperature radiator 3 is not used for heat dissipation, the coolant of the battery 223 can also be cooled by the refrigerant in the air-conditioning heat exchange circuit 7. At this time, the air-conditioning heat exchange circuit 7 can be connected to the second-side heat exchange channel 213 of the first heat exchanger 211, so that the refrigerant in the air-conditioning heat exchange circuit 7 cools the coolant in the battery flow path 2. The air-conditioning heat exchange circuit 7 includes a compressor 73, a condenser 71, and an evaporator 72, which are used to circulate the refrigerant to complete the refrigeration or heating process. For example, high-temperature compressed gas enters the evaporator 72, and the low-temperature and low-pressure liquid refrigerant exchanges heat with the high-temperature compressed gas in the evaporator 72. After the refrigerant absorbs the heat of the high-temperature compressed gas, it vaporizes into a medium-temperature and low-pressure gaseous refrigerant. Then, the gaseous refrigerant enters the refrigeration compressor 1 and is compressed into a high-temperature and high-pressure gas, and then enters the condenser 71. After passing through the condenser 71, the high-temperature and high-pressure gaseous refrigerant changes from gaseous to liquid, and the liquid refrigerant throttles into a low-temperature and low-pressure refrigerant. The low-temperature and low-pressure refrigerant can exchange heat with the coolant in the battery flow path 2 to cool the battery 223 in the battery flow path 2.

[0043] At this time, the third valve port 53 and the second valve port 52 of the five-way valve are connected, and the other valve ports of the five-way valve are not connected. The coolant in the battery flow path 2 exchanges heat with the refrigerant in the air-conditioning heat exchange circuit 7 through the first heat exchanger 211, and the refrigerant can cool the coolant in the battery flow path 2. Thus, by arranging the first heat exchanger 211 in the battery flow path 2, it is convenient for the battery flow path 2 to adopt other cooling methods, improving the cooling diversity of the battery 223.

[0044] In some embodiments, the thermal management system 100 further includes a high-temperature radiator 81 and a condenser 71. The high-temperature radiator 81 is selectively connected to the engine heat exchange circuit 8 and is used to cool down the coolant in the engine heat exchange circuit 8. The condenser 71 is selectively connected to the air-conditioning heat exchange circuit 7 and is used to cool down the refrigerant in the air-conditioning heat exchange circuit 7. The condenser 71 and the high-temperature radiator 81 are sequentially installed behind the medium-temperature radiator 3 in the front-rear direction.

[0045] In practice, the medium-temperature radiator 3 is arranged at the front grille of the vehicle. The medium-temperature radiator 3 is arranged at the front mainly to make the area where cold air enters the medium-temperature radiator 3 larger, with better heat dissipation and higher efficiency. The condenser 71 is located in the air-conditioning heat exchange circuit 7 and will release heat during the operation of the entire air-conditioning heat exchange circuit 7. Assuming that the condenser 71 is arranged in front of the medium-temperature radiator 3, it is not conducive to the heat dissipation of the medium-temperature radiator 3. Therefore, the condenser 71 is arranged behind the medium-temperature radiator 3 to improve the heat dissipation effect of the medium-temperature radiator 3. At the same time, the high-temperature radiator 81 is arranged behind the condenser 71, which can avoid the influence of the high-temperature radiator 81 on the heat dissipation of the medium-temperature radiator 3 and also avoid the influence of the high-temperature radiator 81 on the refrigeration effect of the condenser 71.

[0046] Further, a subcooling zone 711 is formed at the bottom of the condenser 71. The subcooling zone 711 is lower than the bottom of the medium-temperature radiator 3 and has a subcooling windward surface. That is, the front windward area of the medium-temperature radiator 3 is smaller than the front windward area of the condenser 71. In the condenser 71, the subcooling zone 711 refers to the area where the temperature in the condenser 71 continues to drop before the refrigerant becomes liquid. The condenser 71 is placed in the middle, and the subcooling zone 711 is left at the lower half, which is beneficial to the refrigeration of the air conditioner and ensures that the refrigeration capacity of the air conditioner is maximized.

[0047] In some embodiments, the thermal management system 100 further includes a cooling fan 9, and the cooling fan 9 is distributed opposite to the medium-temperature radiator 3, the condenser 71, and the high-temperature radiator 81.

[0048] Specifically, the cooling fan 9 increases the air flow by sucking in air, improving the heat dissipation effect. When the cooling fan 9 is opposite to the medium-temperature radiator 3, the condenser 71, and the high-temperature radiator 81, the efficiency of heat dissipation from the condenser 71, the medium-temperature radiator 3, and the high-temperature radiator 81 is accelerated simultaneously, helping the condenser 71, the medium-temperature radiator 3, and the high-temperature radiator 81 to dissipate heat better, improving the refrigeration effect of the condenser 71, at the same time improving the heat dissipation effect of the medium-temperature radiator 3 on the battery 223 and the electrical components, and improving the heat dissipation effect of the high-temperature radiator 81 on the engine 82, keeping the temperature of the entire system within a safe range, and realizing the sharing of the cooling fan 9, saving the number of cooling fans 9 set.

[0049] In some embodiments, the thermal management system 100 further includes a wind guide cover 101. The wind guide cover 101 is installed on the front side of the medium-temperature radiator 3, and the wind guide cover 101 has an air inlet 102 and an air outlet 103 distributed in the front-rear direction. At least part of the inner top wall of the air outlet 103 is configured to be inclined upward from front to back and connect the upper end to the top of the medium-temperature radiator 3, and at least part of the inner bottom wall of the air outlet 103 is configured to be inclined downward from front to back and connect the lower end to the bottom of the condenser 71.

[0050] In practice, by setting the wind guide cover 101 on the front side of the medium-temperature radiator 3, the effect of cooling air aggregation can be improved, so that more cooling air enters from the front of the medium-temperature radiator 3; the upper end of the inner top wall of the air outlet 103 is connected to the top of the medium-temperature radiator 3, and the lower end of the inner bottom wall of the air outlet 103 is connected to the bottom of the condenser 71, which can increase the windward area of the medium-temperature radiator 3 and the condenser 71 and improve the heat dissipation effect; Figure 3In [the above], at least part of the inner top wall of the air outlet 103 is configured to incline upward from front to back, and at least part of the inner bottom wall of the air outlet 103 is configured to incline downward from front to back. When the cooling air flows from the air inlet 102 to the air outlet 103, the air volume of the air guide cover 101 guiding air toward the medium-temperature radiator 3, the condenser 71, and the high-temperature radiator 81 can be increased, so as to improve the heat dissipation effect.

[0051] In addition, at least part of the air inlet 102 is directly opposite to the subcooled zone 711 in the front-rear direction, which can improve the heat dissipation effect of the cooling air on the condenser 71, thereby improving the refrigeration effect of the condenser 71. Moreover, the medium-temperature radiator 3 and the air guide cover 101 are sealed and installed. For example, sponge strips are used to tightly seal the gaps between the air guide cover 101 and the medium-temperature radiator 3, and at the same time, sponge strips are used to tightly seal the gaps between the air guide cover 101 and the condenser 71, so as to avoid air leakage and improve the air gathering volume.

[0052] In some embodiments, the thermal management system 100 further includes a four-way valve 6. The four-way valve 6 includes a four-way first port 61, a four-way second port 62, a four-way third port 63, and a four-way fourth port 64. The battery flow path 2 includes a first flow path 21, a second flow path 22, and a third flow path 23. One end of the first flow path 21 is connected to the second valve port 52 and the other end is connected to the four-way first port 61. One end of the second flow path 22 is connected to the four-way second port 62 and the other end is connected to the four-way third port 63. One end of the third flow path 23 is connected to the four-way fourth port 64 and the other end is connected to the third valve port 53.

[0053] In practice, in the battery heating mode and the battery cooling mode, the four-way first port 61 and the four-way second port 62 of the four-way valve 6 are communicated, the four-way third port 63 and the four-way fourth port 64 are communicated, and the four-way first port 61 and the four-way fourth port 64 are disconnected, and the four-way third port 63 and the four-way second port 62 are disconnected. For example, in the battery heating mode, at this time, the first flow path 21, the second flow path 22, and the third flow path 23 are communicated, and the coolant of the electric drive and electronic control flow path 1 flows through the five-way valve and then flows to the first flow path 21, the second flow path 22, the third flow path 23, the five-way valve, and the electric drive and electronic control flow path 1 in sequence. In the battery cooling mode, the coolant of the electric drive and electronic control flow path 1 flows through the five-way valve and then flows to the first flow path 21, the second flow path 22, the third flow path 23, the five-way valve, the medium-temperature radiator 3, and the electric drive and electronic control flow path 1 in sequence. When using other modes other than the battery heating mode and the battery cooling mode of the embodiments of the present utility model, the four-way valve 6 can be used to switch the first flow path 21, the second flow path 22, and the third flow path 23, so that the thermal management system 100 can not only be switched to the battery heating mode and the battery cooling mode of the embodiments of the present utility model, but also be switched to other modes to cool or heat the battery 223.

[0054] Specifically, referring to Figure 1As shown in the figure, the second flow path 22 is provided with a liquid-gas separator 221, a second water pump 222, a battery 223 and a second heat exchanger 224. The liquid-gas separator 221 can separate the gas and liquid of the coolant, and discharge the gas to ensure the flow stability of the coolant, thereby improving the cooling effect on the battery 223. The second water pump 222 of the second flow path 22 provides power for the coolant to flow towards the battery 223, so that the coolant cools the battery 223. The second heat exchanger 224 is arranged in the second flow path 22. When the battery heating mode of the embodiment of the present invention is not used and other heating modes are used, such as when the heat of the warm air circuit is applied to heat the coolant of the battery 223, the second heat exchanger 224 is used to exchange heat between the battery flow path 2 and the warm air circuit to exchange heat for the coolant of the battery 223, thereby heating the coolant. The battery heating mode of the embodiment of the present invention mainly heats the coolant of the battery flow path 2 by the waste heat of the electrical components in the electric drive and electronic control flow path 1. That is to say, when the coolant flows to the second heat exchanger 224, the second heat exchanger 224 does not need to exchange heat at this time and only plays the role of pipeline circulation.

[0055] Further, when it is not necessary to heat the battery flow path 2 by the battery heating mode of the embodiment of the present invention and it is not necessary to cool the battery flow path 2 by the battery cooling mode of the embodiment of the present invention, but the refrigerant of the air-conditioning heat exchange circuit 7 exchanges heat with the coolant of the battery flow path 2 to cool the battery 223, the second valve port 52 and the third valve port 53 of the five-way valve are communicated, and other valve ports are disconnected. At this time, the four-way valve 6 is still the four-way first port 61 and the four-way second port 62 are communicated, and the four-way second port 62 and the four-way fourth port 64 are communicated. The first flow path 21 and the air-conditioning heat exchange circuit 7 can exchange heat through the first heat exchanger 211 to realize the cooling of the coolant of the battery 223. Assuming that the battery flow path 2 does not need to be heated and cooled, and the air-conditioning heat exchange circuit 7 dissipates heat from the electrical components. At this time, the four-way first port 61 and the four-way second port 62 of the four-way valve 6 are disconnected, the four-way fourth port 64 and the four-way third port 63 are disconnected, the four-way first port 61 and the four-way fourth port 64 are communicated, the second flow path 22 of the battery flow path 2 is disconnected, the first flow path 21 and the third flow path 23 are communicated with the electric drive and electronic control flow path 1, and the heat of the electrical components flows to the first heat exchanger 211 along with the coolant and exchanges heat with the air-conditioning heat exchange circuit 7. The temperature of the coolant decreases, so that the coolant passes through the third valve port 53 and the fourth valve port 54 of the five-way valve and continues to flow to the electric drive and electronic control flow path 1 through the second pipeline 15 to realize the circulating cooling of the electrical components.

[0056] Thus, by setting the battery flow path 2 in a way that the first flow path 21, the second flow path 22 and the third flow path 23 are connected through the four-way valve 6, the thermal management system 100 can not only use the battery heating mode and the battery cooling mode of the embodiment of the present invention, but also adopt a variety of other selectable ways to cool the electrical components, heat and cool the coolant of the battery 223, which is convenient for pipeline switching.

[0057] In some embodiments, the electric drive and electronic control flow path 1 includes a second control valve 4 and a first water pump 13. The second control valve 4 includes a first inlet 41, a first outlet 42, and a second inlet 43. The outlet of the first water pump 13 is connected to the inlet of the electrical component, and the outlet of the medium-temperature radiator 3 is connected to the first inlet 41. The first outlet 42 is communicated with the first inlet 41 and is also communicated with the inlet of the first water pump 13.

[0058] In practice, by providing the second control valve 4 which includes a first inlet 41, a first outlet 42, and a second inlet 43, the electric drive and electronic control flow path 1 can be conveniently connected to the medium-temperature radiator 3. At the same time, the return water end of the battery flow path 2 can be conveniently communicated with the electric drive and electronic control flow path 1 through the five-way valve to form a circulation loop, making the integration degree of the pipelines connecting the electric drive and electronic control flow path 1 better.

[0059] Specifically, when the medium-temperature radiator 3 cools the coolant of both the electrical component in the electric drive and electronic control flow path 1 and the battery flow path 2, the fourth valve port 54 of the five-way valve is communicated with the inlet of the medium-temperature radiator 3, and the outlet of the medium-temperature radiator 3 is communicated with the first inlet 41 of the second control valve 4. The coolant flows through the first outlet 42 of the second control valve 4 to the first water pump 13, and then continues to circulate in the flow path where the electrical component is located, achieving continuous heat dissipation of the coolant and realizing the heat dissipation cycle.

[0060] In addition, the second control valve 4 further includes a third inlet 44. The third inlet 44 is connected to the water tank 10. The water tank 10 replenishes the coolant for the electric drive and electronic control flow path 1 and can also adjust the pressure of the thermal management system 100, realizing the selective connection of pipelines with different functions to the electric drive and electronic control flow path 1 through the second control valve 4.

[0061] In some embodiments, the fifth valve port 55 of the first control valve 5 is communicated with the second inlet 43 of the second control valve 4.

[0062] In practice, when the thermal management system 100 is in the battery heating mode, the coolant takes away the heat of the electrical component and flows to the battery flow path 2 to heat the coolant in the battery flow path 2, thereby maintaining a relatively appropriate working state of the battery 223. At this time, the third valve port 53 and the fourth valve port 54 of the five-way valve are disconnected, and the third valve port 53 and the fifth valve port 55 are communicated. After the coolant exchanges heat with the heat of the electrical component in the electric drive and electronic control flow path 1, the heated coolant is applied to the battery flow path 2 to heat the battery 223, and then flows from the battery flow path 2 through the third valve port 53 of the five-way valve to the fifth valve port 55, and then flows through the fifth valve port 55 to the second pipeline 15, and then flows through the second pipeline 15 to the second inlet 43 of the second control valve 4 to form a heating cycle of the battery 223. That is, through the setting of the second control valve 4, different connection modes between the electric drive and electronic control flow path 1 and the external pipeline in the battery heating mode and the battery cooling mode are realized, and the switching is convenient and fast.

[0063] In some embodiments, the electric drive and electronic control flow path 1 includes a first branch 11 and a second branch 12 that are distributed in parallel. An energy distribution module 111, a water-cooled intercooler 112, and / or a transmission oil cooler 113 are provided in the first branch 11, and an audio-visual entertainment host 121, an intelligent driving domain controller 122, a DC charger 126, and / or a rear drive module 127 are provided in the second branch 12.

[0064] First, different electrical components are arranged in the first branch 11 and the second branch 12. For example, one or two of the energy distribution module 111, the water-cooled intercooler 112, and the transmission oil cooler 113 are arranged in the first branch 11, or the energy distribution module 111, the water-cooled intercooler 112, and the transmission oil cooler 113 can be connected in series in the first branch 11. Similarly, one, two, or three of the audio-visual entertainment host 121, the intelligent driving domain controller 122, the DC charger 126, and the rear drive module 127 can be connected in series in the second branch 12, or the audio-visual entertainment host 121, the intelligent driving domain controller 122, the DC charger 126, and the rear drive module 127 can be connected in series in the second branch 12.

[0065] Furthermore, the energy distribution module 111, the water-cooled intercooler 112, and the transmission oil cooler 113 are all arranged in the engine compartment of the vehicle, which is more convenient when connecting the energy distribution module 111, the water-cooled intercooler 112, and / or the transmission oil cooler 113 in series in the first branch 11. Other components such as the audio-visual entertainment host 121, the intelligent driving domain controller 122, the DC charger 126, and the rear drive module 127 are not arranged in the engine compartment. For example, the audio-visual entertainment host 121 and the intelligent driving domain controller 122 are located in the control panel area in front of the middle of the driver's cab, the DC charger 126 of the vehicle is located at the rear of the vehicle, such as the DC charging interface is installed on the left rear side of the vehicle body, and the rear drive module 127 of the vehicle may be located on the chassis of the vehicle, etc. The electrical components in the engine compartment are connected to the first branch 11, and other electrical components are arranged in the second branch 12. Through the arrangement of the first branch 11 and the second branch 12, it is convenient for the layout of the pipelines of the thermal management system 100 and the reasonable series connection of multiple electrical components.

[0066] In addition, the energy distribution module 111, water-cooled intercooler 112, transmission oil cooler 113, etc. in the first branch 11 have different coolant flow regulations from those in the second branch 12, such as the audio-visual entertainment host 121, intelligent driving domain controller 122, DC charger 126, rear-wheel drive module 127, etc. For example, by controlling the structure to control and adjust the coolant flow in the first branch 11 to be greater than that in the second branch 12. Thus, by setting the first branch 11 and the second branch 12, the appropriate flow requirements of different electrical components in the first branch 11 and the second branch 12 can be maintained. At the same time, it is also convenient for the thermal management system 100 to connect the electrical components located in different positions in series; and after the coolant passes through the first water pump 13, it can flow to the first branch 11 and the second branch 12 simultaneously. When the medium-temperature radiator 3 dissipates heat from the electrical components, it can dissipate heat from the electrical components in both the first branch 11 and the second branch 12 simultaneously, improving the heat dissipation efficiency for multiple electrical components; moreover, with the design of the first branch 11 and the second branch 12, after multiple electrical components are connected in series, the orderliness and compactness of the pipeline layout of the thermal management system 100 can also be improved.

[0067] In some embodiments, the second branch 12 is provided with a first three-way pipe 123, a throttle pipe 124, and a second three-way pipe 125. One inlet of the first three-way pipe 123 is connected to the outlet of the audio-visual entertainment host 121 and one outlet is connected to the inlet of the throttle pipe 124. The outlet of the throttle pipe 124 is connected to one inlet of the second three-way pipe 125. One outlet of the second three-way pipe 125 is connected to the inlet of the DC charger 126. The intelligent driving domain controller 122 is connected between the other outlet of the first three-way pipe 123 and the other inlet of the second three-way pipe 125.

[0068] In practice, by setting the throttle pipe 124 in the second branch 12 and connecting the intelligent driving domain controller 122 between the first three-way pipe 123 and the second three-way pipe 125, the flow resistance of the coolant in the second branch 12 can be increased, thereby preventing the flow in the second branch 12 from being too large, that is, adjusting the coolant flow of the electrical components in the second branch 12 within an appropriate range. At the same time, the coolant flow in the second branch 12 is less than that in the first branch 11, so that the coolant flow is maintained within the respective required flow ranges, and the flow balance between the first branch 11 and the second branch 12 is maintained, enabling the coolant to flow stably.

[0069] An embodiment of the present utility model also discloses a vehicle, which includes the above-mentioned thermal management system 100. The heat of the electrical components in the electric drive and electronic control flow path 1 is applied to the battery flow path 2 to heat the coolant in the battery flow path 2. At the same time, the medium-temperature radiator 3 can also dissipate heat from the coolant in the battery flow path 2 and the electrical components in the electric drive and electronic control flow path 1, reasonably utilize the surplus heat, save costs, and the position of the medium-temperature radiator 3 is set in the front grille of the vehicle to improve the heat dissipation effect, so that the battery 223 of the vehicle can maintain a more appropriate temperature in different temperature environments, improve the working efficiency of the battery 223 of the vehicle, and extend the service life of the battery 223.

[0070] 1. In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present utility model.

[0071] 2. In the description of the present utility model, the "first feature" and "second feature" may include one or more of such features.

[0072] 3. In the description of the present utility model, the meaning of "a plurality" is two or more.

[0073] 4. In the description of the present utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through other features therebetween.

[0074] 5. In the description of the present utility model, the first feature being "above", "above the top" and "on the top" of the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature has a higher horizontal height than the second feature.

[0075] In the description of this specification, the descriptions referring to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0076] Although the embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present utility model, and the scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized in that: include: An electric drive and electric control flow path, wherein the electric drive and electric control flow path is provided with an electric component; A battery flow path and a medium temperature radiator, wherein the electric drive and electric control flow path is configured to be selectively connected in series with at least one of the battery flow path and the medium temperature radiator to form a heat exchange loop, and the medium temperature radiator is installed at the front grille of the vehicle; Among them, the thermal management system has a battery cooling mode and a battery heating mode. In the battery cooling mode, the medium-temperature radiator, the electric drive electronic control flow circuit, and the battery flow circuit are all connected in series to form the heat exchange circuit, and in the battery heating mode, the electric drive electronic control flow circuit and the battery flow circuit are connected in series to form a heat exchange circuit.

2. The thermal management system according to claim 1, characterized in that: Also included is a first control valve, the first control valve including a first valve port, a second valve port, a third valve port, a fourth valve port and a fifth valve port; In the battery cooling mode, the electric drive electronic control flow path is connected to the first valve port, and the first valve port is connected to the second valve port, the second valve port is connected to one end of the battery flow path, the other end of the battery flow path is connected to the third valve port, the third valve port is connected to the fourth valve port, the fourth valve port is connected to the inlet of the medium temperature radiator, and the outlet of the medium temperature radiator is connected to the electric drive electronic control flow path; And, in the battery heating mode, the electric drive electronic control circuit is connected to the first valve port, and the first valve port is connected to the second valve port, the second valve port is connected to one end of the battery circuit, the other end of the battery circuit is connected to the third valve port, the third valve port is connected to the fifth valve port, the fifth valve port is connected to the third valve port, and the fifth valve port is connected to the electric drive electronic control circuit.

3. The thermal management system according to claim 2, characterized in that: It also includes an air-conditioning heat exchange circuit, the battery flow path is provided with a first heat exchanger, the first heat exchanger has a first side heat exchange channel and a second side heat exchange channel for mutual heat exchange, the first side heat exchange channel is connected to the battery flow path, and the second side heat exchange channel is connected to the air-conditioning heat exchange circuit.

4. The thermal management system according to claim 3, characterized in that: It also includes a high-temperature radiator and a condenser. The high-temperature radiator is selectively connected to the engine heat exchange circuit and is used to cool the coolant in the engine heat exchange circuit. The condenser is selectively connected to the air-conditioning heat exchange circuit and is used to cool the refrigerant in the air-conditioning heat exchange circuit. The condenser and the high-temperature radiator are installed in sequence behind the medium-temperature radiator in the front-to-back direction.

5. The thermal management system according to claim 4, characterized in that: It also includes a heat dissipation fan, which is directly distributed opposite to the medium-temperature radiator, the condenser, and the high-temperature radiator.

6. The thermal management system according to claim 4, characterized in that: It also includes an air guide cover, which is installed on the front side of the medium temperature radiator, and the air guide cover has an air inlet and an air outlet distributed in the front-to-back direction, at least a portion of the inner top wall of the air outlet is constructed to be inclined upward from front to back and the upper end is connected to the top of the medium temperature radiator, and at least a portion of the inner bottom wall of the air outlet is constructed to be inclined downward from front to back and the lower end is connected to the bottom of the condenser.

7. The thermal management system according to claim 2, characterized in that: It also includes a four-way valve, which includes a four-way first port, a four-way second port, a four-way third port and a four-way fourth port. The battery flow path includes a first flow path, a second flow path and a third flow path. One end of the first flow path is connected to the second valve port and the other end is connected to the four-way first port. One end of the second flow path is connected to the four-way second port and the other end is connected to the four-way third port. One end of the third flow path is connected to the four-way fourth port and the other end is connected to the third valve port.

8. The thermal management system according to claim 2, characterized in that: The electric drive and electric control flow path includes a second control valve and a first water pump, and the second control valve includes a first inlet, a first outlet, and a second inlet; The outlet of the first water pump is connected to the inlet of the electrical component, the outlet of the medium-temperature radiator is connected to the first inlet, and the first outlet is in communication with the first inlet and the inlet of the first water pump.

9. The thermal management system according to claim 8, characterized in that: The fifth valve port of the first control valve is communicated with the second inlet of the second control valve.

10. The thermal management system according to claim 1, characterized in that: The electric drive and electronic control flow circuit includes a first branch and a second branch distributed in parallel. The first branch is provided with an energy distribution module, a water-cooled intercooler and / or a transmission oil cooler, and the second branch is provided with an audio and video entertainment host, an intelligent driving domain controller, a DC charger and / or a rear-wheel drive module.

11. The thermal management system according to claim 10, characterized in that: The second branch is provided with a first three-way pipe, a throttle pipe and a second three-way pipe, an inlet of the first three-way pipe is connected to the outlet of the audio-visual entertainment host and an outlet is connected to the inlet of the throttle pipe, the outlet of the throttle pipe is connected to an inlet of the second three-way pipe, an outlet of the second three-way pipe is connected to the inlet of the DC charger, and the intelligent driving domain controller is connected between the other outlet of the first three-way pipe and the other inlet of the second three-way pipe.

12. A vehicle, characterized in that: A thermal management system comprising any one of claims 1-11.

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