Thermal management system and vehicle

Abstract

The utility model discloses a thermal management system and a vehicle, the thermal management system comprises a first cooling loop, a second cooling loop, a third cooling loop and a fourth cooling loop, the highest temperature of the second cooling loop is lower than that of the first cooling loop; and the exhaust gas recirculation heat exchanger is provided with a first heat exchange flow path and a second heat exchange flow path, the first heat exchange flow path communicates with an air outlet of the engine, and the second heat exchange flow path is connected to the second cooling loop in series. According to the heat management system, the temperature of gas in the first heat exchange flow path can be effectively reduced, the exhaust gas recirculation rate can be improved, and the heat efficiency of an engine can be improved conveniently.

Description

Technical Field

[0001] The utility model relates to the technical field of automobiles, and more specifically, to a thermal management system and a vehicle. Background Art

[0002] In the related art, an exhaust gas recirculation heat exchanger has a gas passage and a liquid passage. The gas passage is communicated with the air outlet of the engine, and the liquid passage is connected in series with the engine cooling circuit. The coolant in the engine cooling circuit exchanges heat with the gas in the gas passage.

[0003] However, since the temperature of the engine cooling circuit is relatively high after warm-up, the temperature of the gas in the gas passage after exchanging heat with the coolant in the engine cooling circuit is relatively high, thereby reducing the exhaust gas recirculation rate. Moreover, the temperature of the gas in the gas passage after mixing with air is relatively high, which affects the temperature in the cylinder of the engine when entering the engine, is not conducive to improving the compression ratio and knock control, and thus affects the thermal efficiency, fuel consumption and emissions of the engine. Summary of the Utility Model

[0004] The utility model aims to at least solve 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 effectively reduce the temperature of the gas in the first heat exchange flow path, is beneficial to improving the exhaust gas recirculation rate, and is convenient for improving the thermal efficiency of the engine.

[0005] Another object of the utility model is to provide a vehicle with the above thermal management system.

[0006] The thermal management system according to the embodiment of the utility model includes: a first cooling circuit, the first cooling circuit including an engine; a second cooling circuit, the maximum temperature of the second cooling circuit being less than the maximum temperature of the first cooling circuit; an exhaust gas recirculation heat exchanger, the exhaust gas recirculation heat exchanger having a first heat exchange flow path and a second heat exchange flow path, the first heat exchange flow path being communicated with the air outlet of the engine, and the second heat exchange flow path being connected in series to the second cooling circuit.

[0007] According to the thermal management system of the embodiment of the utility model, since the maximum temperature of the second cooling circuit is less than the maximum temperature of the first cooling circuit, the first heat exchange flow path of the exhaust gas recirculation heat exchanger is communicated with the air outlet of the engine, and the second heat exchange flow path of the exhaust gas recirculation heat exchanger is connected in series to the second cooling circuit, the coolant in the second cooling circuit can effectively exchange heat with the gas in the first heat exchange flow path when flowing through the second heat exchange flow path, reduce the temperature of the gas in the first heat exchange flow path, so that the cooling effect on the gas in the first heat exchange flow path is good, thereby being able to reduce the gas density in the first heat exchange flow path, being beneficial to improving the exhaust gas recirculation rate, effectively suppressing engine knock, increasing the compression ratio, and thus being able to improve the thermal efficiency of the engine, reduce fuel consumption and emissions.

[0008] In addition, the thermal management system according to the above embodiments of the present utility model may further have the following additional technical features:

[0009] For the thermal management system according to some embodiments of the present utility model, the second cooling circuit includes: a water pump having a first liquid inlet and a first liquid outlet; a battery cooling system having a second liquid inlet and a second liquid outlet, the first liquid outlet communicating with the second liquid inlet, the second liquid outlet communicating with the first liquid inlet, and the second heat exchange flow path being connected in series on the flow path between the first liquid outlet and the second liquid inlet.

[0010] According to some embodiments of the present utility model, a heater is provided between the second heat exchange flow path and the first liquid outlet.

[0011] According to some embodiments of the present utility model, the heater is a PTC heater.

[0012] According to some embodiments of the present utility model, the second cooling circuit further includes: a connecting branch, one end of the connecting branch communicating with the second liquid outlet, the other end of the connecting branch communicating with the first liquid inlet, and a radiator being provided on the connecting branch.

[0013] According to some embodiments of the present utility model, a controller is provided on the flow path between the second liquid outlet and the first liquid inlet, the controller having a first inlet, a first outlet, and a second outlet, the first inlet communicating with the second liquid outlet, the first outlet communicating with the first liquid inlet, the second outlet communicating with one end of the connecting branch, and the first inlet being selectively communicable with at least one of the first outlet and the second outlet.

[0014] According to some embodiments of the present utility model, the second cooling circuit further includes: an expansion tank, and the expansion tank is provided between the water pump and the battery cooling system.

[0015] According to some embodiments of the present utility model, the water pump is an electronic water pump.

[0016] According to some embodiments of the present utility model, the maximum temperature of the second cooling circuit is less than or equal to 60°C.

[0017] A vehicle according to an embodiment of the present utility model includes the thermal management system according to an embodiment of the present utility model.

[0018] According to the vehicle of the embodiment of the present utility model, the maximum temperature of the second cooling circuit is less than the maximum temperature of the first cooling circuit. The first heat exchange flow path of the exhaust gas recirculation heat exchanger is communicated with the air outlet of the engine, and the second heat exchange flow path of the exhaust gas recirculation heat exchanger is connected in series on the second cooling circuit, so that the coolant in the second cooling circuit can effectively exchange heat with the gas in the first heat exchange flow path when flowing through the second heat exchange flow path, reducing the temperature of the gas in the first heat exchange flow path, resulting in a good cooling effect on the gas in the first heat exchange flow path. Thereby, the density of the gas in the first heat exchange flow path can be reduced, which is beneficial to improving the exhaust gas recirculation rate, effectively suppressing engine knocking, increasing the compression ratio, and thus improving the thermal efficiency of the engine, reducing fuel consumption and emissions.

[0019] Additional aspects and advantages of the present utility model will be given in part in the following description, become apparent in part from the following description, or be learned 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 description of the embodiments in conjunction with the following drawings, wherein:

[0021] Figure 1 is a partial structural schematic diagram of the thermal management system according to the embodiment of the present utility model.

[0022] Reference Signs:

[0023] 100, thermal management system;

[0024] 10, second cooling circuit; 11, water pump; 12, battery cooling system; 13, communication branch; 111, first liquid inlet; 112, first liquid outlet; 121, second liquid inlet; 122, second liquid outlet; 131, radiator;

[0025] 20, exhaust gas recirculation heat exchanger; 21, first heat exchange flow path; 22, second heat exchange flow path;

[0026] 30, heater;

[0027] 40, controller; 41, first inlet; 42, first outlet; 43, second outlet;

[0028] 50, expansion tank. Detailed Description of the Embodiments

[0029] Embodiments of the present utility model will be described in detail below. Examples of the embodiments are shown in the drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary only for explaining the present utility model and should not be construed as limiting the present utility model.

[0030] 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. Therefore, it should not be construed as a limitation to the present utility model.

[0031] In the description of the present utility model, the "first feature" and "second feature" may include one or more of such features. The meaning of "a plurality" is two or more. 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 additional features therebetween. The first feature being "above", "over" and "on" 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.

[0032] The following describes the thermal management system 100 according to an embodiment of the present utility model with reference to the drawings.

[0033] Referring to Figure 1 As shown, the thermal management system 100 according to an embodiment of the present utility model may include: a first cooling circuit and a second cooling circuit 10.

[0034] Specifically, the first cooling circuit includes an engine. The maximum temperature of the second cooling circuit 10 is lower than the maximum temperature of the first cooling circuit. Through the first cooling circuit, the heat exchange requirements for structures such as the engine can be met. Through the second cooling circuit 10, the low-temperature heat exchange requirements for the structures on the second cooling circuit 10 can be met, thereby realizing the different heat exchange requirements of different structures inside the thermal management system 100.

[0035] In addition, as Figure 1 shown, the thermal management system 100 further includes an exhaust gas recirculation (EGR) heat exchanger 20. The exhaust gas recirculation heat exchanger 20 has a first heat exchange flow path 21 and a second heat exchange flow path 22. The first heat exchange flow path 21 is communicated with the air outlet of the engine, so that the gas (such as high-temperature exhaust gas) discharged from the air outlet of the engine can enter the first heat exchange flow path 21. The second heat exchange flow path 22 is connected in series on the second cooling circuit 10, so that the coolant in the second cooling circuit 10 can flow through the second heat exchange flow path 22.

[0036] Thus, through heat exchange between the first heat exchange flow path 21 and the second heat exchange flow path 22, the coolant in the second cooling circuit 10 can effectively exchange heat with the gas in the first heat exchange flow path 21 when flowing through the second heat exchange flow path 22, reducing the temperature of the gas in the first heat exchange flow path 21, thereby reducing the density of the gas in the first heat exchange flow path 21, which is beneficial to improving the exhaust gas recirculation rate, facilitating the recycling of the gas discharged from the engine, and effectively suppressing engine knocking when the gas in the first heat exchange flow path 21 enters the engine, increasing the compression ratio, thereby improving the thermal efficiency of the engine, reducing fuel consumption and emissions, such as reducing nitrogen oxide emissions. At the same time, the first cooling circuit and the second heat exchange flow path 22 are made independent of each other, avoiding problems such as poor cooling effect caused by the second heat exchange flow path being connected in series to the first cooling circuit in the related art.

[0037] According to the heat management system 100 of the embodiment of the present invention, the maximum temperature of the second cooling circuit 10 is less than the maximum temperature of the first cooling circuit, the first heat exchange flow path 21 of the exhaust gas recirculation heat exchanger 20 is communicated with the air outlet of the engine, and the second heat exchange flow path 22 of the exhaust gas recirculation heat exchanger 20 is connected in series to the second cooling circuit 10, so that the coolant in the second cooling circuit 10 can effectively exchange heat with the gas in the first heat exchange flow path 21 when flowing through the second heat exchange flow path 22, reducing the temperature of the gas in the first heat exchange flow path 21, resulting in good cooling effect on the gas in the first heat exchange flow path 21, thereby reducing the density of the gas in the first heat exchange flow path 21, being beneficial to improving the exhaust gas recirculation rate, effectively suppressing engine knocking, and increasing the compression ratio, thereby improving the thermal efficiency of the engine, reducing fuel consumption and emissions.

[0038] In some embodiments of the present invention, as Figure 1 shown, the second cooling circuit 10 includes a water pump 11 and a battery cooling system 12. The water pump 11 has a first liquid inlet 111 and a first liquid outlet 112. The battery cooling system 12 has a second liquid inlet 121 and a second liquid outlet 122. The first liquid outlet 112 is communicated with the second liquid inlet 121, and the second liquid outlet 122 is communicated with the first liquid inlet 111. The second heat exchange flow path 22 is connected in series to the flow path between the first liquid outlet 112 and the second liquid inlet 121.

[0039] Thus, driven by the water pump 11, the coolant can enter the water pump 11 through the first liquid inlet 111 and flow out from the first liquid outlet 112. The water pump 11 provides power for the second cooling circuit 10. For example, the rotation of the impeller of the water pump 11 can convert mechanical energy into the kinetic energy of the coolant, thereby driving the coolant to flow through the second heat exchange flow path 22 and enter the battery cooling system 12 from the second liquid inlet 121, realizing the heat exchange requirement for the battery, flowing out from the second liquid outlet 122 of the battery cooling system 12, and then entering the water pump 11 from the first liquid inlet 111 to complete the cycle. The structure of the second cooling circuit 10 is simple, which is convenient for the coolant in the second heat exchange flow path 22 after heat exchange with the first heat exchange flow path 21 to exchange heat with the battery, can meet the required heat exchange demand, and ensures a compact structure.

[0040] For example, the coolant flowing through the second heat exchange flow path 22 can enter the battery cooling system 12, enabling the coolant to exchange heat with the battery and the heat generated during the operation of the battery, taking away the residual heat inside the battery, effectively preventing potential safety hazards caused by temperature accumulation inside the battery, and ensuring safety; or, in low-temperature situations, the coolant in the second heat exchange flow path 22 after heat exchange with the first heat exchange flow path 21 can assist in heating the battery cooling system 12, thereby enabling the heating of the battery, facilitating the improvement of cold start performance, effectively enhancing the battery efficiency, and the battery cooling system 12 can further cool the coolant, ensuring that the coolant flowing back into the second heat exchange flow path 22 has a good cooling effect on the gas in the first heat exchange flow path 21, which can reduce the gas density and is beneficial to improving the engine thermal efficiency.

[0041] In some embodiments, the battery cooling system 12 includes a battery cooling channel. Both the second liquid inlet 121 and the second liquid outlet 122 are communicated with the battery cooling channel. The second liquid inlet 121 and the second liquid outlet 122 are integrated at the end of the battery, enabling the coolant to enter the battery cooling channel through the second liquid inlet 121 and flow out from the second liquid outlet 122. The coolant in the battery cooling channel can exchange heat with the battery, meet the required heat exchange demand, and make the structure of the battery cooling system 12 compact, ensuring good heat exchange effect.

[0042] According to some embodiments of the present invention, such as Figure 1As shown, a heater 30 is provided between the second heat exchange flow path 22 and the first liquid outlet 112. The coolant in the second cooling circuit 10 can be heated by the heater 30. Thus, in low-temperature situations, the heater 30 can provide a heat source. The coolant heated by the heater 30 flows to the second heat exchange flow path 22, which can avoid the problem that the gas in the first heat exchange flow path 21 exchanges heat with the relatively low-temperature coolant in the second heat exchange flow path 22 and is prone to condensation. Thereby, the required usage requirements can be met, which is beneficial to expanding the temperature working range of the exhaust gas recirculation heat exchanger 20 and can meet the temperature requirements of the battery, which is beneficial to improving the working efficiency of the battery.

[0043] In some embodiments, the heater 30 determines whether to turn on according to the ambient temperature and the coolant temperature, which can meet different usage requirements.

[0044] In some embodiments of the present utility model, the heater 30 can be a PTC (Positive Temperature Coefficient) heater. The operation of the PTC heater is based on the resistance-temperature characteristics of the PTC material, which can form a self-regulating effect to achieve precise temperature control. For example, when current passes through the PTC heater, the PTC heater generates heat; when the temperature rises to a specific critical temperature of the PTC heater, the resistance of the PTC material will increase sharply, thereby slowing down the temperature rise to meet the required regulation requirements.

[0045] For example, in some embodiments, when the ambient temperature Te1 ≤ 3°C and the coolant temperature Tc1 in the second cooling circuit 10 ≤ 23°C, the exhaust gas recirculation heat exchanger 20 is closed, that is, the exhaust gas recirculation heat exchanger 20 does not perform heat exchange, and the heater 30 is turned on. The heater 30 can heat the coolant in the second cooling circuit 10, thereby heating the battery, and the battery enters the cold start stage.

[0046] When the ambient temperature Te1 ≥ 3°C and the coolant temperature Tc in the second cooling circuit 10 ≤ 23°C, the exhaust gas recirculation heat exchanger 20 and the heater 30 are turned on. The heater 30 can heat the coolant in the second cooling circuit 10, and the gas in the first heat exchange flow path 21 can further heat the coolant flowing through the second heat exchange flow path 22, which can meet the heating requirements of the battery, and the battery enters the cold start stage, further improving the efficiency of the battery. At the same time, by heating the coolant in the second cooling circuit 10 with the heater 30, the temperature of the coolant flowing through the second heat exchange flow path 22 can be increased, thereby reducing the risk of condensation of the gas in the first heat exchange flow path 21 due to too low temperature, and the temperature working range of the exhaust gas recirculation heat exchanger 20 can be expanded.

[0047] When the ambient temperature Te1 ≥ 3°C and the coolant temperature Tc1 in the second cooling circuit 10 ≥ 23°C, the exhaust gas recirculation heat exchanger 20 is turned on and the heater 30 is turned off. The coolant in the second heat exchange flow path 22 after heat exchange with the gas in the first heat exchange flow path 21 can meet the heating requirement of the battery.

[0048] According to some embodiments of the present invention, as Figure 1 shown, the second cooling circuit 10 further includes a connecting branch 13. One end of the connecting branch 13 is communicated with the second liquid outlet 122, and the other end of the connecting branch 13 is communicated with the first liquid inlet 111. A radiator 131 is provided on the connecting branch 13. Thus, the coolant flowing through the connecting branch 13 can be cooled by the radiator 131, and the radiator 131 can dissipate the heat absorbed by the coolant, so as to meet the heat dissipation requirement of the second cooling circuit 10, effectively reduce the coolant temperature in the second cooling circuit 10, and is beneficial to improving the heat dissipation capacity of the second cooling circuit 10.

[0049] In some embodiments, the radiator 131 includes a plurality of (greater than or equal to two) coolant channels, and the plurality of coolant channels are densely arranged. The coolant can enter the plurality of coolant channels through the connecting branch 13 respectively for heat dissipation, ensuring good heat dissipation effect.

[0050] In some embodiments of the present invention, as Figure 1 shown, a controller 40 is provided on the flow path between the second liquid outlet 122 and the first liquid inlet 111. The controller 40 has a first inlet 41, a first outlet 42 and a second outlet 43. The first inlet 41 is communicated with the second liquid outlet 122, the first outlet 42 is communicated with the first liquid inlet 111, and the second outlet 43 is communicated with one end of the connecting branch 13. The first inlet 41 is selectively communicated with at least one of the first outlet 42 and the second outlet 43, that is, the first inlet 41 can be communicated with the first outlet 42, or the first inlet 41 can be communicated with the second outlet 43, or the first inlet 41 can be communicated with both the first outlet 42 and the second outlet 43, which can meet different flow requirements. Thus, by controlling the controller 40, it is possible to control whether the coolant flowing out of the second liquid outlet 122 flows through the radiator 131. For example, according to different temperatures, it can be controlled whether the coolant flows through the radiator 131, and the heat dissipation path of the second cooling circuit 10 can be flexibly adjusted to meet different control requirements.

[0051] For example, as Figure 1As shown, when the first inlet 41 is in communication with the first outlet 42, the coolant flowing out of the second liquid outlet 122 can enter the controller 40 through the first inlet 41 and enter the water pump 11 from the first liquid inlet 111 through the first outlet 42, achieving the required circulation demand; when the first inlet 41 is in communication with the second outlet 43, the coolant flowing out of the second liquid outlet 122 can enter the controller 40 through the first inlet 41 and enter the communication branch 13 through the second outlet 43. The radiator 131 on the communication branch 13 can dissipate heat from the coolant, and the cooled coolant can enter the water pump 11 from the first liquid inlet 111, achieving the required heat dissipation and circulation demand; when the first inlet 41 is in communication with both the first outlet 42 and the second outlet 43, the coolant flowing out of the second liquid outlet 122 can enter the controller 40 through the first inlet 41. A part of the coolant can enter the water pump 11 from the first liquid inlet 111 through the first outlet 42, and another part of the coolant can enter the communication branch 13 through the second outlet 43. The radiator 131 on the communication branch 13 dissipates heat from the coolant, and the cooled coolant can enter the water pump 11 from the first liquid inlet 111, capable of meeting different control requirements.

[0052] In some embodiments, the controller 40 includes a heat-sensitive expansion element. When the temperature of the coolant in the second cooling circuit 10 rises, the expansion element expands, enabling the expansion element to control the communication between the first inlet 41 and at least one of the first outlet 42 and the second outlet 43 to meet different communication requirements. For example, the controller 40 can be a thermostat.

[0053] According to some embodiments of the present invention, as Figure 1 shown, the second cooling circuit 10 further includes an expansion tank 50, and the expansion tank 50 is provided between the water pump 11 and the battery cooling system 12. Thus, when the coolant in the second cooling circuit 10 expands due to heat, the expansion tank 50 can absorb this volume change, provide an air overflow channel for the second cooling circuit 10, prevent the internal pressure of the second cooling circuit 10 from being too high, protect the safety of the second cooling circuit 10, and the expansion tank 50 can replenish coolant to the water pump 11 to avoid problems such as cavitation of the water pump 11, ensuring the working reliability of the water pump 11, thereby ensuring the working reliability of the second cooling circuit 10. At the same time, the purpose of increasing the boiling point of the second cooling circuit 10 by pressurization can be achieved through the expansion tank 50.

[0054] In some embodiments of the present utility model, the water pump 11 is an electronic water pump, which can precisely adjust the rotational speed, flow rate, power, etc. according to different control requirements, realizing fine thermal management control and meeting different control requirements. For example, adjusting the power of the electronic water pump according to the temperature of the coolant in the second cooling circuit 10 can ensure a stable coolant temperature, thereby ensuring a stable gas temperature in the first heat exchange flow path 21 that exchanges heat with the coolant in the second heat exchange flow path 22, enabling precise temperature control, effectively stabilizing the engine intake air temperature, and optimizing combustion.

[0055] In some embodiments, according to the real-time temperature of the coolant in the second cooling circuit 10, the second cooling circuit 10 can be closed-loop controlled by the electronic water pump to meet the required control requirements, thereby improving the temperature management of the second cooling circuit 10.

[0056] According to some embodiments of the present utility model, the maximum temperature of the second cooling circuit 10 is less than or equal to 60 °C, enabling the coolant temperature in the second cooling circuit 10 to meet the heat exchange requirements for the battery and avoiding damage to other structures due to high temperature, which is beneficial to extending the service life. For example, in some specific embodiments, the maximum temperature of the second cooling circuit 10 can be 60 °C, 55 °C, 50 °C, 45 °C, 40 °C, 35 °C, etc.

[0057] The vehicle according to an embodiment of the present utility model includes the thermal management system 100 according to an embodiment of the present utility model. Since the thermal management system 100 according to an embodiment of the present utility model has the above-mentioned beneficial technical effects, for the vehicle according to an embodiment of the present utility model, by having the maximum temperature of the second cooling circuit 10 less than the maximum temperature of the first cooling circuit, the first heat exchange flow path 21 of the exhaust gas recirculation heat exchanger 20 is communicated with the engine outlet, and the second heat exchange flow path 22 of the exhaust gas recirculation heat exchanger 20 is connected in series to the second cooling circuit 10, enabling the coolant in the second cooling circuit 10 to effectively exchange heat with the gas in the first heat exchange flow path 21 when flowing through the second heat exchange flow path 22, reducing the gas temperature in the first heat exchange flow path 21, achieving good cooling effect on the gas in the first heat exchange flow path 21, thereby being able to reduce the gas density in the first heat exchange flow path 21, being beneficial to increasing the exhaust gas recirculation rate, effectively suppressing engine knocking, increasing the compression ratio, and thus being able to improve the thermal efficiency of the engine, reduce fuel consumption and emissions.

[0058] Among them, the vehicle can be a hybrid vehicle, but is not limited thereto.

[0059] The other components and operations of the thermal management system 100 according to an embodiment of the present utility model and the vehicle are known to those of ordinary skill in the art and will not be described in detail here.

[0060] In the description of the present utility model, it should be noted that unless otherwise clearly defined and limited, the terms "installation", "connection", and "coupling" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific situations.

[0061] In the description of this specification, the descriptions with reference to the terms "embodiment", "specific embodiment", "example", 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.

[0062] 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 purposes 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: a first cooling circuit, the first cooling circuit comprising an engine; a second cooling circuit, wherein the maximum temperature of the second cooling circuit is less than the maximum temperature of the first cooling circuit; An exhaust gas recirculation heat exchanger, wherein the exhaust gas recirculation heat exchanger has a first heat exchange flow path and a second heat exchange flow path, wherein the first heat exchange flow path is connected to an air outlet of the engine, and the second heat exchange flow path is connected in series to the second cooling circuit.

2. The thermal management system according to claim 1, characterized in that: The second cooling circuit comprises: A water pump, wherein the water pump has a first liquid inlet and a first liquid outlet; A battery cooling system, wherein the battery cooling system has a second liquid inlet and a second liquid outlet, the first liquid outlet is connected to the second liquid inlet, the second liquid outlet is connected to the first liquid inlet, and the second heat exchange flow path is connected in series on the flow path between the first liquid outlet and the second liquid inlet.

3. The thermal management system according to claim 2, characterized in that: A heater is provided between the second heat exchange flow path and the first liquid outlet.

4. The thermal management system according to claim 3, characterized in that: The heater is a PTC heater.

5. The thermal management system according to any one of claims 2 to 4, characterized in that: The second cooling circuit also includes: A connecting branch, one end of which is connected to the second liquid outlet, the other end of which is connected to the first liquid inlet, and a radiator is provided on the connecting branch.

6. The thermal management system according to claim 5, characterized in that: A controller is provided on the flow path between the second liquid outlet and the first liquid inlet, the controller having a first inlet, a first outlet and a second outlet, the first inlet being connected to the second liquid outlet, the first outlet being connected to the first liquid inlet, the second outlet being connected to one end of the connecting branch, and the first inlet being selectively connected to at least one of the first outlet and the second outlet.

7. The thermal management system according to claim 2, characterized in that: The second cooling circuit also includes: An expansion water tank is provided between the water pump and the battery cooling system.

8. The thermal management system according to claim 2, characterized in that: The water pump is an electronic water pump.

9. The thermal management system according to claim 2, characterized in that: The maximum temperature of the second cooling circuit is less than or equal to 60°C.

10. A vehicle, characterized in that: Comprising a thermal management system according to any one of claims 1-9.

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