Vehicle thermal management system and vehicle

Abstract

The utility model relates to the technical field of vehicle thermal management, and discloses a vehicle thermal management system and a vehicle, the vehicle thermal management system comprises an electric heat dissipation branch and a first bypass branch which are connected in parallel, and the first end is communicated with an electric drive assembly of the vehicle; the intercooling heat dissipation branch and the second bypass branch are connected in parallel, and the first end of the intercooling heat dissipation branch is communicated with the electric drive assembly; the first three-way valve and the second three-way valve both communicate with the electric drive assembly, the first three-way valve communicates with the second end of the electric drive heat dissipation branch and the second end of the first bypass branch, and the second three-way valve communicates with the second end of the intercooling heat dissipation branch and the second end of the second bypass branch; when the vehicle runs in a pure electric mode and the temperature of the environment where the vehicle is located is lower than the preset temperature, the first bypass branch is controlled by the first three-way valve to be communicated, the second bypass branch is controlled by the second three-way valve to be communicated, and therefore circulation heat preservation of cooling liquid of the electric drive assembly is achieved. Therefore, the self-circulation heat preservation of the electric drive assembly can be realized in a pure electric low-temperature state, so that the oil temperature of the electric drive assembly is increased, and the driving efficiency of the electric drive assembly is improved.

Description

Technical Field

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

[0002] Extended-range electric vehicles have two operating modes: pure electric and extended-range. In low-temperature environments, due to the increase in the viscosity of the motor cooling oil, the oil stirring loss of the motor assembly increases, affecting the motor efficiency.

[0003] When the vehicle is operating in pure electric mode, increasing the motor oil and water temperatures will reduce the viscosity of the cooling oil, thereby reducing the vehicle's oil churning losses. Currently, it is not possible to self-circulate the electric drive assembly's coolant in pure electric mode to increase the water and oil temperatures of the drive motor. This method cannot effectively reduce oil churning losses and cannot improve the drive efficiency of the electric drive assembly. Utility Model Content

[0004] In view of the above problems, the present application provides a vehicle thermal management system and a vehicle, which can realize self-circulation insulation of the electric drive assembly in a pure electric low-temperature state, thereby increasing the oil temperature of the electric drive assembly to improve the driving efficiency of the electric drive assembly.

[0005] The first aspect of the present application provides a vehicle thermal management system, comprising: an electric drive heat dissipation branch and a first bypass branch, the electric drive heat dissipation branch and the first bypass branch are connected in parallel, and the first ends of the two are connected to the vehicle's electric drive assembly; an intercooler heat dissipation branch and a second bypass branch, the intercooler heat dissipation branch and the second bypass branch are connected in parallel, and the first ends of the two are connected to the electric drive assembly; a first three-way valve and a second three-way valve, both of which are connected to the electric drive assembly, the first three-way valve being connected to the electric drive heat dissipation branch and the second end of the first bypass branch respectively, and the second three-way valve being connected to the intercooler heat dissipation branch and the second end of the second bypass branch respectively; wherein, when the vehicle is operating in pure electric mode and the ambient temperature is lower than a preset temperature, the first three-way valve controls the connection of the first bypass branch, and the second three-way valve controls the connection of the second bypass branch, so that the coolant in the electric drive assembly is circulated and kept warm.

[0006] In some specific embodiments, the second ends of the electric drive heat dissipation branch and the first bypass branch are the outlet ends of the coolant, and the second ends of the intercooler heat dissipation branch and the second bypass branch are the outlet ends of the coolant.

[0007] In some specific embodiments, the vehicle thermal management system is provided with an electric drive branch, which passes through the electric drive assembly and is used to dissipate heat from the electric drive assembly. The first three-way valve and the second three-way valve are respectively connected to the first end of the electric drive branch.

[0008] In some specific embodiments, the vehicle thermal management system includes a first water pump, which is disposed between the first three-way valve and the first end of the electric drive branch, and is used to pump the coolant to achieve circulation.

[0009] In some specific embodiments, the vehicle thermal management system includes a first three-way pipe, the first connecting port and the second connecting port of the first three-way pipe are respectively connected to the first end of the electric drive heat dissipation branch and the first bypass branch, and the third connecting port of the first three-way pipe is connected to the electric drive assembly.

[0010] In some specific embodiments, the vehicle thermal management system also includes a second three-way pipe, the first connecting port and the second connecting port of the second three-way pipe are respectively connected to the third connecting port of the first three-way pipe and the second end of the second bypass branch, and the third connecting port of the second connecting pipe is connected to the electric drive assembly.

[0011] In some specific embodiments, the vehicle thermal management system further includes a second water pump, which is respectively connected to the third connecting port of the second tee pipe and the drive assembly, and is used to pump the coolant to achieve circulation.

[0012] In some specific embodiments, an intercooler radiator and an intercooler are provided in the intercooler heat dissipation branch, and the intercooler radiator is provided in front of the intercooler in the flow direction of the coolant.

[0013] In some specific embodiments, the electric drive assembly includes a front drive assembly and a rear drive assembly, and the electric drive branch includes a first sub-electric drive branch and a second sub-electric drive branch, and the first sub-electric drive branch and the second sub-electric drive branch pass through the front drive assembly and the rear drive assembly respectively.

[0014] A second aspect of the present application provides a vehicle comprising any one of the above-mentioned vehicle thermal management systems.

[0015] The present application has at least the following beneficial effects: based on the vehicle thermal management system and vehicle provided by the present application, including: an electric drive heat dissipation branch and a first bypass branch, the electric drive heat dissipation branch and the first bypass branch are connected in parallel, and the first ends of the two are connected to the electric drive assembly of the vehicle; an intercooler heat dissipation branch and a second bypass branch, the intercooler heat dissipation branch and the second bypass branch are connected in parallel, and the first ends of the two are connected to the electric drive assembly; a first three-way valve and a second three-way valve, both of which are connected to the electric drive assembly, the first three-way valve is connected to the electric drive heat dissipation branch and the second end of the first bypass branch respectively, and the second three-way valve is connected to the intercooler heat dissipation branch and the second end of the second bypass branch respectively; wherein, when the vehicle is operating in pure electric mode and the ambient temperature is lower than the preset temperature, the first three-way valve controls the connection of the first bypass branch, and the second three-way valve controls the connection of the second bypass branch, so that the coolant in the electric drive assembly is circulated and kept warm. Therefore, in a purely electric low-temperature state, the electric drive assembly can achieve self-circulation insulation, thereby increasing the oil temperature of the electric drive assembly to improve the driving efficiency of the electric drive assembly.

[0016] The above description is only an overview of the technical solutions of the embodiments of the present application. In order to more clearly understand the technical means of the embodiments of the present application, they can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the embodiments of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0018] Figure 1 This is a schematic structural diagram of an embodiment of a vehicle thermal management system provided by the present application;

[0019] Figure 2 It is a structural schematic diagram of another embodiment of the vehicle thermal management system provided by this application.

[0020] Description of reference numerals:

[0021] Vehicle thermal management system 10, electric drive heat dissipation branch 11, first end 111 of the electric drive heat dissipation branch, electric drive radiator 112, second end 113 of the electric drive heat dissipation branch, first bypass branch 12, first end 121 of the first bypass branch, second end 122 of the first bypass branch, intercooler heat dissipation branch 13, first end 131 of the intercooler heat dissipation branch, second end 132 of the intercooler heat dissipation branch, intercooler radiator 133, intercooler 134, second bypass branch 14, first end 141 of the second bypass branch, second end 142 of the second bypass branch, first three-way valve 15, second three-way valve 16, electric drive branch 17, first sub-electric drive branch 171, second sub-electric drive branch 172, first end 173 of the electric drive branch, first water pump 181, second water pump 182, first three-way pipe 191, second three-way pipe 192;

[0022] Electric drive assembly 20 , front drive assembly 21 , and rear drive assembly 22 .

[0023] The realization of the objectives, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0024] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0025] It should be noted that if the embodiments of the present application involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the various components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indications will also change accordingly.

[0026] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present application, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or suggesting their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of such features. In addition, if the meaning of "and / or" appearing in the full text is to include three parallel schemes, taking "A and / or B" as an example, it includes scheme A, or scheme B, or a scheme in which A and B are satisfied at the same time. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0027] In a first aspect, the present application provides a vehicle thermal management system 10 . The vehicle thermal management system 10 is a thermal management system for a new energy vehicle, and specifically may be a thermal management system for an extended-range new energy vehicle. Figure 1 It is a structural diagram of an embodiment of the vehicle thermal management system 10 provided in this application.

[0028] Combine Figure 1 The vehicle thermal management system 10 includes an electric drive heat dissipation branch 11, a first bypass branch 12, an intercooler heat dissipation branch 13 and a second bypass branch 14. These heat dissipation branches are used to realize the circulation of coolant. The electric drive heat dissipation branch 11 and the intercooler heat dissipation branch 13 can realize heat exchange between the coolant and the outside world, thereby dissipating the heat of the coolant to achieve cooling.

[0029] The electric drive heat dissipation branch 11 and the first bypass branch 12 are connected in parallel, and their first ends are connected to the vehicle's electric drive assembly 20. That is, the first end 111 of the electric drive heat dissipation branch and the first end 121 of the first bypass branch are both connected to the vehicle's electric drive assembly 20. At this time, since the two branches are connected in parallel, if the electric drive heat dissipation branch 11 and the first bypass branch 12 are both conductive, the coolant discharged from the electric drive assembly 20 can enter the electric drive heat dissipation branch 11 and the first bypass branch 12 respectively. The electric drive heat dissipation branch 11 is provided with an electric drive radiator 112, that is, a low-temperature radiator arranged at the front end of the vehicle, while the first bypass branch 12 is not provided with any radiator and only serves to conduct the coolant.

[0030] The intercooler heat dissipation branch 13 and the second bypass branch 14 are also connected in parallel, and their first ends are connected to the electric drive assembly 20. That is, the first ends 141 of the intercooler heat dissipation branch 13 and the second bypass branch 14 are connected to the electric drive assembly 20. Similarly, since the two are connected in parallel, if the intercooler heat dissipation branch 13 and the second bypass branch 14 are both connected, the coolant discharged from the electric drive assembly 20 can be respectively introduced into the intercooler heat dissipation branch 13 and the second bypass branch 14.

[0031] It should be understood that the intercooler heat dissipation branch 13 is provided with a radiator for dissipating coolant heat, while the second bypass branch 14 is not provided with a radiator and only serves to circulate coolant. The intercooler heat dissipation branch 13 is primarily used to cool and dissipate charge air, thereby keeping the charge air entering the engine below a certain temperature. Therefore, the intercooler heat dissipation branch 13 is generally used when the vehicle is in extended-range mode.

[0032] The vehicle thermal management system 10 also includes a first three-way valve 15 and a second three-way valve 16. Both the first three-way valve 15 and the second three-way valve 16 are connected to the electric drive assembly 20. The first three-way valve 15 is connected to the electric drive heat dissipation branch 11 and the second end 122 of the first bypass branch 12, respectively. The second three-way valve 16 is connected to the intercooler heat dissipation branch 13 and the second end 142 of the second bypass branch 14, respectively. In this case, coolant in the electric drive heat dissipation branch 11 and the first bypass branch 12 can be directed to the electric drive branch 17 through the first three-way valve 15, and coolant in the electric drive branch 17 can be directed to the electric drive heat dissipation branch 11 and the first bypass branch 12 through the first three-way valve 15. Similarly, the coolant in the intercooler cooling branch 13 and the second bypass branch 14 can be introduced into the electric drive branch 17 through the second three-way valve 16, or the coolant in the electric drive branch 17 can be introduced into the intercooler cooling branch 13 and the second bypass branch 14 through the second three-way valve 16. In this case, the first three-way valve 15 is used to achieve on-off control of the electric drive cooling branch 11 and the first bypass branch 12, and the second three-way valve 16 is used to achieve on-off control of the intercooler cooling branch 13 and the second bypass branch 14.

[0033] Based on the above structure, when the vehicle operates in pure electric mode and the ambient temperature is lower than the preset temperature, the first three-way valve 15 is used to control the connection of the first bypass branch 12, and the second three-way valve 16 is used to control the connection of the second bypass branch 14, so that the coolant in the electric drive assembly 20 circulates and keeps warm.

[0034] The preset temperature can be a relatively low temperature. When the vehicle's ambient temperature is lower than the preset temperature, it indicates that the vehicle is in a relatively low-temperature environment. Cooling oil is typically located in the oil pan of the electric drive assembly 20 and is used to cool and lubricate gears, bearings, and other components. The movement of the gears and other components churns the cooling oil. At this point, the vehicle's drive assembly's cooling oil is typically at a relatively low temperature. This increases the viscosity of the cooling oil, leading to increased power loss from churning, and thus, reduced drive efficiency of the electric drive assembly 20. When the vehicle operates in pure electric mode, the range extender (i.e., the engine) is not activated. Therefore, there is no need to dissipate heat from the engine's intake air, and the intercooler cooling branch 13 may not operate. Furthermore, depending on the nature of the three-way valve, the first three-way valve 15 has only two modes: in the first mode, the electric drive assembly 20 is connected to the first bypass branch 12 and isolated from the electric drive cooling branch 11; in the second mode, the electric drive assembly 20 is connected to the electric drive cooling branch 11 and isolated from the first bypass branch 12. The second three-way valve 16 also has two modes. In the first mode, the electric drive assembly 20 is connected to the second bypass branch 14 and isolated from the intercooler heat dissipation branch 13. In the second mode, the electric drive assembly 20 is connected to the intercooler heat dissipation branch 13 and isolated from the second bypass branch 14.

[0035] In light of the above, when the first three-way valve 15 controls the connection of the first bypass branch 12 and the second three-way valve 16 controls the connection of the second bypass branch 14, the coolant of the electric drive assembly 20 can only enter the first bypass branch 12 and the second bypass branch 14. At this time, the coolant of the electric drive assembly 20 will self-circulate and will not pass through any radiator for heat dissipation, thereby increasing the temperature of the coolant, which in turn increases the oil temperature of the electric drive assembly 20, thereby reducing the viscosity of the cooling oil and increasing drive efficiency. At the same time, since the intercooler heat dissipation branch 13 is not required to operate at this time, there is no negative impact on the coolant being introduced into the intercooler heat dissipation branch 13.

[0036] In some specific embodiments, the second end 113 of the electric drive heat dissipation branch and the second end 122 of the first bypass branch serve as coolant outlets, while the second end 132 of the intercooler heat dissipation branch and the second end 142 of the second bypass branch serve as coolant outlets, shown as the left end in the figure. In this case, if all branches are connected, coolant will enter from the first end 111 of the electric drive heat dissipation branch and the first end 121 of the first bypass branch, and be discharged from the second end 113 of the electric drive heat dissipation branch and the second end 122 of the first bypass branch. At the same time, coolant will be introduced from the first end 131 of the intercooler heat dissipation branch and the first end 141 of the second bypass branch, and discharged from the second end 132 of the intercooler heat dissipation branch and the second end 142 of the second bypass branch. In combination with the above content, the first three-way valve 15 and the second three-way valve 16 are now connected to the liquid outlet of the coolant, so that the coolant in the electric drive heat dissipation branch 11 or the first bypass branch 12 is discharged into the electric drive assembly 20 through the first three-way valve 15, and the coolant in the intercooler heat dissipation branch 13 or the second bypass branch 14 is discharged into the electric drive assembly 20 through the second three-way valve 16.

[0037] Specifically, continue to combine Figure 1 The vehicle thermal management system 10 is provided with an electric drive branch circuit 17, which passes through the electric drive assembly 20 and is used to dissipate heat from the electric drive assembly 20. The first three-way valve 15 and the second three-way valve 16 are respectively connected to the first end 171 of the electric drive branch circuit. The first end 173 of the electric drive branch circuit serves as the coolant inlet. That is, the first three-way valve 15 or the second three-way valve 16 directs the coolant from the inlet end of the electric drive branch circuit 17 into the electric drive branch circuit 17, and then into the electric drive assembly 20.

[0038] Further integration Figure 1 The vehicle thermal management system 10 includes a first water pump 181, which is disposed between the first three-way valve 15 and the first end 173 of the electric drive branch. The first water pump 181 is used to pump coolant for circulation. The first water pump 181 is an electronic water pump. Coolant from the electric drive cooling branch 11 and the first bypass branch 12 passes through the first water pump 181 before entering the electric drive branch 17.

[0039] Continue to combine Figure 1In some specific embodiments, the vehicle thermal management system 10 includes a first three-way pipe 191, and the first connecting port and the second connecting port of the first three-way pipe 191 are respectively connected to the electric drive heat dissipation branch 11 and the first end 121 of the first bypass branch, and the third connecting port of the first three-way pipe 191 is connected to the electric drive assembly 20. Among them, the first three-way pipe 191 has three connecting ports, and the three connecting ports can be interconnected. Combined with the above content, at this time, the first connecting port and the second connecting port of the first three-way pipe 191 are respectively connected to the liquid inlet of the electric drive heat dissipation branch 11 and the first end 121 of the first bypass branch, and the coolant in the electric drive assembly 20 is introduced into the first three-way pipe 191 from the third connecting port of the first three-way pipe 191.

[0040] Furthermore, in some specific embodiments, the vehicle thermal management system 10 further includes a second three-way pipe 192. The first and second communication ports of the second three-way pipe 192 are respectively connected to the third communication port of the first three-way pipe 191 and the second end 142 of the second bypass branch. The third communication port of the second three-way pipe 192 is connected to the electric drive assembly 20. At this time, the coolant in the electric drive assembly 20 will enter the second three-way pipe 192 through the third communication port of the second three-way pipe 192. That is, the coolant at the second end of the electric drive branch 17 will enter the second three-way pipe 192 through the third communication port of the second three-way pipe 192, and then enter the second bypass branch 14 or the first three-way pipe 191.

[0041] Figure 2 It is a structural schematic diagram of another embodiment of the vehicle thermal management system 10 provided in this application.

[0042] Combine Figure 2 In some specific embodiments, the vehicle thermal management system 10 further includes a second water pump 182 , which is connected to the third connection port of the second three-way pipe 192 and the electric drive assembly 20 . The second water pump 182 is used to pump coolant for circulation. In this case, the second water pump 182 directs the coolant into the second three-way pipe 192 .

[0043] Regarding the specific configuration of the intercooler heat dissipation branch 13, in some specific embodiments, the intercooler heat dissipation branch 13 is provided with an intercooler radiator 133 and an intercooler 134. The intercooler radiator 133 is positioned in front of the intercooler 134 in the direction of coolant flow. The intercooler radiator 133 can be positioned at the front end of the vehicle, thereby dissipating heat from the coolant passing through the intercooler radiator 133 through airflow. When the airflow intended for the engine enters the intercooler 134, it exchanges heat with the coolant in the intercooler 134 to dissipate heat.

[0044] Combine Figure 1In some specific embodiments, the electric drive assembly 20 includes a front drive assembly 21 and a rear drive assembly 22. The electric drive branch 17 includes a first sub-electric drive branch 171 and a second sub-electric drive branch 172. The first sub-electric drive branch 171 and the second sub-electric drive branch 172 pass through the front drive assembly 21 and the rear drive assembly 22, respectively. In this case, the first sub-electric drive branch 171 and the second sub-electric drive branch 172 are used to dissipate heat from the front drive assembly 21 and the rear drive assembly 22, respectively.

[0045] In addition, in combination with the settings of the first three-way valve 15 and the second three-way valve 16, some other control methods are briefly described below:

[0046] When the vehicle is in pure electric mode and the ambient temperature is greater than a preset temperature but less than a preset high temperature (the ambient temperature is at a medium temperature), the first three-way valve 15 controls the connection of the first bypass branch 12, and the second three-way valve 16 controls the connection of the intercooler cooling branch 13. At this time, the heat of the drive assembly coolant is dissipated through the intercooler radiator 133.

[0047] When the vehicle is in pure electric mode and the ambient temperature is greater than the preset high temperature (the ambient temperature is at a high temperature at this time), the first three-way valve 15 controls the electric drive heat dissipation branch 11 to be connected, and the second three-way valve 16 controls the intercooler heat dissipation branch 13 to be connected.

[0048] When the vehicle is in extended-range mode and the ambient temperature is below a preset temperature (low ambient temperature), the first three-way valve 15 controls the connection of the first bypass branch 12, and the second three-way valve 16 controls the connection of the intercooler cooling branch 13. At this time, the coolant in the electric drive branch 17 circulates with the intercooler cooling branch 13, keeping the coolant temperature in the intercooler cooling branch 13 high, achieving the heat preservation function in extended-range mode. This in turn increases the engine intake temperature and prevents condensation of low-temperature water vapor in the air in the intercooler 134 and its piping.

[0049] When the vehicle is in extended-range mode and the ambient temperature is higher than a preset temperature (when the ambient temperature is high, that is, when the ambient temperature is between medium and high), the first three-way valve 15 controls the electric drive heat dissipation branch 11 to be connected and controls the intercooler heat dissipation branch 13 to be connected.

[0050] Through the above structure and control method, the fuel consumption of the range extender assembly can be reduced and the driving efficiency of the electric drive assembly 20 can be improved.

[0051] A second aspect of the present application provides a vehicle, including the vehicle thermal management system 10 in any of the above embodiments. For relevant descriptions of the vehicle thermal management system 10, reference can be made to the contents of the above embodiments.

[0052] In summary, the vehicle thermal management system 10 and the vehicle provided by the present application include: an electric drive heat dissipation branch 11 and a first bypass branch 12, the electric drive heat dissipation branch 11 and the first bypass branch 12 are connected in parallel, and the first ends of the two are connected to the electric drive assembly 20 of the vehicle; an intercooler heat dissipation branch 13 and a second bypass branch 14, the intercooler heat dissipation branch 13 and the second bypass branch 14 are connected in parallel, and the first ends of the two are connected to the electric drive assembly 20; a first three-way valve 15 and a second three-way valve 16, both of which are connected to the electric drive assembly The first three-way valve 15 is connected to the electric drive heat dissipation branch 11 and the second end 122 of the first bypass branch, respectively, and the second three-way valve 16 is connected to the intercooler heat dissipation branch 13 and the second end 142 of the second bypass branch, respectively. When the vehicle is operating in pure electric mode and the ambient temperature is below a preset temperature, the first three-way valve 15 controls the connection of the first bypass branch 12, and the second three-way valve 16 controls the connection of the second bypass branch 14, so that the coolant in the electric drive assembly 20 circulates and maintains its temperature. Therefore, in the pure electric low-temperature state, the electric drive assembly 20 can achieve self-circulation and heat preservation, thereby increasing the oil temperature of the electric drive assembly 20 and improving the driving efficiency of the electric drive assembly 20.

[0053] The above are merely optional embodiments of the present application and do not limit the patent scope of the present application. All equivalent structural transformations made using the contents of the present application specification and drawings under the scheme concept of the present application, or direct / indirect application in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A vehicle thermal management system, characterized in that: include: an electric drive heat dissipation branch and a first bypass branch, wherein the electric drive heat dissipation branch and the first bypass branch are connected in parallel, and first ends of the electric drive heat dissipation branch and the first bypass branch are connected to the electric drive assembly of the vehicle; an intercooler heat dissipation branch and a second bypass branch, wherein the intercooler heat dissipation branch and the second bypass branch are connected in parallel, and first ends of the intercooler heat dissipation branch and the second bypass branch are connected to the electric drive assembly; A first three-way valve and a second three-way valve are both connected to the electric drive assembly, the first three-way valve is respectively connected to the electric drive heat dissipation branch and the second end of the first bypass branch, and the second three-way valve is respectively connected to the intercooler heat dissipation branch and the second end of the second bypass branch; Among them, when the vehicle is running in pure electric mode and the ambient temperature is lower than a preset temperature, the first three-way valve controls the connection of the first bypass branch, and the second three-way valve controls the connection of the second bypass branch, so that the coolant in the electric drive assembly circulates and keeps warm.

2. The vehicle thermal management system according to claim 1, characterized in that: The second ends of the electric drive heat dissipation branch and the first bypass branch are the outlet ends of the coolant, and the second ends of the intercooler heat dissipation branch and the second bypass branch are the outlet ends of the coolant.

3. The vehicle thermal management system according to claim 2, characterized in that: The vehicle thermal management system is provided with an electric drive branch, which passes through the electric drive assembly and is used to dissipate heat from the electric drive assembly. The first three-way valve and the second three-way valve are respectively connected to the first end of the electric drive branch.

4. The vehicle thermal management system according to claim 3, characterized in that: The vehicle thermal management system also includes a first water pump, which is arranged between the first three-way valve and the first end of the electric drive branch, and is used to pump coolant to achieve circulation.

5. The vehicle thermal management system according to claim 1, characterized in that: The vehicle thermal management system also includes a first three-way pipe, the first connecting port and the second connecting port of the first three-way pipe are respectively connected to the electric drive heat dissipation branch and the first end of the first bypass branch, and the third connecting port of the first three-way pipe is connected to the electric drive assembly.

6. The vehicle thermal management system according to claim 5, characterized in that: The vehicle thermal management system also includes a second three-way pipe, the first connecting port and the second connecting port of the second three-way pipe are respectively connected to the third connecting port of the first three-way pipe and the second end of the second bypass branch, and the third connecting port of the second three-way pipe is connected to the electric drive assembly.

7. The vehicle thermal management system according to claim 6, characterized in that: The vehicle thermal management system also includes a second water pump, which is connected to the third connecting port of the second three-way pipe and the electric drive assembly respectively, and the second water pump is used to pump the coolant to achieve circulation.

8. The vehicle thermal management system according to claim 1, characterized in that: An intercooling radiator and an intercooler are provided in the intercooling heat dissipation branch, and the intercooling radiator is provided in front of the intercooler in the flow direction of the coolant.

9. The vehicle thermal management system according to claim 3, characterized in that: The electric drive assembly includes a front drive assembly and a rear drive assembly, and the electric drive branch includes a first sub-electric drive branch and a second sub-electric drive branch. The first sub-electric drive branch and the second sub-electric drive branch pass through the front drive assembly and the rear drive assembly respectively.

10. A vehicle, characterized in that: The vehicle thermal management system comprises the vehicle thermal management system according to any one of claims 1 to 9.

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