Thermal management system and vehicle

Abstract

This application relates to the field of vehicle equipment technology, and discloses a thermal management system and a vehicle. A second coolant inlet is connected to a first coolant outlet of an electric drive motor, and a second coolant outlet of a first radiator is connected to a first coolant inlet of the electric drive motor. The electric drive motor and the first radiator together form a first cooling circuit. A second radiator is arranged along a first direction with the first radiator. A fourth coolant inlet of the second radiator is connected to a third coolant outlet of a turbocharger, and a fourth coolant outlet of the second radiator is connected to a third coolant inlet of the turbocharger. The turbocharger and the second radiator together form a second cooling circuit. The first and second cooling circuits are independent and not connected. The thermal management system provided by this application can achieve independent heat management of the turbocharger and the electric drive motor, avoiding the impact of the second coolant on the corrosion protection of the turbocharger.

Description

Technical Field

[0001] This application relates to the field of vehicle equipment technology, and in particular to a thermal management system and a vehicle. Background Technology

[0002] For range-extended electric vehicles or hybrid electric vehicles, thermal management systems can be used for thermal management of components such as batteries, electric drive motors, driver controllers (MDC), motor controllers, turbocharged engines, and air conditioning systems.

[0003] The thermal management system mainly uses liquid cooling for heat dissipation. The components are connected in series or parallel through pipelines. Heat exchange is carried out by the flow of coolant between the pipelines and the components. The coolant contains alkoxyamines, aminoalkyltrialkoxysilanes, and low-conductivity corrosion inhibitors such as polycarboxylic acid polymers.

[0004] However, the coolant in the aforementioned technologies can affect the corrosion resistance and service life of the turbocharger. Utility Model Content

[0005] In view of this, embodiments of this application provide a thermal management system and a vehicle to solve the technical problem in the above-mentioned related technologies that coolant can affect the corrosion resistance and service life of turbochargers.

[0006] To achieve the above objectives, the technical solution of this application embodiment is implemented as follows:

[0007] A first aspect of this application provides a thermal management system, which includes:

[0008] An electric drive motor includes a first flow channel for the flow of a first coolant, and a first inlet end and a first outlet end that connect the first flow channel.

[0009] The first radiator has a second flow channel inside, and a second liquid inlet and a second liquid outlet connected to the second flow channel. The second liquid inlet is connected to the first liquid outlet, and the second liquid outlet is connected to the first liquid inlet. The electric drive motor and the first radiator together form a first cooling circuit for the flow of the first coolant.

[0010] The turbocharger has a third flow channel for the flow of a second coolant, and a third inlet and a third outlet communicating with the third flow channel.

[0011] The second radiator is arranged along the first direction with the first radiator. The second radiator has a fourth flow channel inside, and a fourth liquid inlet and a fourth liquid outlet connected to the fourth flow channel. The fourth liquid inlet is connected to the third liquid outlet, and the fourth liquid outlet is connected to the third liquid inlet. The turbocharger and the second radiator together form a second cooling circuit for the flow of the second coolant.

[0012] The first cooling circuit and the second cooling circuit are independent and not connected to each other;

[0013] Wherein, the first direction is the length direction of the vehicle, and along the first direction, the second radiator is closer to the front of the vehicle than the first radiator.

[0014] This application provides a thermal management system that forms a first cooling circuit by combining an electric drive motor and a first radiator, and a second cooling circuit by combining a turbocharger and a second radiator. The two circuits are independent and not connected to each other, allowing for the selection of appropriate coolants according to their respective needs. This achieves separate cooling for the electric drive motor and the turbocharger, solving the problem that the first coolant used to cool the electric drive motor has poor anti-cavitation corrosion performance for the turbocharger. At the same time, it meets the requirements of the battery and the electric drive motor for low conductivity coolants.

[0015] In addition, by arranging the second radiator along the length of the vehicle on the side of the first radiator near the front of the vehicle, the second radiator is independently located in front of the first radiator. When outside air enters the vehicle from the front, the cooling air passes through the second radiator first and then the first radiator. In this way, the second radiator can use the relatively cooler air for cooling, which can significantly reduce the temperature of the second coolant in the second cooling circuit, increase the heat exchange between the second coolant and the turbocharger, and thus improve the cooling efficiency of the turbocharger.

[0016] In some embodiments of this application, along the first direction, the heat dissipation area of ​​the second heat sink is smaller than that of the first heat sink.

[0017] In some embodiments of this application, the thermal management system further includes:

[0018] An evaporator for exchanging heat with the passenger compartment of the vehicle;

[0019] A condenser, connected to the evaporator, is used to dissipate heat for the refrigerant flowing out of the evaporator;

[0020] The condenser and the second radiator are arranged at intervals along a second direction, which is perpendicular to the first direction.

[0021] In some embodiments of this application, the thermal management system further includes an intercooler for dissipating heat from the intake end of the engine;

[0022] The intercooler has a fifth flow channel, and a fifth liquid inlet and a fifth liquid outlet connected to the fifth flow channel. The fifth liquid outlet is connected to the fourth liquid inlet, and the fifth liquid inlet is connected to the fifth liquid outlet. The intercooler and the turbocharger are connected in parallel in the second cooling circuit.

[0023] In some embodiments of this application, the thermal management system further includes a first expansion tank, which is disposed in the first cooling circuit and located between the first liquid inlet of the electric drive motor and the second liquid outlet of the first radiator. The first expansion tank is at least used to replenish the first cooling circuit with the first coolant.

[0024] In some embodiments of this application, the thermal management system further includes an MDC module;

[0025] The MDC module has a sixth flow channel inside, and a sixth liquid outlet and a sixth liquid inlet connected to the sixth flow channel. The sixth liquid inlet is connected to the second liquid outlet, and the sixth liquid outlet is connected to the first liquid inlet, so that the MDC module and the electric drive motor are connected in series in the first cooling circuit.

[0026] In some embodiments of this application, the thermal management system further includes a first throttling valve;

[0027] One end of the first throttle valve is connected to the second liquid outlet, and the other end is connected to the first liquid inlet. The first throttle valve and the MDC module are connected in parallel in the first cooling circuit. The first throttle valve is used to divert the first coolant flowing through the MDC module and deliver it to the electric drive motor.

[0028] In some embodiments of this application, the thermal management system further includes a motor controller;

[0029] The motor controller has a seventh flow channel, and a seventh liquid inlet and a seventh liquid outlet connected to the seventh flow channel. The seventh liquid outlet is connected to the second liquid inlet and the seventh liquid outlet is connected to the second liquid outlet. The motor controller, the MDC module, and the electric drive motor are connected in parallel in the first cooling circuit.

[0030] In some embodiments of this application, the thermal management system further includes:

[0031] A three-way valve includes an inlet, a first outlet, and a second outlet. The inlet is connected to the second liquid outlet, and the first outlet is connected to the sixth liquid inlet and the seventh liquid inlet.

[0032] The generator includes an eighth flow channel, an eighth liquid inlet and an eighth liquid outlet connected to the eighth flow channel, the eighth liquid inlet being connected to the second outlet, and the eighth liquid outlet being connected to the second liquid inlet.

[0033] A second aspect of this application provides a vehicle including a vehicle body and a thermal management system as described above. Attached Figure Description

[0034] Figure 1 This is a structural block diagram of a thermal management system provided in an embodiment of this application.

[0035] Figure label:

[0036] 100. First cooling circuit;

[0037] 110. Electric drive motor; 120. First radiator; 130. First expansion tank; 140. MDC module; 150. First throttle valve; 160. Motor controller; 170. Three-way valve; 180. Generator; 190. First temperature sensor;

[0038] 111. First inlet; 112. First outlet; 121. Second inlet; 122. Second outlet; 141. Sixth outlet; 142. Sixth inlet; 161. Seventh inlet; 162. Seventh outlet; 171. Inlet; 172. First outlet; 173. Second outlet; 181. Eighth inlet; 182. Eighth outlet;

[0039] 200. Second cooling circuit;

[0040] 210. Turbocharger; 220. Second radiator; 230. Intercooler; 240. Second temperature sensor; 250. Second expansion tank;

[0041] 211. Third inlet; 212. Third outlet; 221. Fourth inlet; 222. Fourth outlet; 231. Fifth inlet; 232. Fifth outlet;

[0042] 300. Condenser;

[0043] 400. First water pump;

[0044] 500. Second water pump;

[0045] 600. First exhaust pipe;

[0046] 700. Second exhaust pipe. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0048] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0049] Furthermore, in the embodiments of this application, directional terms such as "upper," "lower," "left," and "right" are defined relative to the positions in which the components are schematically placed in the accompanying drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the position of the components in the accompanying drawings.

[0050] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can mean a fixed connection, a detachable connection, or an integral part; it can mean a direct connection or an indirect connection through an intermediate medium.

[0051] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0052] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0053] The coolant used in related technologies can affect the corrosion resistance and lifespan of turbochargers. This problem arises because, to meet the requirements for heat dissipation and corrosion protection of the electric drive motor and battery, the coolant used in the thermal management system for thermal management of the electric drive motor and battery contains low-conductivity corrosion inhibitors such as alkoxyamines, aminoalkyltrialkoxysilanes, and polycarboxylate polymers. However, this type of coolant is poorly effective at preventing cavitation corrosion in cast iron turbochargers, affecting the turbocharger's corrosion resistance and shortening its lifespan.

[0054] To address the aforementioned issues, this application provides a thermal management system and vehicle. By forming a first cooling circuit with an electric drive motor and a first radiator, and a second cooling circuit with a turbocharger and a second radiator, and by making the two circuits independent and unconnected, suitable coolants can be selected according to their respective needs. This achieves separate cooling for the electric drive motor and the turbocharger, solving the problem that the first coolant used to cool the electric drive motor has poor anti-cavitation corrosion performance for the turbocharger. At the same time, it meets the requirements of the battery and the electric drive motor for low conductivity coolants.

[0055] In addition, by arranging the second radiator along the length of the vehicle on the side of the first radiator near the front of the vehicle, the second radiator is independently located in front of the first radiator. When outside air enters the vehicle from the front, the cooling air passes through the second radiator first and then the first radiator. In this way, the second radiator can use the relatively cooler air for cooling, which can significantly reduce the temperature of the second coolant in the second cooling circuit, increase the heat exchange between the second coolant and the turbocharger, and thus improve the cooling efficiency of the turbocharger.

[0056] The thermal management system and vehicle provided in this application will now be described with reference to the accompanying drawings and specific embodiments.

[0057] Reference Figure 1 This application provides a thermal management system, which may include an electric drive motor 110, a first radiator 120, a turbocharger 210, and a second radiator 220.

[0058] The electric drive motor 110 may include a first flow channel for the flow of a first coolant, and a first inlet end 111 and a first outlet end 112 connecting the first flow channel. The first coolant may be a coolant with low conductivity, for example, a corrosion inhibitor with low conductivity such as alkoxyamine, aminoalkyltrialkoxysilane, or polycarboxylic acid polymer may be added to the first coolant.

[0059] The first radiator 120 has a second flow channel inside, and a second inlet end 121 and a second outlet end 122 connecting the second flow channel. The second inlet end 121 is connected to the first outlet end 112, and the second outlet end 122 is connected to the first inlet end 111. The electric drive motor 110 and the first radiator 120 together form a first cooling circuit 100 for the flow of the first coolant. The second inlet end 121 can be connected to the first outlet end 112 through a pipe, and the second outlet end 122 can be connected to the first inlet end 111 through a pipe.

[0060] In some embodiments, the electric drive motor 110 can be a structure for providing driving force for vehicle movement. The electric drive motor 110 can be electrically connected to an energy storage structure. The battery can also be disposed in the first cooling circuit 100 to dissipate heat from the battery through the first coolant and the first cooling circuit 100.

[0061] The turbocharger 210 has a third flow channel for the flow of a second coolant, and a third inlet end 211 and a third outlet end 212 communicating with the third flow channel. The turbocharger 210 can be made of cast iron, with the third flow channel directly formed inside the turbocharger 210, and the walls of the third flow channel can also be made of cast iron. The turbocharger 210 is used to compress the intake air of the engine, increasing the engine's intake air volume.

[0062] The second radiator 220 and the first radiator 120 are along the first direction (e.g.) Figure 1 The first direction (in the X direction) is the length direction of the vehicle. The second radiator 220 has a fourth flow channel, and a fourth inlet 221 and a fourth outlet 222 connecting the fourth flow channel. The fourth inlet 221 connects to the third outlet 212, and the fourth outlet 222 connects to the third inlet 211. The turbocharger 210 and the second radiator 220 together form a second cooling circuit 200 for the flow of the second coolant. The fourth inlet 221 can be connected to the third outlet 212 via a pipe, and the fourth outlet 222 can be connected to the third inlet 211 via a pipe.

[0063] The first cooling circuit 100 and the second cooling circuit 200 are independent and not connected. It can be understood that the pipes of the first cooling circuit 100 and the second cooling circuit 200 are not connected to each other, and the first coolant in the first cooling circuit 100 will not flow into the second cooling circuit 200, nor will the coolant in the second cooling circuit 200 flow into the first cooling circuit 100.

[0064] In some embodiments, the second coolant is different from the first coolant. The second coolant can be a conventional coolant to ensure corrosion protection of the cast iron turbocharger 210 and improve the service life of the turbocharger 210.

[0065] This application provides a thermal management system and vehicle. By forming a first cooling circuit 100 with an electric drive motor 110 and a first radiator 120, and a second cooling circuit 200 with a turbocharger 210 and a second radiator 220, and by making the two circuits independent and not connected to each other, suitable coolants can be selected according to their respective needs. This achieves separate cooling of the electric drive motor 110 and the turbocharger 210, solves the problem that the first coolant used to dissipate heat from the electric drive motor 110 has poor anti-cavitation corrosion performance on the turbocharger 210, and at the same time meets the requirements of the battery and the electric drive motor 110 for low conductivity coolants.

[0066] In some embodiments, along a first direction, the second radiator 220 is positioned closer to the front of the vehicle than the first radiator 120.

[0067] In this way, by arranging the second radiator 220 along the length of the vehicle on the side of the first radiator 120 near the front of the vehicle, the second radiator 220 is independently arranged at the front of the first radiator 120. When outside air enters the vehicle from the front, the cooling air first passes through the second radiator 220 and then through the first radiator 120. In this way, the second radiator 220 can use the relatively low-temperature air for cooling, which can significantly reduce the temperature of the second coolant in the second cooling circuit 200, increase the heat exchange between the second coolant and the turbocharger 210, and thus improve the cooling efficiency of the turbocharger 210.

[0068] refer to Figure 1 In some embodiments, the thermal management system may further include a first water pump 400 and a second water pump 500. The first water pump 400 can be disposed in the first cooling circuit 100, and is at least used to pump the first coolant flowing from the second outlet 122 of the first radiator 120 to the first inlet 111 of the electric drive motor 110, to ensure efficient circulation of the first coolant in the first cooling circuit 100. The second water pump 500 is at least used to pump the second coolant flowing from the fourth outlet 222 of the second radiator 220 to the third inlet 211 of the turbocharger 210, to ensure efficient circulation of the second coolant in the second cooling circuit 200.

[0069] refer to Figure 1 In some embodiments, the thermal management system may further include a first temperature sensor 190 and a second temperature sensor 240. The first temperature sensor 190 is capable of detecting the temperature of the first coolant flowing out of the first radiator 120. The second temperature sensor 240 is capable of detecting the temperature of the second coolant flowing out of the second radiator 220.

[0070] Reference Figure 1In some embodiments, along the first direction, the heat dissipation area of ​​the second heat sink 220 is smaller than that of the first heat sink 120.

[0071] By employing the aforementioned technical solution, and ensuring that the heat dissipation area of ​​the second radiator 220 is smaller than that of the first radiator 120, the heat dissipation area of ​​the radiators can be rationally allocated according to the heat dissipation requirements of different components. This avoids space waste and increased costs caused by excessively large radiator heat dissipation areas, while simultaneously ensuring the overall performance and efficiency of the thermal management system. Furthermore, when the heat dissipation area of ​​the second radiator 220 is smaller than that of the first radiator 120, placing the second radiator 220 closer to the front of the vehicle reduces its obstruction of cold air entering the vehicle body. This facilitates the use of cold air to dissipate heat from the first radiator 120, resulting in a more rational layout of the first radiator 120 and the second radiator 220 within the thermal management system.

[0072] Reference Figure 1 In some embodiments, the thermal management system may also include an evaporator and a condenser 300.

[0073] The evaporator exchanges heat with the passenger compartment of the vehicle to regulate the temperature inside the compartment. The condenser 300 is connected to the evaporator and dissipates heat from the refrigerant flowing out of the evaporator. The condenser 300 and the second radiator 220 are aligned in a second direction (e.g., Figure 1 The first direction is perpendicular to the second direction.

[0074] By using the above technical solution, by setting up an evaporator and a condenser 300, and arranging the condenser 300 and the second radiator 220 at intervals along the direction perpendicular to the length of the vehicle, compared with the longitudinal layout scheme in which the condenser 300 is closer to the front of the vehicle than the second radiator 220, it is possible to prevent the condenser 300 from blocking the cold air from outside the vehicle from directly entering the second radiator 220, thereby ensuring the heat dissipation effect of the second radiator 220.

[0075] Reference Figure 1 In some embodiments, the thermal management system may further include an intercooler 230 for cooling the intake of the engine. The intercooler 230 has a fifth flow channel, and a fifth liquid inlet 231 and a fifth liquid outlet 232 communicating with the fifth flow channel. The fifth liquid outlet 232 is connected to the fourth liquid inlet 221, and the fifth liquid inlet 231 is connected to the fifth liquid outlet 232. The intercooler 230 and the turbocharger 210 are arranged in parallel in the second cooling circuit 200.

[0076] For an engine with a turbocharger 210, by installing an intercooler 230 at the engine intake end, the high-temperature air before entering the engine after being compressed by the turbocharger 210 can be cooled and reduced, thus preventing the temperature of the compressor entering the engine from rising.

[0077] Furthermore, through the above technical solution, both the intercooler 230 and the turbocharger 210 require cooling during operation. By connecting the intercooler 230 and the turbocharger 210 in parallel in the second cooling circuit 200, the intercooler 230 and the turbocharger 210 can share the second coolant. This allows the coolant to circulate between the intercooler 230 and the turbocharger 210, achieving coolant sharing and recycling, and improving the utilization rate of the second coolant.

[0078] Reference Figure 1 In some embodiments, the thermal management system may further include a first expansion tank 130, which is disposed in the first cooling circuit 100 and located between the first liquid inlet 111 of the electric drive motor 110 and the second liquid outlet 122 of the first radiator 120. The first expansion tank 130 is at least used to replenish the first cooling circuit 100 with the first coolant.

[0079] In some embodiments, the capacity of the first expansion tank 130 can be accurately calculated according to the actual needs of the first cooling circuit 100 to ensure an adequate supply of the first coolant. An automatic coolant replenishment device can be installed in the first expansion tank 130, which can automatically replenish coolant when the first coolant level is lower than a set value, reducing manual intervention.

[0080] By using the above technical solution, by setting the first expansion tank 130 to replenish the first coolant in the first cooling circuit 100, the sufficient supply of the first coolant in the first cooling circuit 100 can be guaranteed, preventing poor heat dissipation or system failure due to insufficient first coolant, and improving the stability and reliability of the system.

[0081] Reference Figure 1 In some embodiments, the thermal management system may further include a second expansion tank 250, which is disposed in the second cooling circuit 200 and located between the third inlet end 211 of the turbocharger 210 and the fourth outlet end 222 of the second radiator 220. The second expansion tank 250 is at least used to replenish the second cooling circuit 200 with a second coolant.

[0082] In some embodiments, the capacity of the second expansion tank 250 can be accurately calculated according to the actual needs of the second cooling circuit 200 to ensure an adequate supply of the second coolant. An automatic coolant replenishment device can be installed in the second expansion tank 250, which can automatically replenish coolant when the second coolant level is lower than a set value, reducing manual intervention.

[0083] By using the above technical solution, by setting up a second expansion tank 250 to replenish the second coolant in the second cooling circuit 200, a sufficient supply of the second coolant in the second cooling circuit 200 can be ensured, preventing poor heat dissipation or system failure due to insufficient second coolant, and improving the stability and reliability of the system.

[0084] Reference Figure 1 In some embodiments, the thermal management system may further include an MDC module 140. The MDC module 140 has a sixth flow channel, and a sixth liquid outlet 141 and a sixth liquid inlet 142 connected to the sixth flow channel. The sixth liquid inlet 142 is connected to the second liquid outlet 122, and the sixth liquid outlet 141 is connected to the first liquid inlet 111, so that the MDC module 140 and the electric drive motor 110 are connected in series in the first cooling circuit 100.

[0085] By using the above technical solution, the MDC module 140 and the electric drive motor 110 are connected in series in the first cooling circuit 100, allowing the first coolant to flow sequentially through the MDC module 140 and the electric drive motor 110. Since the heat dissipation requirements of the MDC module 140 are relatively weaker than those of the electric drive motor 110, the temperature of the first coolant flowing out of the MDC module 140 is relatively low. This allows the first coolant, after being cooled by the MDC module 140, to again cool the electric drive motor 110, achieving the sharing and recycling of the first coolant, improving its utilization rate, and ensuring the cooling effect of both the MDC module 140 and the electric drive motor 110. This further optimizes the overall performance of the thermal management system and improves its economy and reliability.

[0086] Reference Figure 1 In some embodiments, the thermal management system may further include a first throttle valve 150, one end of which is connected to a second liquid outlet and the other end of which is connected to a first liquid inlet 111. The first throttle valve 150 and the MDC module 140 are connected in parallel in the first cooling circuit 100. The first throttle valve 150 is used to divert the first coolant flowing through the MDC module 140 and deliver it to the electric drive motor 110. For example, after the first throttle valve 150 and the MDC module 140 are connected in parallel, the first coolant flowing out of the sixth liquid outlet 141 of the MDC module 140 will flow to the first liquid inlet 111 of the electric drive motor 110, and the first coolant flowing through the first throttle valve 150 will also flow directly to the first liquid inlet 111.

[0087] By using the above technical solution, the first throttle valve 150 and the MDC module 140 are connected in parallel in the first cooling circuit 100. This allows for the diversion of the first coolant flowing through the MDC module 140, adjusting the flow rate and velocity of the first coolant flowing through the MDC module 140. This better controls the cooling effect of the MDC module 140 and allows more first coolant to flow directly to the electric drive motor 110 via the first throttle valve 150 while ensuring the heat dissipation effect of the MDC module 140. This achieves efficient heat dissipation of the electric drive motor 110 and improves the flexibility and adaptability of the system.

[0088] Reference Figure 1 In some embodiments, the thermal management system may further include a motor controller 160, which has a seventh flow channel and a seventh liquid inlet 161 and a seventh liquid outlet 162 connected to the seventh flow channel. The seventh liquid outlet 162 is connected to the second liquid inlet 121, and the seventh liquid inlet 161 is connected to the second liquid outlet 122. The motor controller 160 is connected in parallel with the MDC module 140 and the electric drive motor 110 in the first cooling circuit 100.

[0089] Through the above technical solution, the motor controller 160, MDC module 140, and electric drive motor 110 are connected in parallel in the first cooling circuit 100, so that the motor controller 160 can share the first coolant with the MDC module 140 and electric drive motor 110, thereby improving the utilization rate of the first coolant and ensuring the cooling effect of the motor controller 160, MDC module 140, and electric drive motor 110, thus further optimizing the overall performance of the thermal management system.

[0090] Reference Figure 1 In some embodiments, the thermal management system may further include a second throttle valve, which can be disposed in the first cooling circuit 100. In the first cooling circuit 100, the second throttle valve can be disposed between the motor controller 160 and the first radiator 120. The second throttle valve can be used to control the flow rate of the first coolant flowing through the motor controller 160, so as to reduce the amount of the first coolant flowing through the motor controller 160 while ensuring the heat dissipation effect of the motor controller 160, thereby reducing the waste of the first coolant.

[0091] Reference Figure 1 In some embodiments, the thermal management system may further include a third throttle valve, which may be disposed in the second cooling circuit 200. In the second cooling circuit 200, the third throttle valve may be disposed between the fifth liquid outlet 232 of the intercooler 230 and the second liquid inlet 121 of the second radiator 220. The third throttle valve may be used to adjust the flow rate and velocity of the second coolant flowing out of the intercooler 230.

[0092] Reference Figure 1 In some embodiments, the thermal management system may further include a three-way valve 170 and a generator 180. The three-way valve 170 may include an inlet 171, a first outlet 172, and a second outlet 173. The inlet 171 is connected to a second liquid outlet 122, and the first outlet 172 is connected to a sixth liquid inlet 142 and a seventh liquid inlet 161. The generator 180 may internally include an eighth flow channel, and an eighth liquid inlet 181 and an eighth liquid outlet 182 connected to the eighth flow channel. The eighth liquid inlet 181 is connected to the second outlet 173, and the eighth liquid outlet 182 is connected to the second liquid inlet 121.

[0093] Through the above technical solution, by setting up a three-way valve 170 and a generator 180, the three-way valve 170 can flexibly control the flow direction and flow rate of the first coolant, so that the first coolant can be distributed to the generator 180, the electric drive motor 110 and the MDC module 140 according to different needs. This enables the generator 180, the electric drive motor 110 and the MDC module 140 to be connected in parallel in the first cooling circuit 100, realizing the sharing and recycling of the first coolant, improving the economy and reliability of the system, and also providing convenience for the subsequent expansion and upgrading of the system.

[0094] Reference Figure 1 In some embodiments, the thermal management system further includes a first exhaust pipe 600 and a second exhaust pipe 700.

[0095] The first exhaust pipe 600 is disposed in the first cooling circuit 100. One end of the first exhaust pipe 600 is connected to the first liquid outlet 112 of the electric drive motor 110, and the other end of the first exhaust pipe 600 is connected to the first expansion tank 130. When the thermal management system is disposed in the vehicle, the first expansion tank 130 is positioned relatively high, and the first exhaust pipe 600 can deliver the gas in the first coolant after heat exchange to the first expansion tank 130.

[0096] The second exhaust pipe 700 is disposed in the second cooling circuit 200. One end of the second exhaust pipe 700 is connected to the third outlet end 212 of the turbocharger 210, and the other end of the second exhaust pipe 700 is connected to the second expansion tank 250. When the thermal management system is disposed in the vehicle, the second expansion tank 250 is positioned relatively high, and the second exhaust pipe 700 can deliver the gas in the second coolant after heat exchange to the second expansion tank 250.

[0097] This application also provides a vehicle, which may include a vehicle body and the aforementioned thermal management system.

[0098] By applying the aforementioned thermal management system to a vehicle, the problem of turbocharger 210 damage due to weak protection against cavitation corrosion of the turbocharger 210 by the first coolant used in the electric drive motor 110 can be avoided. Simultaneously, the vehicle's heat dissipation efficiency and overall performance are improved, providing strong support for stable vehicle operation. This system also meets the requirements of the battery and electric drive motor 110 for low-conductivity coolant, and by optimizing the layout of the first radiator 120 and the second radiator 220, the heat dissipation efficiency and reliability of the thermal management system are improved. Applying this thermal management system to a vehicle can significantly improve its thermal management performance, ensuring stable operation under various operating conditions.

[0099] In some embodiments, the vehicle may be a gasoline-powered vehicle, or it may be a new energy vehicle, such as a pure electric vehicle (PEV / BEV), a range-extended electric vehicle (REEV), a hybrid electric vehicle (HEV), or a fuel cell electric vehicle. The vehicle may also be any vehicle equipped with a battery.

[0100] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made based on the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A thermal management system, characterized in that, include: The electric drive motor (110) includes a first flow channel for the flow of a first coolant, and a first inlet end (111) and a first outlet end (112) connecting the first flow channel. The first radiator (120) has a second flow channel inside, and a second liquid inlet (121) and a second liquid outlet (122) connected to the second flow channel. The second liquid inlet (121) is connected to the first liquid outlet (112), and the second liquid outlet (122) is connected to the first liquid inlet (111). The electric drive motor (110) and the first radiator (120) together form a first cooling circuit (100) for the flow of the first coolant. The turbocharger (210) has a third flow channel for the flow of a second coolant, and a third inlet (211) and a third outlet (212) connected to the third flow channel. The second radiator (220) is arranged along the first radiator (120) in the first direction. The second radiator (220) has a fourth flow channel inside, and a fourth liquid inlet (221) and a fourth liquid outlet (222) connecting the fourth flow channel. The fourth liquid inlet (221) is connected to the third liquid outlet (212), and the fourth liquid outlet (222) is connected to the third liquid inlet (211). The turbocharger (210) and the second radiator (220) together form a second cooling circuit (200) for the flow of the second coolant. The first cooling circuit (100) and the second cooling circuit (200) are independent and not connected to each other; Wherein, the first direction is the length direction of the vehicle, and along the first direction, the second radiator (220) is close to the head of the vehicle relative to the first radiator (120).

2. The thermal management system according to claim 1, characterized in that, Along the first direction, the heat dissipation area of ​​the second radiator (220) is smaller than that of the first radiator (120).

3. The thermal management system according to claim 1, characterized in that, The thermal management system also includes: An evaporator for exchanging heat with the passenger compartment of the vehicle; A condenser (300) is connected to the evaporator and is used to dissipate heat for the refrigerant flowing out of the evaporator; The condenser (300) and the second radiator (220) are arranged at intervals along a second direction, which is perpendicular to the first direction.

4. The thermal management system according to claim 3, characterized in that, The thermal management system also includes an intercooler (230) for dissipating heat from the intake side of the engine; The intercooler (230) has a fifth flow channel, and a fifth liquid inlet (231) and a fifth liquid outlet (232) connected to the fifth flow channel. The fifth liquid outlet (232) is connected to the fourth liquid inlet (221), and the fifth liquid inlet (231) is connected to the fifth liquid outlet (232). The intercooler (230) and the turbocharger (210) are connected in parallel in the second cooling circuit (200).

5. The thermal management system according to claim 1, characterized in that, The thermal management system further includes a first expansion tank (130), which is disposed in the first cooling circuit (100) and located between the first liquid inlet (111) of the electric drive motor (110) and the second liquid outlet (122) of the first radiator (120). The first expansion tank (130) is used at least to replenish the first coolant to the first cooling circuit (100).

6. The thermal management system according to claim 1, characterized in that, The thermal management system also includes an MDC module (140); The MDC module (140) has a sixth flow channel inside, and a sixth liquid outlet (141) and a sixth liquid inlet (142) connected to the sixth flow channel. The sixth liquid inlet (142) is connected to the second liquid outlet (122), and the sixth liquid outlet (141) is connected to the first liquid inlet (111), so that the MDC module (140) and the electric drive motor (110) are connected in series in the first cooling circuit (100).

7. The thermal management system according to claim 6, characterized in that, The thermal management system also includes a first throttle valve (150); One end of the first throttle valve (150) is connected to the second liquid outlet, and the other end is connected to the first liquid inlet (111). The first throttle valve (150) and the MDC module (140) are connected in parallel in the first cooling circuit (100). The first throttle valve (150) is used to divert the first coolant flowing through the MDC module (140) and deliver it to the electric drive motor (110).

8. The thermal management system according to claim 7, characterized in that, The thermal management system also includes a motor controller (160); The motor controller (160) has a seventh flow channel, and a seventh liquid inlet (161) and a seventh liquid outlet (162) connected to the seventh flow channel. The seventh liquid outlet (162) is connected to the second liquid inlet (121), and the seventh liquid inlet (161) is connected to the second liquid outlet (122). The motor controller (160), the MDC module (140), and the electric drive motor (110) are connected in parallel in the first cooling circuit (100).

9. The thermal management system according to claim 8, characterized in that, The thermal management system also includes: A three-way valve (170) includes an inlet (171), a first outlet (172) and a second outlet (173). The inlet (171) is connected to the second liquid outlet (122), and the first outlet (172) is connected to the sixth liquid inlet (142) and the seventh liquid inlet (161). The generator (180) includes an eighth flow channel, and an eighth liquid inlet (181) and an eighth liquid outlet (182) connected to the eighth flow channel. The eighth liquid inlet (181) is connected to the second outlet (173), and the eighth liquid outlet (182) is connected to the second liquid inlet (121).

10. A vehicle, characterized in that, It includes a vehicle body and a thermal management system as described in any one of claims 1 to 9.

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