Vehicle thermal management system and vehicle

Abstract

This application relates to the field of vehicle technology and discloses a vehicle thermal management system and a vehicle. The vehicle thermal management system includes: a central thermal management module; an expansion tank connected to the central thermal management module and adapted for adding coolant; a power battery forming a first circulation loop with the central thermal management module; and a radiator forming a second circulation loop with the central thermal management module. The second circulation loop includes a first inlet pipe located between the radiator's inlet and the central thermal management module's outlet. The first inlet pipe includes a pipe body and a filling valve located on the pipe body, the filling valve being used to connect a filling auxiliary device. The vehicle thermal management system is configured such that, when adding coolant to the expansion tank, the filling auxiliary device evacuates air through the filling valve. This vehicle thermal management system, by incorporating the filling valve, shortens the coolant filling time and ensures efficient coolant filling operations.

Description

Technical Field

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

[0002] With the development of new energy vehicle technology and the improvement of power battery performance, the application of high-energy-density batteries has gradually increased the demand for thermal management systems. Existing high-performance batteries generate a large amount of heat during operation, requiring efficient cooling systems to maintain their optimal operating temperature range.

[0003] In traditional thermal management systems, the cooling pipe filling process requires first evacuating the pipes before injecting coolant, which is time-consuming and further prolongs the entire filling process, affecting the overall assembly production efficiency. Utility Model Content

[0004] In view of this, the present application provides a vehicle thermal management system and a vehicle. By setting a filling valve, the fluid filling auxiliary device can cooperate with the expansion tank through the filling valve, thereby shortening the coolant filling time and ensuring the efficiency of the final assembly operation.

[0005] On one hand, this application provides a vehicle thermal management system, including: a central thermal management module; an expansion tank connected to the central thermal management module, the expansion tank being adapted to add coolant; a power battery forming a first circulation loop with the central thermal management module; and a radiator forming a second circulation loop with the central thermal management module, wherein the second circulation loop includes a first water inlet connecting pipe disposed between the inlet of the radiator and the outlet of the central thermal management module, the first water inlet connecting pipe including a pipe body and a filling valve disposed on the pipe body, the filling valve being used to connect a liquid injection auxiliary device;

[0006] The vehicle thermal management system is configured such that, when the expansion tank is filled with coolant, the filling auxiliary device draws air through the filling valve.

[0007] In one possible implementation, the pipe body includes a first end and a second end, the first end being used to connect to the central thermal management module, and the second end being used to connect to the radiator;

[0008] The filling valve is located adjacent to the first end.

[0009] In one possible implementation, the filling valve includes: a valve body defining an air extraction passage; and a valve core movable along the air extraction passage between a first position and a second position under the action of the liquid injection auxiliary device, wherein in the first position, the air extraction passage is suitable for gas flow, and in the second position, the air extraction passage is cut off.

[0010] In one possible implementation, the first water inlet connection pipe further includes: a first transition pipe, detachably connected to a first end of the pipe body, the first transition pipe being used to connect to the central thermal management module; and a second transition pipe, detachably connected to a second end of the pipe body, the second transition pipe being used to connect to the radiator.

[0011] In one possible implementation, the first transition pipe is an elastic pipe, nested to a first end of the pipe body, and the first inlet connection pipe further includes: a first clamp, which is engaged in the overlapping area of ​​the first transition pipe and the pipe body; and / or,

[0012] The second transition pipe is an elastic pipe, and the second transition pipe is nested and connected to the second end of the pipe body. The first water inlet connection pipe further includes a second clamp, which is clamped in the overlapping area of ​​the second transition pipe and the pipe body.

[0013] In one possible implementation, the vehicle thermal management system further includes: a first connector located at the end of the first transition pipe away from the pipe body; and / or,

[0014] The second connector is located at the end of the second transition tube that is away from the tube body.

[0015] In one possible implementation, the tube body is a metal part; and / or, the first transition tube is a plastic part; and / or, the second transition tube is a plastic part.

[0016] In one possible implementation, the central thermal management module includes a water inlet, a first water outlet, a second water outlet, a first return liquid outlet, and a second return liquid outlet;

[0017] The water inlet is connected to the expansion tank;

[0018] The first water outlet and the first liquid return outlet are respectively connected to the power battery through the first pipeline assembly to form the first circulation loop;

[0019] The second outlet and the second return outlet are respectively connected to the radiator through a second pipeline assembly to form the second circulation loop, and the first inlet connection pipe is part of the second pipeline.

[0020] In one possible implementation, the vehicle thermal management system further includes:

[0021] An electric drive device includes a front electric drive and a rear electric drive, which are arranged in parallel between the outlet of the radiator and the second return port.

[0022] On the other hand, this application also provides a vehicle including the aforementioned vehicle thermal management system.

[0023] The vehicle thermal management system of this application sets up a filling valve at the radiator inlet, which is an auxiliary evacuation point. This allows the filling auxiliary device to work with the expansion tank through the filling valve to expel the gas in the first and second circulation loops. In this way, synchronous vacuuming of multiple evacuation points in the vehicle thermal management system is achieved, which shortens the coolant filling time and improves the operating efficiency of the final assembly line. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the fluid injection of the vehicle thermal management system according to an embodiment of this application;

[0025] Figure 2 This is a schematic diagram of the structure of the vehicle thermal management system according to an embodiment of this application;

[0026] Figure 3 yes Figure 2 A schematic diagram of the structure of the first water inlet connection pipe;

[0027] Figure 4 yes Figure 3 A schematic diagram of the filling valve in the middle.

[0028] Figure label:

[0029] 100 - Central Thermal Management Module;

[0030] 200-Expansion Jug;

[0031] 300-Power Battery;

[0032] 400-Radiator;

[0033] 510 - First circulation loop; 520 - Second circulation loop; 521 - First inlet connection pipe; 521a - Pipe body; 521a1 - First end; 521a2 - Second end; 521b - Filling valve; 521b1 - Valve body; 521b2 - Valve core; 521b3 - Air extraction channel; 521c - First transition pipe; 521d - Second transition pipe;

[0034] 610 - First clamp; 620 - Second clamp;

[0035] 700 - Electric drive unit; 710 - Front electric drive; 720 - Rear electric drive;

[0036] 800-Quick Connector. Detailed Implementation

[0037] 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.

[0038] 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.

[0039] Furthermore, in the embodiments of this application, directional terms such as "upper," "lower," "left," and "right" are defined relative to the orientation of the components shown 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 orientation of the components in the accompanying drawings.

[0040] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral part; it can be a direct connection or an indirect connection through an intermediate medium.

[0041] 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.

[0042] 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.

[0043] With the development of new energy vehicle technology and the improvement of power battery performance, the application of high-energy-density batteries has gradually increased the demand for thermal management systems. Existing high-performance batteries generate a large amount of heat during operation, requiring efficient cooling systems to maintain their optimal operating temperature range.

[0044] To meet the heat dissipation requirements of power batteries, the coolant volume has increased accordingly, and the coolant filling time has also increased. In traditional thermal management systems, the traditional coolant filling process requires two steps: vacuuming and liquid injection. Specifically, the pipeline must first be vacuumed before the coolant is injected, which takes a long time, thus making the entire filling process time-consuming and affecting the final assembly production efficiency.

[0045] For example, the cooling system of a certain type of power battery only uses a single point of air extraction through an expansion tank, which prevents the gas inside the pipeline from being discharged quickly, resulting in an increase in the time required for the coolant filling process on the final assembly line.

[0046] In addition, in terms of electric drive system integration, existing technologies often use series cooling, which leads to uneven cooling of the front and rear electric drive modules and affects the overall system performance.

[0047] Based on this, this application provides a vehicle thermal management system. By setting a filling valve at the radiator inlet, i.e., setting an auxiliary evacuation point, the filling auxiliary device can cooperate with the expansion tank through the filling valve to jointly discharge the gas in the first circulation loop and the second circulation loop. In this way, synchronous vacuuming of multiple evacuation points in the vehicle thermal management system is realized, which shortens the coolant filling time and improves the operating efficiency of the final assembly line.

[0048] The following is combined with Figures 1 to 4 The embodiments of this application will be described in detail.

[0049] Combination Figures 1 to 3 The vehicle thermal management system of this application embodiment includes a central thermal management module 100, an expansion tank 200, a power battery 300, and a radiator 400.

[0050] The expansion tank 200 is connected to the central thermal management module 100 and is suitable for adding coolant. A first circulation loop 510 is formed between the power battery 300 and the central thermal management module 100. A second circulation loop 520 is formed between the radiator 400 and the central thermal management module 100. The second circulation loop 520 includes a first water inlet connecting pipe 521 located between the inlet of the radiator 400 and the outlet of the central thermal management module 100. The first water inlet connecting pipe includes a pipe body 521a and a filling valve 521b located on the pipe body 521a. The filling valve 521b is used to connect a filling auxiliary device. The vehicle thermal management system is configured such that when coolant is added to the expansion tank 200, the filling auxiliary device draws air through the filling valve 521b.

[0051] The central thermal management module 100 is a control unit integrating coolant distribution functions, used to coordinate the coolant flow direction of different circulation loops. The expansion tank 200 is used to store and replenish coolant. Optionally, the expansion tank 200 can be a pressure vessel with a filling port, specifically connected to the central thermal management module 100 to maintain system pressure balance. Optionally, the expansion tank 200 can be connected to the central thermal management module 100 via a rubber hose. Optionally, the expansion tank 200 also includes a vacuum module for vacuuming the entire loop. In some examples, the expansion tank 200 can simultaneously vacuum during coolant filling, or it can vacuum the pipelines before filling.

[0052] The first circulation loop 510 is a closed cooling channel between the power battery 300 and the central thermal management module 100. Optionally, the first circulation loop 510 can be connected to the battery module inlet and outlet water ports using a high-temperature resistant hose to form an independent circulation path for battery thermal management.

[0053] The second circulation loop 520 is the cooling channel between the radiator 400 and the central thermal management module 100. Optionally, the second circulation loop 520 can be connected by a combination of metal pipe and flexible transition pipe. In some examples, a filling valve 521b is provided at the water inlet connection pipe of the radiator 400 as an auxiliary air extraction interface.

[0054] Optional, combined Figure 1 and Figure 2 The central thermal management module 100 is connected to the radiator 400 via the inlet pipe of the radiator 400. The outlet pipe of the radiator 400 is connected to the electric drive module. In some examples, the electric drive module may include a front electric drive 710 and a rear electric drive 720. The inlet pipes of the front electric drive 710 and the rear electric drive 720 are both connected in parallel to the radiator 400. The outlet pipes of the front electric drive 710 and the rear electric drive 720 are connected to the central thermal management module 100, thus forming a complete second circulation loop 520.

[0055] The filling valve 521b can be used to connect to a refrigerant injection auxiliary device, i.e., an external vacuum device. Optionally, the filling valve 521b can adopt a quick-connect structure with a movable valve core 521b2. In some examples, the filling valve 521b can automatically open the vacuum passage 521b3 when the refrigerant injection auxiliary device is connected. Optionally, the refrigerant injection auxiliary device can be a refrigerant filling gun.

[0056] Specifically, during the coolant filling process, the central thermal management module 100 controls the coolant in the expansion tank 200 to enter the first circulation loop 510 and the second circulation loop 520. Gas in the first and second circulation loops 510 and 520 is discharged through the main exhaust port of the expansion tank 200 and the auxiliary exhaust port of the filling valve 521b. When the filling auxiliary device is activated, the filling valve 521b acts as a second vacuum interface. The valve core 521b2 inside the filling valve 521b opens under negative pressure, allowing the gas accumulated in the pipes of the second circulation loop 520 to be extracted. Through the coordinated operation of the expansion tank 200 and the filling auxiliary device, the venting time of the entire cooling system is shortened.

[0057] Compared with existing technologies, traditional solutions only use expansion tank 200 for single-point evacuation, and the gas discharge in the second circulation loop 520 takes a long time. The vehicle thermal management system of this application sets a filling valve 521b at the liquid inlet of radiator 400, that is, sets an auxiliary evacuation point, so that the liquid injection auxiliary device can cooperate with expansion tank 200 through filling valve 521b to jointly discharge the gas in the first circulation loop 510 and the second circulation loop 520. In this way, synchronous vacuuming of multiple evacuation points in the vehicle thermal management system is realized, shortening the coolant filling time and improving the operating efficiency of the final assembly line.

[0058] In some embodiments, combined with Figure 2 and Figure 3 The pipe body 521a includes a first end 521a1 and a second end 521a2. The first end 521a1 is used to connect to the central thermal management module 100, and the second end 521a2 is used to connect to the radiator 400. The filling valve 521b is disposed adjacent to the first end 521a1.

[0059] Optionally, the tube body 521a can be an aluminum tube. The first end 521a1 is the connection port of the tube body 521a near the central thermal management module 100. In some examples, the first end 521a1 can be designed with a quick-connect fitting 800 to achieve a quick connection with the central thermal management module 100. The second end 521a2 is the connection port of the tube body 521a near the radiator 400. The second end 521a2 can be designed with a flange, threads, etc., to form a fluid passage with the liquid inlet of the radiator 400.

[0060] Specifically, the first end 521a1 of the pipe body 521a can be connected to the outlet of the central thermal management module 100 through a quick-connect fitting 800, and the second end 521a2 is connected to the inlet of the radiator 400 through a flange or the like. The filling valve 521b is located on the pipe body 521a near the first end 521a1, which is close to the upstream area of ​​the coolant flow path. Thus, when the filling auxiliary device is connected to the filling valve 521b, the air extraction operation can preferentially extract the gas from the pipeline section from the central thermal management module 100 to the filling valve 521b, reducing gas retention.

[0061] Thus, by setting a filling valve 521b, i.e., the second evacuation point, on the water inlet connection pipe near the central thermal management module 100, the gas discharge from the central module to the radiator 400 section is accelerated, the gas discharge path is shortened, the vacuuming operation time is compressed, and the filling efficiency of the final assembly line is improved.

[0062] In some embodiments, combined with Figure 3 The filling valve 521b includes a valve body 521b1 and a valve core 521b2. The valve body 521b1 defines a suction passage 521b3, and the valve core 521b2 is movable along the suction passage 521b3 between a first position and a second position under the action of the liquid injection auxiliary device. In the first position, the suction passage 521b3 is suitable for gas flow, and in the second position, the suction passage 521b3 is cut off.

[0063] The valve body 521b1 can be a rigid shell with an internal cavity. Optionally, the valve body 521b1 can be formed by aluminum alloy casting. An internal through-type flow channel can be set as an air extraction channel 521b3. The valve body 521b1 can withstand the pressure of the pipeline system and maintain airtightness.

[0064] The valve core 521b2 is a cylindrical seal that can move axially along the valve body 521b1. Optionally, the valve core 521b2 can be a structure with a metal mandrel covered by polytetrafluoroethylene material. In some examples, the end of the valve core 521b2 near the first position can be designed with an elastic structure. The elastic structure can apply a thrust toward the second position to the valve core 521b2, so that the valve core 521b2 can automatically close the channel when the liquid injection auxiliary device stops working.

[0065] The first position is when the valve core 521b2 moves axially to the state where the air extraction channel 521b3 is not blocked. At this time, the gas in the pipeline system can be quickly extracted. The second position is when the valve core 521b2 is reset and completely blocks the air extraction channel 521b3. Optionally, the end face of the valve core 521b2 forms a surface contact seal with the inner wall of the valve body 521b1. This state can prevent coolant leakage or air backflow.

[0066] Specifically, when the refrigerant injection auxiliary device is connected to the injection valve 521b, the negative pressure generated by the refrigerant injection gun acts on the valve core 521b2, causing the valve core 521b2 to move axially along the suction channel 521b3 to the first position. At this time, the suction channel 521b3 is in a through state, and the gas in the first circulation loop 510 and the second circulation loop 520 can be quickly extracted simultaneously through this channel. After the vacuuming operation is completed, the refrigerant injection gun stops working, and the valve core 521b2 automatically returns to the second position under the action of the spring. The suction channel 521b3 is completely closed, ensuring the sealing of the coolant circulation system.

[0067] Thus, by adding a filling valve 521b with a valve core 521b2 structure to the liquid inlet pipe of the radiator 400, the liquid injection auxiliary device can achieve air extraction of the pipeline through the filling valve 521b, and cooperate with the expansion tank 200 to achieve multi-point air extraction, thereby shortening the exhaust time of the first circulation loop 510 and the second circulation loop 520.

[0068] In addition, the dual-position switching design of valve core 521b2 ensures efficient venting during operation, as well as ensuring the sealing reliability of the system during operation, and improving the coolant filling efficiency of the final assembly line.

[0069] In some embodiments, combined with Figure 3 The first water inlet connection pipe 521 also includes a first transition pipe 521c and a second transition pipe 521d. The first transition pipe 521c is detachably connected to the first end 521a1 of the pipe body 521a and is used to connect the central thermal management module 100. The second transition pipe 521d is detachably connected to the second end 521a2 of the pipe body 521a and is used to connect the radiator 400.

[0070] Optionally, both the first transition tube 521c and the second transition tube 521d can be made of elastic material. For example, the first transition tube 521c and the second transition tube 521d can be rubber tubes. Optionally, the first transition tube 521c and the second transition tube 521d can be connected to the tube body 521a by nesting.

[0071] Optionally, the first transition pipe 521c and the second transition pipe 521d can be connected to the pipe body 521a by means of clamp locking, threaded connection, etc., to facilitate quick disassembly and assembly during installation and maintenance.

[0072] Optionally, the first end 521a1 of the first transition tube 521c, which connects to the central thermal management module 100, may also be connected to a quick-connect connector 800. Optionally, a clamp may be designed between the first transition tube 521c and the quick-connect connector 800 to achieve a detachable connection between the two.

[0073] Specifically, the two ends of the pipe body 521a are respectively nested and connected to the first transition pipe 521c and the second transition pipe 521d, forming a segmented pipe structure. The first transition pipe 521c is connected to the water outlet of the central heat management module 100, and the second transition pipe 521d is connected to the liquid inlet of the radiator 400. When it is necessary to replace or maintain the pipe, only the connection between the transition pipe and the pipe body 521a needs to be disassembled, without the need to completely remove the first water inlet connection pipe 521.

[0074] Thus, by designing a segmented and detachable structure, the first water inlet connection pipe 521 reduces the assembly precision requirements, reduces the disassembly range for maintenance operations, improves maintenance and assembly efficiency, reduces maintenance costs, and also achieves the compatibility of interface dimensions between the first transition pipe 521c, the second transition pipe 521d and the pipe body 521a, the central thermal management module 100, and the radiator 400.

[0075] In some embodiments, combined with Figure 3 Optionally, the first transition pipe 521c is an elastic pipe, and the first transition pipe 521c is nested and connected to the first end 521a1 of the pipe body 521a. The first water inlet connection pipe 521 also includes a first clamp 610, which is clamped in the overlapping area of ​​the first transition pipe 521c and the pipe body 521a.

[0076] Optionally, the second transition pipe 521d is an elastic pipe, and the second transition pipe 521d is nested and connected to the second end 521a2 of the pipe body 521a. The first water inlet connection pipe 521 also includes a second clamp 620, which is clamped in the overlapping area of ​​the second transition pipe 521d and the pipe body 521a.

[0077] Optionally, the aforementioned elastic tube can be made of materials such as rubber or silicone, whose flexibility can adapt to positional deviations during pipeline installation and buffer vibrations. In addition, the nested connection can achieve tight contact between the transition tube and the first end 521a1 of the tube body 521a, and between the second transition tube 521d and the second end 521a2 of the tube body 521a through elastic deformation.

[0078] Optionally, the first clamp 610 or the second clamp 620 can be made of materials such as metal or plastic, and the elastic tube and the tube body 521a are pressed and fixed by radial contraction force to prevent the connection from detaching due to pressure fluctuations.

[0079] Optional, combined Figure 3 The end of the first transition tube 521c away from the tube body 521a may also be connected to a quick connector 800, and the first clamp 610 may also be set at the connection between the first transition tube 521c and the quick connector 800.

[0080] Specifically, during the coolant filling process, by designing the first transition pipe 521c as a flexible pipe and employing a nested connection, slight displacement is allowed between the pipe body 521a and the central thermal management module 100, preventing cracking at the connection due to thermal expansion and contraction or mechanical vibration. The radial pressure applied by the first clamp 610 ensures that the nested area remains sealed under negative pressure conditions, preventing air from seeping into the pipeline. Similarly, the second transition pipe 521d uses the same structure at its connection with the radiator 400, ensuring that the entire second circulation loop 520 remains airtight during the vacuuming process and shortening the evacuation time.

[0081] Thus, the design achieves reliable sealing and quick assembly at the pipe connections, avoids repeated operations that may be caused by interface leakage during the vacuuming process, shortens the coolant filling time, and the flexible first transition pipe 521c and second transition pipe 521d can absorb mechanical vibrations during vehicle operation, extend the service life of the pipes, and reduce the maintenance frequency.

[0082] In some embodiments, not shown in the figures, the vehicle thermal management system further includes a first connector and a second connector. Optionally, the first connector is located at the end of the first transition pipe 521c that is away from the pipe body 521a, and the second connector is located at the end of the second transition pipe 521d that is away from the pipe body 521a.

[0083] Optionally, the first connector can be a quick-release metal connector with an internal sealing ring to ensure airtightness. Optionally, the second connector can be an injection-molded plastic connector with anti-slip texture on its surface to enhance installation stability.

[0084] Specifically, combined Figure 3 The first transition pipe 521c is connected to the outlet of the central thermal management module 100 through the first connector, and the second transition pipe 521d is connected to the inlet of the radiator 400 through the second connector. In this way, the pipeline connection between the first water inlet connection pipe 521 and the central thermal management module 100 and the radiator 400 has the characteristic of repeated disassembly and assembly, which also reduces the risk of leakage caused by misalignment during assembly, improves the assembly efficiency of the first water inlet connection pipe 521, reduces the problem of prolonged vacuuming time due to poor connection, and thus shortens the coolant filling cycle.

[0085] In some embodiments, optionally, the tube body 521a is a metal part; optionally, the first transition tube 521c is a plastic part; optionally, the second transition tube 521d is a plastic part.

[0086] Optionally, the pipe body 521a can be made of materials such as stainless steel, aluminum alloy, or copper alloy. Metal materials have high structural strength and pressure resistance, and can withstand pressure fluctuations during coolant circulation. Optionally, the first transition pipe 521c and the second transition pipe 521d can be made of materials such as nylon, polypropylene, or polyvinyl chloride. Plastic materials have elastic deformation capabilities, which can compensate for dimensional tolerances during pipe connections and reduce vibration transmission at the connection points.

[0087] Specifically, the metal pipe body 521a serves as the main flow path. Its rigid structure ensures the stability of the pipeline under high pressure conditions and avoids deformation or rupture caused by pressure changes. The first transition pipe 521c and the second transition pipe 521d can be made of plastic material and achieve nested connection with the end of the pipe body 521a through elastic deformation. In some examples, after the first transition pipe 521c is nested in the first end 521a1 of the pipe body 521a, it is fastened with a clamp to form a seal. The second transition pipe 521d is connected to the second end 521a2 of the pipe body 521a in the same way.

[0088] This design optimizes the connection structure of the coolant circulation pipeline, ensures the mechanical strength of the main flow pipeline, reduces installation complexity, and reduces the risk of leakage due to interface size deviations, thereby improving coolant filling efficiency and system operational reliability.

[0089] In some embodiments, combined with Figure 1 and Figure 2 The central thermal management module 100 includes a water inlet, a first water outlet, a second water outlet, a first return outlet, and a second return outlet. The water inlet is connected to the expansion tank 200. The first water outlet and the first return outlet are respectively connected to the power battery 300 through a first pipeline assembly to form a first circulation loop 510. The second water outlet and the second return outlet are respectively connected to the radiator 400 through a second pipeline assembly to form a second circulation loop 520. The first water inlet connecting pipe 521 constitutes part of the second pipeline.

[0090] Specifically, during the coolant filling process, the expansion tank 200 can inject cooling medium into the central thermal management module 100 through the inlet. The coolant flows in two paths: one path enters the power battery 300 circulation system through the first outlet and forms a closed first circulation loop 510 through the first pipeline assembly; the other path flows to the radiator 400 through the second outlet and forms a second circulation loop 520 through the second pipeline assembly.

[0091] When accelerated vacuuming is required, the filling valve 521b on the first water inlet connection pipe 521 can be connected to an auxiliary vacuuming device, which can be operated synchronously with the vacuuming operation of the expansion tank 200. The dual-loop structure formed by the first circulation loop 510 and the second circulation loop 520 allows the heat dissipation loop of the power battery 300 and the cooling loop of the radiator 400 to operate independently, and the flow distribution control is achieved through the central thermal management module 100.

[0092] By setting a filling valve 521b, i.e. an auxiliary air extraction port, in the second circulation loop 520, the pipeline venting time is shortened, the coolant filling speed is accelerated, and the overall vehicle assembly efficiency is improved.

[0093] In some embodiments, combined with Figure 1 The vehicle thermal management system also includes an electric drive unit 700, which includes a front electric drive 710 and a rear electric drive 720. The front electric drive 710 and the rear electric drive 720 are arranged in parallel between the outlet and the return outlet of the radiator 400.

[0094] The front electric drive 710 is a motor drive unit located at the front of the vehicle. Optionally, the front electric drive 710 can be implemented using a permanent magnet synchronous motor, an induction motor, etc., and its coolant flow channels are integrated inside the housing to form a heat exchange interface. The rear electric drive 720 is a motor drive unit located at the rear of the vehicle. Optionally, the rear electric drive 720 can also be implemented using a permanent magnet synchronous motor, an induction motor, etc., and its coolant flow channels are independent of those of the front electric drive 710.

[0095] The front electric drive 710 and the rear electric drive 720 are arranged in parallel, that is, the coolant inlets of the front electric drive 710 and the rear electric drive 720 are both connected to the coolant outlet of the radiator 400, and the coolant outlets of the front electric drive 710 and the rear electric drive 720 are both connected to the second return port of the central thermal management module 100. In this way, the front electric drive 710 and the rear electric drive 720 form two parallel cooling branches.

[0096] Specifically, during the coolant filling process, when the filling auxiliary device initiates vacuuming via the filling valve 521b, the front electric drive branch 710 and the rear electric drive branch 720 can simultaneously extract gas. Compared to a single-branch system where the front electric drive 710 and rear electric drive 720 are connected in series, the gas discharge speed is increased by approximately 100%. After the second return port of the central thermal management module 100 collects the coolant from the two branches, it forms a closed-loop circuit through the second piping assembly, ensuring the circulation efficiency of the coolant in the electric drive unit 700.

[0097] By using the parallel branch design of the front electric drive 710 and the rear electric drive 720, and the synchronous venting of the expansion tank 200 and the liquid filling auxiliary device, the vacuuming time of the pipeline at the electric drive device 700 is shortened, and the gas is quickly discharged, thus reducing the overall time consumption of the coolant filling process.

[0098] On the other hand, this application also provides a vehicle, which can refer to large cars, small cars, special-purpose vehicles, etc. For example, according to the power type, the vehicle in this application can be a pure electric vehicle, a hybrid electric vehicle, a fuel vehicle, etc. For fuel vehicles, the power source can refer to a gasoline engine, a diesel engine, or other fuel engines; for electric vehicles, the power source can refer to an electric motor; for hybrid electric vehicles, the power source can refer to an engine or an electric motor; for vehicles powered by other means, the power source can refer to the equipment that generates power. According to the vehicle type, the vehicle in this application can be a sedan, an off-road vehicle, a multi-purpose vehicle (MPV), or other types of vehicles.

[0099] The vehicle includes the vehicle thermal management system described in the above embodiments. By implementing the vehicle thermal management system, the efficiency of coolant filling is improved, the operational efficiency of the final assembly line is increased, and thus the assembly efficiency of the vehicle is guaranteed.

[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 vehicle thermal management system, characterized by, include: Central thermal management module; An expansion tank, connected to the central thermal management module, is suitable for adding coolant; The power battery forms a first circulation loop with the central thermal management module; The radiator forms a second circulation loop with the central thermal management module. The second circulation loop includes a first water inlet connection pipe located between the liquid inlet of the radiator and the water outlet of the central thermal management module. The first water inlet connection pipe includes a pipe body and a filling valve located on the pipe body. The filling valve is used to connect a liquid injection auxiliary device. The vehicle thermal management system is configured such that, when the expansion tank is filled with coolant, the filling auxiliary device draws air through the filling valve.

2. The vehicle thermal management system according to claim 1, characterized in that, The pipe body includes a first end and a second end, the first end being used to connect to the central thermal management module, and the second end being used to connect to the radiator. The filling valve is located adjacent to the first end.

3. The vehicle thermal management system of claim 1, wherein, The filling valve includes: Valve body, the valve body defining an air extraction passage; The valve core, under the action of the liquid injection auxiliary device, is movable between a first position and a second position along the air extraction channel, wherein in the first position, the air extraction channel is suitable for gas flow, and in the second position, the air extraction channel is cut off.

4. The vehicle thermal management system of claim 1, wherein, The first water inlet connection pipe also includes: The first transition pipe is detachably connected to the first end of the pipe body, and the first transition pipe is used to connect the central thermal management module. The second transition tube is detachably connected to the second end of the tube body, and the second transition tube is used to connect the heat sink.

5. The vehicle thermal management system of claim 4, wherein, The first transition pipe is an elastic pipe, and the first transition pipe is nested and connected to the first end of the pipe body. The first water inlet connection pipe further includes: a first clamp, which is engaged in the overlapping area of ​​the first transition pipe and the pipe body; and / or, The second transition pipe is an elastic pipe, and the second transition pipe is nested and connected to the second end of the pipe body. The first water inlet connection pipe further includes a second clamp, which is clamped in the overlapping area of ​​the second transition pipe and the pipe body.

6. The vehicle thermal management system of claim 4, wherein Also includes: A first connector is located at the end of the first transition tube furthest from the tube body; and / or, The second connector is located at the end of the second transition tube that is away from the tube body.

7. The vehicle thermal management system of claim 4, wherein, The tube body is a metal part; and / or, the first transition tube is a plastic part; and / or, the second transition tube is a plastic part.

8. The vehicle thermal management system of any one of claims 1-7, wherein, The central thermal management module includes a water inlet, a first water outlet, a second water outlet, a first return liquid outlet, and a second return liquid outlet; The water inlet is connected to the expansion tank; The first water outlet and the first liquid return outlet are respectively connected to the power battery through the first pipeline assembly to form the first circulation loop; The second outlet and the second return outlet are respectively connected to the radiator through a second pipeline assembly to form the second circulation loop, and the first inlet connection pipe is part of the second pipeline.

9. The vehicle thermal management system of claim 8, wherein, Also includes: The electric drive device comprises a front electric drive and a rear electric drive, which are arranged in parallel between the liquid outlet of the radiator and the second liquid return port.

10. A vehicle characterized by comprising: The vehicle thermal management system comprises the vehicle thermal management system according to any one of claims 1-9.

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