Temperature control system and vehicle having the same

Abstract

A thermal management system (1) comprising an engine cooler (100), an exhaust gas recirculation system cooler (200), a thermostat (300), and a radiator (400). The engine cooler (100) is provided with a liquid inlet (110) and a liquid outlet (120), one end of the exhaust gas recirculation system cooler (200) is connected to the liquid inlet (110) and the other end of the exhaust gas recirculation system cooler (200) is connected to the liquid outlet (120), the exhaust gas recirculation system cooler (200) is connected in series to the engine cooler (100), the thermostat (300) is connected in series to the radiator (400) and is connected in parallel to the exhaust gas recirculation system cooler (200), the thermostat (300) is connected to the liquid inlet (110) and the radiator (400) is connected to the liquid outlet (120), so that the thermal management system (1) has low energy consumption, low oil consumption, and high engine warming speed. The present invention further relates to a vehicle (2).

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This disclosure claims priority to and the benefit of Chinese Patent Application No. 202210456199.3, filed on April 28, 2022, by BYD Co., Ltd. and entitled "THERMAL MANAGEMENT SYSTEM AND VEHICLE HAVING SAME."

[0002] The present disclosure relates to the field of vehicle technology, and more particularly to thermal management systems and vehicles having the same. [Background technology]

[0003] In the prior art, a thermal management system typically includes an engine cooler, an exhaust gas recirculation system cooler, and a thermostat. However, due to improper structural configuration of the thermal management system, the engine temperature rises slowly during warming, failing to meet the requirements for energy conservation and emission reduction. Furthermore, the cooler and the exhaust gas recirculation system cooler are respectively arranged in two independent pipes, requiring the refrigerant to be supplied separately to the engine cooler and the exhaust gas recirculation system cooler, which increases the flow rate requirement of the water pump, increases the water pump's power consumption, and increases the engine oil consumption. Summary of the Invention [Problem to be solved by the invention]

[0004] The present disclosure is intended to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present disclosure is to provide a thermal management system, which has advantages such as low energy consumption, low engine oil consumption, and high heating speed.

[0005] The present disclosure further provides a vehicle having a thermal management system. [Means for solving the problem]

[0006] According to one embodiment of the first aspect of the present disclosure, a thermal management system includes an engine cooler having a liquid inlet and a liquid outlet, an exhaust gas recirculation system cooler having an outlet in communication with the liquid inlet and an inlet in communication with the liquid outlet, and a temperature regulation and heat dissipation assembly having an inlet in communication with the exhaust gas recirculation system cooler inlet and an outlet in communication with the exhaust gas recirculation system cooler outlet. The thermal management system according to this embodiment of the present disclosure has advantages such as low energy consumption, low engine oil consumption, and high warm-up rate.

[0007] According to some examples of the present disclosure, a temperature regulation and heat dissipation assembly includes a thermostat and a radiator connected in series, the inlet of the thermostat being in communication with the inlet of the exhaust gas recirculation system cooler, and the outlet of the radiator being in communication with the outlet of the exhaust gas recirculation system cooler.

[0008] According to some examples of the present disclosure, the thermal management system further includes a warm air module having an outlet in communication with the liquid inlet and an inlet in communication with the liquid outlet.

[0009] According to some examples of the present disclosure, the warm air module is connected in parallel to the exhaust gas recirculation system cooler, or the warm air module is connected in series to the exhaust gas recirculation system cooler.

[0010] According to some examples of the present disclosure, the temperature management system further includes a battery cooling system; a first heat exchange plate having a first heat exchange channel connected to the battery cooling system and a second heat exchange channel whose first end is in communication with a liquid inlet; and a three-way valve including a first opening in communication with the liquid inlet, a second opening in communication with a second end of the second heat exchange channel, and a third opening in communication with a warm air module and selectively in communication with one of the first opening and the second opening.

[0011] According to some examples of the present disclosure, the third opening communicates with the warm air module through an exhaust gas recirculation system cooler.

[0012] According to some examples of the present disclosure, the thermal management system further includes an air conditioning system and a second heat exchange plate having a third heat exchange channel connected to the battery cooling system and a fourth heat exchange channel connected to the air conditioning system.

[0013] According to some examples of the present disclosure, an air conditioning system includes a compressor, a first heat exchanger having a first end connected to the compressor, and a second heat exchanger having a first end connected to a second end of the first heat exchanger through a switching valve and a second end connected to the compressor, and two ends of a fourth heat exchange channel are connected to the compressor and the second end of the first heat exchanger, respectively.

[0014] According to some examples of the present disclosure, an electronic expansion valve is disposed between the fourth heat exchange channel and the first heat exchanger.

[0015] According to some examples of the present disclosure, an engine cooler includes: a cylinder head water jacket configured to cool a cylinder head of an engine, the cylinder head water jacket having a liquid outlet disposed therein; a cylinder block water jacket configured to cool a cylinder block of the engine, the cylinder block water jacket having an outlet communicating with the liquid outlet and an inlet communicating with an inlet of the cylinder head water jacket; and a connection water jacket having a liquid inlet disposed therein, the liquid inlet separately communicating with an inlet of the cylinder head water jacket and an inlet of the cylinder block water jacket.

[0016] According to some examples of the present disclosure, the cylinder block water jacket has a gas inlet side water jacket and a gas outlet side water jacket facing each other, the gas inlet side water jacket is connected to the connection water jacket, and the gas inlet side water jacket and the gas outlet side water jacket are separately in communication with the liquid outlet. The thermal management system further includes a supercharger cooler in communication with the gas outlet side water jacket.

[0017] According to an embodiment of the second aspect of the present disclosure, a vehicle includes a thermal management system according to an embodiment of the first aspect of the present disclosure.

[0018] According to the embodiment of the second aspect of the present disclosure, the vehicle has advantages such as low energy consumption, low engine oil consumption, and high warming rate through the thermal management system.

[0019] Other aspects and advantages of the disclosure will be set forth in the description which follows, and in part will be apparent from the description, or may be learned by practice of the disclosure.

[0020] The above and / or additional aspects and advantages of the present disclosure will become apparent and understandable in the following description of embodiments that proceeds with reference to the accompanying drawings. [Brief explanation of the drawings]

[0021] [Figure 1] 1 is a schematic structural diagram of a temperature management system according to a first embodiment of the present disclosure; [Figure 2] FIG. 10 is a schematic structural diagram of a temperature management system according to a second embodiment of the present disclosure. [Figure 3] FIG. 10 is a schematic structural diagram of a temperature management system according to a third embodiment of the present disclosure. [Figure 4] FIG. 10 is a schematic structural diagram of a temperature management system according to a fourth embodiment of the present disclosure. [Figure 5] FIG. 2 is a schematic structural diagram of an engine cooler of a thermal management system according to an embodiment of the present disclosure. [Figure 6] FIG. 2 is another schematic structural diagram of an engine cooler of a thermal management system according to an embodiment of the present disclosure. [Figure 7] 1 is a schematic diagram of a vehicle according to one embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0022] The following describes in detail the embodiments of the present disclosure. Examples of the embodiments are shown in the accompanying drawings, and the same or similar reference numerals in all the accompanying drawings indicate the same or similar components or components having the same or similar features. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to merely illustrate the present disclosure and should not be construed as limitations on the present disclosure.

[0023] In describing the present disclosure, it should be understood that directional or positional relationships indicated by terms such as "center," "above," "below," "front," "back," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer" are directional or positional relationships based on the accompanying drawings, and are not intended to indicate or suggest that the depicted devices or components have a particular orientation or are required to be configured and operated in a particular orientation, but are used solely for the purpose of better illustrating and simplifying the description of the present disclosure, and therefore should not be understood as limiting the present disclosure.

[0024] It should be noted that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or the number of specified technical features. Thus, a feature qualified by "first" or "second" may explicitly or implicitly include one or more such features. Furthermore, in the description of this disclosure, unless stated otherwise, "a plurality of" means two or more.

[0025] A thermal management system 1 according to an embodiment of the present disclosure will now be described with reference to the accompanying drawings.

[0026] As shown in FIGS. 1-4, a thermal management system 1 according to one embodiment of the present disclosure includes an engine cooler 100, an exhaust gas recirculation system cooler 200, and a temperature regulation and heat dissipation assembly 300.

[0027] The engine cooler 100 has a liquid inlet 110 and a liquid outlet 120. An outlet 201 of the exhaust gas recirculation system cooler 200 is in communication with the liquid inlet 110, and an inlet 202 of the exhaust gas recirculation system cooler 200 is in communication with the liquid outlet 120. That is, the exhaust gas recirculation system cooler 200 is connected in series with the engine cooler 100. An inlet 301 of a temperature regulation and heat dissipation assembly 300 is in communication with the inlet 202 of the exhaust gas recirculation system cooler 200, and an outlet 302 of the temperature regulation and heat dissipation assembly 300 is in communication with the outlet 201 of the exhaust gas recirculation system cooler 200. That is, the temperature regulation and heat dissipation assembly 300 is connected in parallel with the exhaust gas recirculation system cooler 200.

[0028] A portion of the refrigerant flowing out of the liquid outlet 120 of the engine cooler 100 can flow to the temperature regulation and heat dissipation assembly 300 and then flow back to the engine cooler 100 through the liquid inlet 110. Another portion of the refrigerant can flow to the exhaust gas recirculation system cooler 200 and then flow back to the engine cooler 100 after heat exchange. The engine cooler 100 can exchange heat with the engine to cool the engine quickly. In other words, if the temperature of the engine is excessively high, the engine can be cooled quickly so that the normal operation of the engine is ensured.

[0029] In the thermal management system 1 according to this embodiment of the present disclosure, the outlet 201 of the exhaust gas recirculation system cooler 200 is in communication with the liquid inlet 110, and the inlet of the exhaust gas recirculation system cooler 200 is in communication with the liquid outlet 120. The exhaust gas recirculation system cooler 200 is connected in series with the engine cooler 100. In this manner, the engine cooler 100 and the exhaust gas recirculation system cooler 200 are connected in the same pipe, and the refrigerant in the engine cooler 100 can directly flow into the exhaust gas recirculation system cooler 200. In other words, there is no need to add an electronic water pump to provide motive power for the refrigerant for the exhaust gas recirculation system cooler 200. Therefore, both the cooling demands of the engine cooler 100 and the exhaust gas recirculation system cooler 200 can be met, and the total flow rate of the refrigerant can be reduced, thereby reducing the flow rate of the electronic water pump, which in turn reduces the power consumption of the electronic water pump and reduces engine oil consumption.

[0030] Furthermore, the temperature control and heat dissipation assembly 300 is connected in series with the exhaust gas recirculation system cooler 200. Therefore, the coolant flowing out of the engine cooler 100 can flow both through the exhaust gas recirculation system and through the temperature control and heat dissipation assembly 300. In other words, there are two flow paths for the coolant flowing out of the engine cooler 100. In this way, during the warming process, the temperature control and heat dissipation assembly 300 can be turned off. In this case, the coolant flowing out of the engine cooler 100 does not pass through the temperature control and heat dissipation assembly 300. Furthermore, the rotation speed of the electronic water pump can be reduced so that less coolant enters the engine cooler 100, and the coolant flowing through the exhaust gas recirculation system cooler 200 can absorb heat from the exhaust gas recirculation system for engine warm-up. In this way, the engine can be warmed up quickly, the engine warm-up efficiency can be greatly improved, engine oil consumption can be further reduced, and harmful gas emissions can be reduced.

[0031] Therefore, the thermal management system 1 according to this embodiment of the present disclosure has advantages such as low energy consumption, low engine oil consumption, and high heating speed.

[0032] 1-4 , a temperature regulation and heat dissipation assembly 300 includes a thermostat 320 and a radiator 310 connected in series. Specifically, the outlet 322 of the thermostat is in communication with the inlet 312 of the radiator 310, the inlet of the thermostat 320 is in communication with the inlet 202 of the exhaust gas recirculation system cooler 200, and the outlet of the radiator 310 is in communication with the outlet 210 of the exhaust gas recirculation system cooler 200. In other words, the thermostat 320 and the radiator 310 are in the same line, and the exhaust gas recirculation system cooler 200 is in a separate line. A portion of the refrigerant flowing out of the liquid outlet 120 of the engine cooler 100 can flow to the thermostat 320 and the radiator 310 and then through the liquid inlet 110 back to the engine cooler 100. The other part of the refrigerant can flow to the exhaust gas recirculation system cooler 200 and then back to the engine cooler 100 after heat exchange. In other words, there are two flow paths for the refrigerant flowing out of the engine cooler 100. In this way, during the warming process, the thermostat 300 can be turned off. In this case, the refrigerant flowing out of the engine cooler 100 does not pass through the radiator 310. Furthermore, the rotation speed of the electronic water pump can be reduced so that less refrigerant enters the engine cooler 100, and the refrigerant flowing through the exhaust gas recirculation system cooler 200 can absorb the heat of the exhaust gas recirculation system for warming up the engine. In this way, the engine is warmed up quickly.

[0033] 1 to 4, the thermal management system 1 further includes a warm air module 400. An outlet 401 of the warm air module 400 is connected to the liquid inlet 110, and an inlet 402 of the warm air module 400 is connected to the liquid outlet 120. That is, the warm air module 400 is connected in series to the engine cooler 100. Thus, the warm air module 400 and the engine cooler 100 can form a circuit. The refrigerant in the engine cooler 100 flowing through the warm air module 400 can heat the passenger compartment so that the engine heat can be used to heat the passenger compartment, thereby improving engine heat utilization and reducing energy consumption.

[0034] In some embodiments of the present disclosure, as shown in FIGS. 1 to 4 , the warm air module 400 is connected in parallel to the exhaust gas recirculation system cooler 200, or the warm air module 400 is connected in series to the exhaust gas recirculation system cooler 200. In this manner, the connection between the warm air module 400 and the exhaust gas recirculation system cooler 200 is simpler. In other words, a portion of the refrigerant flowing from the engine cooler 100 can flow to the exhaust gas recirculation system cooler 200, and another portion of the refrigerant can flow to the warm air module 400. In this manner, the refrigerant and heat dissipation device are shared by the warm air module 400, the exhaust gas recirculation system cooler 200, and the engine cooler 100, and an additional electronic water pump is not required to provide motive power for the refrigerant for the exhaust gas recirculation system cooler 200. The flow rate and number of components of the electronic water pump are reduced, yet the cooling requirements of the exhaust gas recirculation system cooler 200 are guaranteed. In this way, the power consumption of the electronic water pump is also reduced to a certain extent, which results in a reduction in engine oil consumption, and also simplifies the vehicle structure, thereby reducing costs.

[0035] In some embodiments of the present disclosure, as shown in FIGS. 1 to 4, the temperature management system 1 further includes a battery cooling system 500, a first heat exchange plate 600, and a three-way valve 700.

[0036] The first heat exchange plate 600 has a first heat exchange channel 610 and a second heat exchange channel 620. The first heat exchange channel 610 is connected to the battery cooling system 500, and a first end 621 of the second heat exchange channel 620 is in communication with the liquid inlet 110. The three-way valve 700 includes a first opening 710, a second opening 720, and a third opening 730. The first opening 710 is in communication with the liquid inlet 110, the second opening 720 is in communication with the second end 622 of the second heat exchange channel 620, and the third opening 730 is in communication with the warm air module 400. The third opening 730 can selectively be in communication with one of the first opening 710 and the second opening 720.

[0037] In other words, the refrigerant in the engine cooler 100 can flow through the second heat exchange channel 620, and the refrigerant in the battery cooling system 500 can flow through the first heat exchange channel 610. In this way, the refrigerant in the engine cooler 100 and the refrigerant in the battery cooling system 500 can exchange heat at the first heat exchange plate 600, so that the battery cooling system 500 is heated by using the engine cooler 100, thereby further improving the temperature rise rate of the battery cooling system 500 and ensuring battery efficiency. In this way, no additional energy is needed when the battery pack 510 is heated, thereby improving the efficiency of the battery pack 510, and no additional power consumption is needed, thereby improving energy utilization.

[0038] When the second opening 720 is in communication with the first opening 710, the engine cooler 100 is not in communication with the first heat exchange plate 600. In other words, the first heat exchange plate 600 is not involved in the refrigerant loop in the engine cooler 100, the engine cooler 100 and the battery cooling system 500 do not exchange heat, and the first heat exchange plate 600 is equivalent to a pipe. When the second opening 720 is in communication with the third opening 730, the engine cooler 100 and the battery cooling system 500 exchange heat through the first heat exchange plate 600, and the engine cooler 100 can heat the battery cooling system 500.

[0039] In some embodiments of the present disclosure, as shown in FIGS. 1-4, the third opening 730 communicates with the warm air module 400 through the exhaust gas recirculation system cooler 200 .

[0040] In this way, when the battery pack 510 needs to be heated, the coolant exchanges heat with the exhaust gas recirculation system cooler 200 to absorb heat from the exhaust gas recirculation system before flowing through the second heat exchange channel 620. Therefore, the temperature of the coolant flowing through the second heat exchange channel 620 is higher, and the temperature of the coolant entering the second heat exchange channel 620 of the first heat exchange plate 600 is rapidly increased. Specifically, when the engine starts in a low-temperature environment, heat can be quickly provided to the battery cooling system 500, so that the battery pack 510 quickly reaches an appropriate temperature, thereby ensuring battery efficiency. Furthermore, after the exhaust gas recirculation system cooler 200 is connected in series to the warm-air module 400, an electronic water pump does not need to be added to the exhaust gas recirculation system cooler 200, and the electronic water pump does not need to further increase the flow rate. In other words, the same water pump can be shared by the exhaust gas recirculation system cooler 200 and the engine cooler 100. The power consumption of the electronic water pump can be reduced to some extent, thereby reducing engine oil consumption.

[0041] In some embodiments of the present disclosure, as shown in FIGS. 1 to 4, the temperature management system 1 further includes an air conditioning system 800 and a second heat exchange plate 900.

[0042] The second heat exchange plate 900 has a third heat exchange channel 910 and a fourth heat exchange channel 920. The third heat exchange channel 910 is connected to the battery cooling system 500, and the fourth heat exchange channel 920 is connected to the air conditioning system 800.

[0043] In other words, the refrigerant in the battery cooling system 500 can flow through the third heat exchange channel 910, and the cooling medium in the air conditioning system 800 can flow through the fourth heat exchange channel 920, and the refrigerant in the third heat exchange channel 910 can exchange heat with the cooling medium in the fourth heat exchange channel 920. In this way, when the ambient temperature is relatively low, the cooling medium in the air conditioning system 800 can be used to heat the refrigerant in the battery cooling system 500 to increase the temperature of the refrigerant in the battery cooling system 500, and the battery pack 510 can be heated by using the refrigerant in the battery cooling system 500, ensuring that the battery pack 510 is within an appropriate operating temperature range. When the ambient temperature is relatively high, the cooling medium in the air conditioning system 800 can be used to cool the refrigerant in the battery cooling system 500 to decrease the temperature of the refrigerant in the battery cooling system 500, and the battery pack 510 can be cooled by using the refrigerant in the battery cooling system 500, and the battery pack 510 can be kept in a normal operating state.

[0044] Furthermore, through the arrangement of the first heat exchange plate 600 and the second heat exchange plate 900, the engine cooler 100 and the air conditioning system 800 can exchange heat with the battery cooling system 500 simultaneously, thereby further increasing the temperature rise rate of the battery cooling system 500 and rapidly increasing the temperature of the battery pack 510. Therefore, when the battery pack 510 is heated, no additional energy is required, resulting in improved efficiency of the battery pack 510 and no additional power consumption. It can be understood that when the battery pack 510 needs to be heated, only the engine cooler 100 may be used to exchange heat with the battery cooling system 500, and the air conditioning system 800 may not exchange heat with the battery cooling system 500, or only the air conditioning system 800 may be used to exchange heat with the battery cooling system 500, and the engine cooler 100 may not exchange heat with the battery cooling system 500.

[0045] In some embodiments of the present disclosure, as shown in FIGS. 1-4, air conditioning system 800 includes a compressor 810, a first heat exchanger 820, and a second heat exchanger 830.

[0046] A first end 821 of the first heat exchanger 820 is connected to the compressor 810, a first end 831 of the second heat exchanger 830 is connected to a second end 822 of the first heat exchanger 820 through a switching valve 840, and a second end 832 of the second heat exchanger 830 is connected to the compressor 810. Two ends of the fourth heat exchange channel 920 are connected to the compressor 810 and the second end 822 of the first heat exchanger 820, respectively. An expansion valve is disposed between the first heat exchanger 820 and the second heat exchanger 830. The expansion valve may be a thermal expansion valve. The expansion valve may be disposed between the switching valve 840 and the second heat exchanger 830.

[0047] For example, the first heat exchanger 820 may function as a condenser for the air conditioning system 800 to heat, and the second heat exchanger 830 may function as an evaporator for the air conditioning system 800 to cool. Furthermore, a battery management system (BMS) sends cooling, heating, or equalization request signals to a microcontroller unit (MCU) based on signals from temperature sensors in the battery pack 510. The MCU sets temperature targets and limits for all components based on the BMS request signals and temperature and pressure sensors in the air conditioning system 800, as well as experimental and simulation parameters, to control the compressor 810, the electronic expansion valve 850 (described below), and the electronic water pump to achieve optimal temperature and energy consumption targets under various operating conditions.

[0048] During refrigeration of the air conditioning system 800, a portion of the refrigerant exiting the first heat exchanger 820 flows through the fourth heat exchange channel 920 and exchanges heat with the refrigerant in the third heat exchange channel 910, thereby cooling the battery cooling system 500. Another portion of the refrigerant flows through the switching valve 840 and the second heat exchanger 830. Thus, the compressor 810, the first heat exchanger 820, the switching valve 840, and the second heat exchanger 830 form a cooling medium loop. The first heat exchanger 820 is a condenser, and the second heat exchanger 830 is an evaporator configured to cool the vehicle passenger compartment.

[0049] 1 to 4 , an electronic expansion valve 850 is disposed between the fourth heat exchange channel 920 and the first heat exchanger 820. In this manner, the electronic expansion valve 850 can control the connection and disconnection between the fourth heat exchange channel 920 and the air conditioning system 800, so that when the temperature of the battery pack 510 is normal and the battery pack 510 does not need to be heated or cooled, the refrigerant in the air conditioning system 800 does not exchange heat with the battery cooling system 500.

[0050] When the air conditioning system 800 provides supplemental cooling to the battery cooling system 500, the electronic expansion valve 850 is switched on, and low-temperature, low-pressure gas passes through the compressor 810 and becomes high-temperature, high-pressure gas. The high-temperature, high-pressure gas passes through the first heat exchanger 820 and becomes low-pressure, low-temperature liquid. A portion of the high-pressure, low-temperature liquid enters the second heat exchanger 830, and the compressor 810, the first heat exchanger 820, and the second heat exchanger 830 form a cooling medium loop to cool the vehicle cabin. The other portion of the high-pressure, low-temperature liquid passes through the electronic expansion valve 850 into the fourth heat exchange channel 920 to exchange heat with the battery cooling system 500 and then becomes low-pressure, low-temperature gas into the compressor 810, completing the cycle. In this case, the first heat exchanger 820 is a condenser, and the second heat exchanger 830 is an evaporator.

[0051] In some embodiments of the present disclosure, as shown in FIGS. 1-6, the engine cooler 100 includes a cylinder head water jacket 140, a cylinder block water jacket 130, and a connection water jacket 150.

[0052] The cylinder head water jacket 140 is configured to cool the cylinder head of the engine, and the liquid outlet 120 is disposed on the cylinder head water jacket 140. The cylinder block water jacket 130 is configured to cool the cylinder block of the engine. The outlet 133 of the cylinder block water jacket 13 is connected to the liquid outlet 120. The inlet 134 of the cylinder block water jacket 130 is connected to the inlet 141 of the cylinder head water jacket 140. All parts of the engine have a good cooling effect and are more fully cooled. The liquid inlet 110 is disposed on the connection water jacket 150. The liquid inlet 110 is connected to the inlet 141 of the cylinder head water jacket 140 and the inlet 134 of the cylinder block water jacket 130, respectively. In other words, the cylinder head water jacket 140 and the cylinder block water jacket 130 are connected in parallel and connected in series to the junction water jacket 150 .

[0053] It should be noted that the cylinder block water jacket 130 and the cylinder head water jacket 140 are connected in parallel, and the cylinder block water jacket 130 and the cylinder head water jacket 140 are connected in series to the connecting water jacket 150. This means that after the cylinder block water jacket 130 is connected in parallel to the cylinder head water jacket 140, the two as a whole communicate with the connecting water jacket 150. The refrigerant flowing out through the connecting water jacket 150 can flow into the cylinder block water jacket 130 and the cylinder head water jacket 140, respectively. The refrigerant flowing out from the cylinder block water jacket 130 and the cylinder head water jacket 140 can be collected and then divided into three parts. One portion flows to the expansion kettle to remove gases generated within the engine cooler 100 system, and refills the motor pump in the engine cooler 100 through the expansion kettle to maintain the flow pressure of the refrigerant within the engine cooler 100 and prevent boiling or cavitation of the electronic water pump. One portion passes through the warm air module 400 and enters the exhaust gas recirculation system cooler 200. When the battery cooling system 500 has a heating demand, the third opening 730 of the three-way valve 700 communicates with the second opening 720, and the refrigerant within the warm air module 400 flows into the first heat exchange plate 600 to exchange heat with the battery cooling system 500, and then flows back to the engine cooler 100. When the battery cooling system 500 does not have a heating demand, the third opening 730 of the three-way valve 700 communicates with the first opening 710, and the refrigerant in the warm air module 400 flows directly to the original engine cooler 100. One portion enters the thermostat 300. When the thermostat 300 is turned on, the refrigerant enters the radiator 310 for heat dissipation and flows to the original engine cooler 100 to complete the cycle. When the thermostat 300 is not turned on, the radiator 310 does not participate in the cycle.

[0054] Furthermore, the flow rate from the connection water jacket 150 to the cylinder block water jacket 130 and the flow rate within the cylinder head water jacket 140 can be appropriately allocated through adjusting the size of the communication ports between the connection water jacket 150 and the cylinder block water jacket 130 and between the connection water jacket 150 and the cylinder head water jacket 140 so that the warm-up time of the engine can be shortened during start-up in a low-temperature environment, thereby reducing oil consumption and harmful gas emissions. For example, if the communication ports between the connection water jacket 150 and the cylinder block water jacket 130 are enlarged, the flow rate of refrigerant entering the cylinder block water jacket 130 is increased and the flow rate of refrigerant entering the cylinder head water jacket 140 is decreased. In this way, the cooling rate of the engine cooler 100 for the cylinder block and cylinder head of the engine can be adjusted.

[0055] In some embodiments of the present disclosure, as shown in FIGS. 1-6, the thermal management system 1 further includes a supercharger cooler 160.

[0056] The cylinder block water jacket 130 has a gas inlet side water jacket 131 and a gas outlet side water jacket 132 facing each other. The gas inlet side water jacket 131 is connected to the connection water jacket 150. The gas outlet side water jacket 132 is communicated with a supercharger cooler 160. The gas inlet side water jacket 131 and the gas outlet side water jacket 132 are separately communicated with the liquid outlet 120. In this way, the refrigerant flowing out from the gas outlet side water jacket 132 can flow into the supercharger cooler 160. The supercharger cooler 160 can cool the supercharger to prevent it from becoming excessively high temperature, so that the supercharger can operate normally.

[0057] As shown in FIG. 7, according to a vehicle 2 in one embodiment of the second aspect of the present disclosure, the vehicle 2 includes a thermal management system 1 according to an embodiment of the first aspect of the present disclosure.

[0058] According to this embodiment of the present disclosure, the vehicle 2 has advantages such as low energy consumption, low oil consumption, and high heating rate through the thermal management system 1.

[0059] Other configurations and operations of the thermal management system 1 and vehicle 2 having the same according to embodiments of the present disclosure are known to those skilled in the art and will not be described in detail herein.

[0060] In the description herein, the use of a directive such as "one embodiment," "some embodiments," "exemplary embodiment," "one example," "specific example," or "some examples" means that the specific features, structures, materials, or characteristics described with reference to that embodiment or example are included in at least one embodiment or example of the present disclosure. In the description herein, general descriptions of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0061] While embodiments of the present disclosure have been illustrated and described, it will be understood by those skilled in the art that various changes, modifications, substitutions, and variations can be made to the embodiments without departing from the principle and spirit of the present disclosure, and that the scope of the present disclosure is as defined by the appended claims and their equivalents. [Explanation of symbols]

[0062] 1. Temperature control system 100 Engine cooler 110 Liquid inlet 120 liquid outlet 130 Cylinder block water jacket 131 Gas inlet side water jacket 132 Gas outlet water jacket 133 Cylinder block water jacket outlet 134 Cylinder block water jacket inlet 140 Cylinder head water jacket 141 Cylinder head water jacket inlet 150 Connection Water Jacket 160 Supercharger cooler 200 Exhaust Gas Recirculation System Cooler 201 Exhaust gas recirculation system cooler outlet 202 Exhaust gas recirculation system cooler inlet 300 Temperature Control and Heat Dissipation Assembly 301 Temperature Control and Heat Dissipation Assembly Inlet 302 Temperature Control and Heat Dissipation Assembly Outlet 310 Heatsink 311 Radiator outlet 312 Radiator inlet 320 Thermostat 321 Thermostat Entrance 322 Thermostat outlet 400 Heating Module 401 Heating module outlet 402 Heating module inlet 500 Battery Cooling System 510 Battery Pack 600 First heat exchange plate 610 first heat exchange channel 620 Second Heat Exchange Channel 621 first end of second heat exchange channel 622 second end of second heat exchange channel 700 Three-way valve 710 First Opening 720 Second Opening 730 Third Opening 800 Air Conditioning System 810 Compressor 820 First Heat Exchanger 821 first end of first heat exchanger 822 second end of the first heat exchanger 830 Second Heat Exchanger 831 first end of second heat exchanger 832 second end of second heat exchanger 840 Switching valve 850 Electronic Expansion Valve 860 Expansion Valve 900 Second heat exchange plate 910 Third Heat Exchange Channel 920 Fourth Heat Exchange Channel 2 vehicles

Claims

1. An engine cooler (100) provided with a liquid inlet (110) and a liquid outlet (120); an exhaust gas recirculation system cooler (200), wherein an outlet (201) of the exhaust gas recirculation system cooler (200) is in communication with the liquid inlet (110) and an inlet (202) of the exhaust gas recirculation system cooler (200) is in communication with the liquid outlet (120); a temperature regulating and heat dissipation assembly (300), an inlet (301) of the temperature regulating and heat dissipation assembly (300) in communication with the inlet (202) of the exhaust gas recirculation system cooler (200), and an outlet (302) of the temperature regulating and heat dissipation assembly (300) in communication with the outlet (201) of the exhaust gas recirculation system cooler (200); the temperature regulation and heat dissipation assembly (300) comprises a thermostat (320) and a radiator (310) connected in series, the inlet (321) of the thermostat (320) communicating with the inlet (202) of the exhaust gas recirculation system cooler (200), and the outlet (311) of the radiator (310) communicating with the outlet (201) of the exhaust gas recirculation system cooler (200); a warm air module (400), wherein the warm air module outlet (401) is in communication with the liquid inlet (110) and the warm air module inlet (402) is in communication with the liquid outlet (120); a battery cooling system (500); a first heat exchange plate (600) having a first heat exchange channel (601) connected to the battery cooling system (500) and a second heat exchange channel (620) in communication with the liquid inlet (110) at a first end (621) of the first heat exchange plate (600); a three-way valve (700) comprising a first opening (710) in communication with the liquid inlet (110), a second opening (720) in communication with a second end (622) of the second heat exchange channel (620), and a third opening (730) in communication with the warm air module (400) and selectively in communication with one of the first opening (710) and the second opening (720); The temperature control system (1) further comprises:

2. the warm air module (400) is connected in parallel to the exhaust gas recirculation system cooler (200); or The thermal management system of claim 1 , wherein the warm air module (400) is connected in series with the exhaust gas recirculation system cooler (202).

3. The thermal management system (1) of claim 1, wherein the third opening (730) is in communication with the warm air module (400) through the exhaust gas recirculation system cooler (200).

4. an air conditioning system (800); A second heat exchange plate (900), a third heat exchange channel (910) connected to the battery cooling system (500); and The thermal management system (1) of claim 1, further comprising a second heat exchange plate (900) having a fourth heat exchange channel (920) connected to the air conditioning system (800).

5. The air conditioning system (800) a compressor (810); a first heat exchanger (820), a first end (821) of the first heat exchanger (820) connected to the compressor (810); a second heat exchanger (830), the first end (831) of which is connected to the second end (822) of the first heat exchanger (820) through a switching valve (840), and the second end (832) of which is connected to the compressor (810); 5. The temperature management system (1) according to claim 4, wherein two ends of the fourth heat exchange channel (920) are connected to the compressor (810) and the second end (822) of the first heat exchanger (820), respectively.

6. The thermal management system (1) according to claim 5, wherein an electronic expansion valve (850) is arranged between the fourth heat exchange channel (920) and the first heat exchanger (820).

7. The engine cooler (100) a cylinder head water jacket (140) configured to cool a cylinder head of an engine, the cylinder head water jacket (140) having the liquid outlet (120) disposed therein; a cylinder block water jacket (130) configured to cool a cylinder block of the engine, wherein an outlet (133) of the cylinder block water jacket (130) is in communication with the liquid outlet (120) and an inlet (134) of the cylinder block water jacket (130) is in communication with an inlet (141) of the cylinder head water jacket (140); 2. The thermal management system of claim 1, further comprising: a junction water jacket (150) in which the liquid inlet (110) is arranged, the liquid inlet (110) separately communicating with the inlet (141) of the cylinder head water jacket (140) and the inlet (134) of the cylinder block water jacket (130).

8. The cylinder block water jacket (130) has a gas inlet side water jacket (131) and a gas outlet side water jacket (132) facing each other, the gas inlet side water jacket (131) is connected to the connection water jacket (150), and the gas inlet side water jacket (131) and the gas outlet side water jacket (132) are separately connected to the liquid outlet (120); The temperature control system (1) The thermal management system (1) of claim 7, further comprising a supercharger cooler (160) in communication with the gas outlet water jacket (132).

9. A vehicle (2) comprising a thermal management system (1) according to any one of claims 1 to 8.

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