Engine radiator, engine thermal management system and vehicle

Abstract

An engine thermal management system (1) and a vehicle. The engine thermal management system (1) comprises an engine cooling system (3), an engine lubrication system (2) and an engine radiator (10). The engine radiator (10) is provided with a first flow channel (101) and a second flow channel (102), wherein the first flow channel (101) and the second flow channel (102) are isolated from each other and can exchange heat with each other, the first flow channel (101) allows a cooling liquid to flow therethrough, and the second flow channel (102) allows engine oil to flow therethrough. The first flow channel (101) of the engine radiator (10) is connected to the engine cooling system (3), and the second flow channel (102) of the engine radiator (10) is connected to the engine lubrication system (2).

Description

Engine radiator, engine thermal management system and vehicle

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on July 21, 2023, with application number CN202310912001.2, entitled “Engine Radiator, Engine Thermal Management System and Vehicle,” the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the technical field of vehicle thermal management, and more particularly to an engine radiator, an engine thermal management system, and a vehicle. Background Art

[0003] In traditional engine systems, coolant and engine oil are cooled and lubricated through independent circulation loops, resulting in low heat dissipation efficiency and high energy consumption.

[0004] Therefore, it is necessary to provide an engine radiator, an engine thermal management system and a vehicle to at least partially solve the above problems.

[0005] Summary of the Invention

[0006] The Summary of the Invention introduces a series of simplified concepts that will be further described in the Detailed Description of the Invention. The Summary of the Invention of this application is not intended to limit the key features and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.

[0007] In order to at least partially solve the above problems, the first aspect of the present application provides an engine radiator, which has a first flow channel and a second flow channel. The first flow channel and the second flow channel are not connected to each other and can perform heat exchange. The first flow channel is for coolant to flow through, and the second flow channel is for engine oil to flow through.

[0008] Optionally, the engine radiator is provided with a first inlet, a first outlet, a second inlet and a second outlet, the first inlet and the first outlet are connected through the first flow channel, and the second inlet and the second outlet are connected through the second flow channel, wherein,

[0009] The first inlet and the first outlet are arranged on different sides of the engine radiator;

[0010] The second inlet and the second outlet are arranged on the same side of the engine radiator.

[0011] A second aspect of the present application provides an engine thermal management system, comprising:

[0012] Engine cooling system, for supplying coolant;

[0013] Engine lubrication systems, which provide engine oil; and

[0014] In the above-mentioned engine radiator, the first flow channel is connected to the engine cooling system, and the second flow channel is connected to the engine lubrication system.

[0015] Optionally, the engine cooling system includes:

[0016] A cooling water jacket, used for providing the coolant, the cooling water jacket being connected in series with the first flow channel;

[0017] a second branch connected in series with the cooling water jacket and in parallel with the first flow channel; and

[0018] Thermostat, the thermostat is arranged downstream of the cooling water jacket, and the outlet end of the thermostat is connected to the first flow channel and the second branch respectively; wherein,

[0019] The thermostat is used to adjust the flow ratio of the coolant flowing to the first flow channel and the second branch.

[0020] Optionally, the engine cooling system further includes:

[0021] a coolant temperature sensor, configured to sense the temperature of the coolant; and

[0022] A controller is electrically connected to the coolant temperature sensor and the thermostat, and is configured to control an opening degree of the thermostat according to a temperature of the coolant sensed by the coolant temperature sensor.

[0023] Optionally, the engine lubrication system includes:

[0024] an oil pan, for providing the engine oil, the oil pan being connected in series with the second flow channel; and

[0025] A first branch is connected in series with the oil pan and in parallel with the second flow channel.

[0026] Optionally, an oil pump and a main oil channel are provided downstream of the intersection of the second flow channel and the first branch located downstream, wherein:

[0027] The main oil passage is located downstream of the oil pump.

[0028] Optionally, the engine lubrication system further comprises a proportional valve, the inlet end of the proportional valve is connected to the outlet end of the oil pan, and the outlet end of the proportional valve is connected to the second flow channel and the first branch respectively, wherein,

[0029] The proportional valve is used to adjust the flow ratio of the engine oil flowing to the second flow channel and the first branch.

[0030] Optionally, the engine lubrication system further comprises:

[0031] an engine oil temperature sensor, the engine oil temperature sensor being configured to sense the temperature of the engine oil; and

[0032] A controller is electrically connected to the oil temperature sensor and the proportional valve, and is configured to control an opening of the proportional valve according to a temperature of the oil sensed by the oil temperature sensor.

[0033] Optionally, the engine lubrication system further includes an electronic oil pump, which is connected in series with the second flow channel and then in parallel with the first branch, wherein:

[0034] The electronic oil pump is located upstream of the second flow channel.

[0035] Optionally, the engine lubrication system further includes an oil filter, which is connected in series between the oil pump and the main oil channel.

[0036] A third aspect of the present application provides a vehicle comprising the above-mentioned engine thermal management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The following drawings of the embodiments of the present application are hereby incorporated as part of the application for understanding the present application. The drawings show the embodiments of the present application and their descriptions, and are used to explain the principles of the present application. In the drawings,

[0038] FIG1 is a perspective schematic diagram of an engine radiator according to a preferred embodiment of the present application;

[0039] FIG2 is a schematic diagram of an engine thermal management system according to a preferred embodiment of the present application; and

[0040] FIG3 is a schematic diagram of the control principle of the engine thermal management system shown in FIG2 .

[0041] Description of Reference Numerals

[0042] 1: Engine thermal management system

[0043] 2: Engine lubrication system

[0044] 3: Engine cooling system

[0045] 4: Controller

[0046] 10: Engine radiator

[0047] 101: First runner

[0048] 102: Second flow channel

[0049] 11: First Entrance

[0050] 12: First Exit

[0051] 13: Second Entrance

[0052] 14: Second Exit

[0053] 20: Oil pan

[0054] 21: Proportional valve

[0055] 22: Electronic oil pump

[0056] 23: Oil pump

[0057] 24: Filter

[0058] 25: Main oil channel

[0059] 26: Friction pair

[0060] 27: First Branch

[0061] 28: Oil temperature sensor

[0062] 30: Cooling water jacket

[0063] 31: Thermostat

[0064] 32: Water pump

[0065] 33: Second branch

[0066] 34: Coolant temperature sensor DETAILED DESCRIPTION

[0067] In the following description, a large number of specific details are provided to provide a more thorough understanding of the present application. However, it will be apparent to those skilled in the art that the present application embodiments can be implemented without one or more of these details. In other examples, some technical features well known in the art are not described to avoid confusion with the present application embodiments.

[0068] Herein, ordinal numbers such as “first” and “second” cited in this application are merely identifiers and do not have any other meanings, such as a specific order, etc. Moreover, for example, the term “first component” itself does not imply the existence of a “second component”, and the term “second component” itself does not imply the existence of a “first component”.

[0069] In this document, “upper”, “lower”, “front”, “back”, “left”, “right”, etc. are only used to indicate the relative position relationship between related parts, rather than to limit the absolute positions of these related parts.

[0070] In this document, “equal”, “same”, etc. are not strictly limited in a mathematical and / or geometric sense, but also include errors that can be understood by those skilled in the art and are allowed in manufacturing or use.

[0071] Unless otherwise stated, the numerical ranges herein include not only the entire range between its two endpoints but also the several sub-ranges contained therein.

[0072] As shown in FIG1 , the present application provides an engine radiator 10 having a first flow channel 101 and a second flow channel 102. The first flow channel 101 and the second flow channel 102 are not interconnected and can exchange heat. The first flow channel 101 is for coolant to flow through, and the second flow channel 102 is for engine oil to flow through.

[0073] In one feasible embodiment, pipes are provided in the shell of the engine radiator 10. These pipes can adopt different shapes and layouts, such as straight pipes, curved pipes, spiral pipes, etc. These pipes form the first flow channel 101 and the second flow channel 102 respectively. The first flow channel 101 and the second flow channel 102 have a common pipe wall, and heat exchange is carried out through the pipe wall. Heat exchange is carried out through the pipe wall. The pipe wall is the partition between the first flow channel 101 and the second flow channel 102. It must ensure heat transfer between the two media and avoid mixing of coolant and engine oil. Usually, the shell and the pipe wall will be made of materials with good thermal conductivity, such as metal. In this way, heat is transferred quickly, realizing heat exchange between the first flow channel 101 and the second flow channel 102, and between the first flow channel 101 or the second flow channel 102 and the surrounding environment. In the present application, the engine radiator 10 is provided with a fan, and the fan is fixed to the shell of the engine radiator 10 by a bracket or a fixing clamp. The fan can be driven electrically or mechanically, and its start and stop are controlled by a temperature sensor to maintain the engine temperature within a suitable range, thereby improving the heat exchange efficiency of the engine radiator 10. The coolant from the engine cooling system 3 flows through the first flow channel 101 in the engine radiator 10, and the oil from the engine lubrication system 2 flows through the second flow channel 102 in the engine radiator 10.

[0074] Optionally, the coolant and engine oil can each exchange heat with the surrounding air within the radiator. When the coolant flows through the first flow channel 101, it contacts the metal tube walls of the engine radiator 10 and exchanges heat with the surrounding air, thereby lowering its temperature. When the engine oil flows through the second flow channel 102, it contacts the metal tube walls of the engine radiator 10 and exchanges heat with the surrounding air, thereby lowering its temperature.

[0075] The engine radiator 10 is provided with a first inlet 11, a first outlet 12, a second inlet 13, and a second outlet 14. The first inlet 11 and the first outlet 12 are connected through a first flow channel 101. In other words, the first inlet 11 is the entrance of the first flow channel 101, and the first outlet 12 is the outlet of the first flow channel 101. The second inlet 13 and the second outlet 14 are connected through a second flow channel 102. In other words, the second inlet 13 is the entrance of the second flow channel 102, and the second outlet 14 is the outlet of the second flow channel 102.

[0076] The first inlet 11 and the first outlet 12 are located on different sides of the engine radiator 10, extending the coolant flow path within the engine radiator 10. This increases the contact time between the coolant and the metal tube wall of the engine radiator 10, thereby improving heat transfer efficiency. This arrangement also increases the contact area between the coolant and the external air, promoting more efficient heat exchange.

[0077] The second inlet 13 and the second outlet 14 are arranged on the same side of the engine radiator 10, thereby more effectively utilizing the space of the engine radiator 10, making the engine radiator 10 more compact and convenient to install.

[0078] As shown in FIG2 , the present application further provides a vehicle engine thermal management system 1 . The engine thermal management system 1 includes an engine cooling system 3 , an engine lubrication system 2 , and the aforementioned engine radiator 10 .

[0079] The engine cooling system 3 provides coolant. After absorbing heat from the engine in the cooling water jacket 30, the coolant enters the engine radiator 10 through the first inlet 11. The coolant flows through the first flow channel 101 and exits through the first outlet 12. After absorbing heat, the coolant flows back to the cooling water jacket 30.

[0080] The engine lubrication system 2 delivers oil to various lubrication points in the engine. Oil is drawn from the oil sump 20 and pumped to various lubrication points in the engine. As the lubricating oil circulates, its temperature rises. Some of the oil enters the engine radiator 10 through the second inlet 13. The oil flows through the second flow channel 102 and exits through the second outlet 14. After absorbing heat, the oil continues to be delivered to various lubrication points in the engine before returning to the oil sump 20.

[0081] This design allows both the coolant and the engine oil to exchange heat in the engine radiator 10, thereby improving heat dissipation efficiency and energy utilization, and integrating the cooling of the engine oil and the coolant into one device.

[0082] The engine cooling system 3 includes a cooling water jacket 30, a second branch 33, and a thermostat 31. The cooling water jacket 30 is connected in series with the first flow channel 101. The second branch 33 is connected in series with the cooling water jacket 30. The second branch 33 is connected in parallel with the first flow channel 101. The thermostat 31 is disposed downstream of the cooling water jacket 30. The outlet end of the thermostat 31 is connected to the first flow channel 101 and the second branch 33, respectively. The thermostat 31 is used to adjust the flow ratio of coolant flowing into the first flow channel 101 and the second branch 33. The thermostat 31 controls the flow rate of coolant in the first flow channel 101 and the second branch 33 to ensure that the engine operates within an appropriate temperature range. A water pump 32 is disposed at or upstream of the inlet pipe of the cooling water jacket 30. The outlet pipe of the second branch 33 is connected to the inlet pipe of the water pump 32. The water pump 32 provides pressure for the flow of coolant in the first flow channel 101 and the second branch 33.

[0083] The engine cooling system 3 also includes a coolant temperature sensor 34. The coolant temperature sensor 34 is used to sense the temperature of the coolant. The engine cooling system 3 also includes a controller 4. As shown in FIG3 , the controller 4 is electrically connected to the coolant temperature sensor 34 and the thermostat 31. The controller 4 is configured to control the opening of the thermostat 31 based on the coolant temperature sensed by the coolant temperature sensor 34. Optionally, the coolant temperature sensor 34 is disposed downstream of or in the outlet pipe of the cooling water jacket 30.

[0084] Specifically, when the coolant temperature sensor 34 measures a coolant temperature below a first threshold temperature, it transmits a signal to the controller 4. The controller 4 then controls the thermostat 31 to connect to the second branch 33. The coolant then flows back through the second branch 33 to the engine water jacket 30. This prevents the coolant from dissipating heat, accelerating the engine warm-up process and improving combustion efficiency. When the coolant temperature sensor 34 measures a coolant temperature above or equal to the first threshold temperature, it transmits a signal to the controller 4. The controller 4 controls the thermostat 31 to connect to the first flow channel 101. After dissipating heat through the engine radiator 10, the coolant then flows back to the cooling water jacket 30. Consequently, the coolant flows to the radiator 10, dissipating heat and lowering the engine temperature. As will be appreciated, the coolant temperature at the outlet of the engine cooling water jacket 30 is correlated with the engine's operating temperature. Therefore, the thermostat 31 effectively controls the engine's operating temperature, maintaining it within an appropriate range and ensuring proper engine operation.

[0085] The engine lubrication system 2 includes an oil pan 20, a first branch 27, and a proportional valve 21. The oil pan 20 is connected in series with the second flow channel 102. The first branch 27 is connected in series with the oil pan 20. The first branch 27 is connected in parallel with the second flow channel 102. The proportional valve 21 is used to adjust the flow ratio of the engine oil to the second flow channel 102 and the first branch 27. The inlet end of the proportional valve 21 is connected to the outlet end of the oil pan 20, and the outlet end of the proportional valve 21 is connected to the second flow channel 102 and the first branch 27 respectively. The proportional valve 21 controls the flow of the engine oil in the first flow channel 101 and the first branch 27 to ensure that the engine oil is always within the appropriate operating temperature range. The engine oil can provide effective lubrication and cooling to protect the normal operation and life of the engine.

[0086] The engine lubrication system 2 also includes an oil pump 23 and a main oil gallery 25. The oil pump 23 and main oil gallery 25 are located downstream of the downstream intersection of the second flow channel 102 and the first branch channel 27. The main oil gallery 25 is located downstream of the oil pump 23. The oil sump 20 is a container at the bottom of the engine that collects and stores engine oil. The oil undergoes heat exchange in the engine radiator 10, reducing its temperature. The cooled oil returns to the lubrication points of each friction pair 26 in the engine, where it continues to circulate and maintains its temperature within an appropriate range. The oil pump 23 draws oil and applies pressure to ensure it flows to the lubrication points of each friction pair 26 within the engine. The oil pump 23 is typically driven by the crankshaft. Its rotation generates negative or positive pressure, drawing oil from the oil sump 20 and then supplying it through oil channels to the components requiring lubrication. The main oil gallery 25 serves as a centralized oil distribution system within the engine, delivering oil to the lubrication points of each friction pair 26. The main oil passage 25 is typically located in an oil trough or tunnel at the bottom of the crankcase, extending along the entire length of the crankcase bottom. The aforementioned friction pairs 26 are components in the engine that interact through the interaction between two or more contacting surfaces. Common friction pairs 26 include crankshaft bearings, connecting rod bearings, camshaft and valve friction pairs, piston rings and cylinder walls, etc. By introducing engine oil into the areas to be lubricated in the engine, friction and wear can be reduced, and performance and life can be improved. The engine oil forms a lubricating film between the friction surfaces of the friction pairs 26, reducing direct contact, thereby reducing friction and wear and ensuring the normal operation and life of the friction pairs 26.

[0087] The two ends of the first branch 27 are connected to the outlet of the oil pan 20 and the inlet of the oil pump 23, respectively. This creates a parallel flow path between the first branch 27 and the second flow channel 102. The engine radiator 10 not only cools the engine oil but also serves as a reservoir for the oil. Therefore, the provision of the engine radiator 10 can reduce the volume of the oil pan 20, preventing crankshaft oil churning when ascending or descending steep slopes or at steep angles, reducing power loss, and thus saving fuel. The smaller volume of the oil pan 20 reduces the engine height and the vehicle's center of gravity, improving vehicle stability and maneuverability. This reduces oil sloshing during high-speed driving, ensuring that the oil pump 23 can consistently draw oil, thus maintaining the operational stability and reliability of the engine lubrication system 2. The provision of the first branch 27 allows the oil flow rate in the second flow channel 102 to be controlled without affecting the overall performance of the oil circulation system, thereby improving the system's dynamism. The engine lubrication system 2 provided in this application can effectively control the temperature of the engine oil and improve the lubrication effect.

[0088] The inlet end of the proportional valve 21 is connected to the outlet end of the oil pan 20, and the outlet end is connected to the second flow channel 102 and the first branch 27 respectively. Optionally, the proportional valve 21 has two independently adjustable valves, and by adjusting the opening of each valve, the flow rate of the engine oil flowing into the second flow channel 102 and the first branch 27 is controlled respectively. When the engine oil temperature is low, the proportional valve 21 controls the engine oil not to flow in the engine radiator 10. At the same time, a certain amount of engine oil is retained in the pipeline of the engine radiator 10, thereby reducing the total capacity of the oil circulating in the engine oil, so that the engine oil heats up to an appropriate temperature more quickly. When the engine oil temperature is high, the proportional valve 21 controls the oil flow rate of the engine oil flowing into the second flow channel 102, obtains cooled engine oil, and then reduces the overall temperature of the engine oil. The setting of the proportional valve 21 is more conducive to adjusting the balance between engine heat dissipation and lubrication.

[0089] The engine lubrication system 2 also includes an oil temperature sensor 28 for sensing the temperature of the engine oil. The engine lubrication system 2 also includes a controller 4 (the engine lubrication system 2 and the engine cooling system 3 may share the controller 4). As shown in FIG3 , the controller 4 is electrically connected to the oil temperature sensor 28 and the proportional valve 21. The controller 4 is configured to control the opening of the proportional valve 21 based on the temperature of the engine oil sensed by the oil temperature sensor 28. Optionally, the oil temperature sensor 28 is disposed in the outlet line of the oil sump 20 or downstream thereof.

[0090] Specifically, when the oil temperature sensor 28 measures that the temperature of the oil is lower than the second threshold temperature, the engine is in the warm-up stage. The oil temperature sensor 28 transmits a signal to the controller 4. The controller 4 controls the proportional valve 21 to connect to the first branch 27 and not to connect to the second flow channel 102. The oil in the oil pan 20 bypasses the engine radiator 10 through the first branch 27 and flows back to the oil pan 20. At the same time, a certain amount of oil is retained in the pipeline of the engine radiator 10, thereby reducing the total oil circulation capacity and allowing the oil to heat up to an appropriate temperature more quickly. When the oil temperature sensor 28 measures that the temperature of the oil is greater than or equal to the second threshold temperature and less than or equal to the third threshold temperature, the engine is in the normal operation stage of the engine. The oil temperature sensor 28 transmits a signal to the controller 4. Controller 4 controls proportional valve 21 to connect first branch 27 and second flow channel 102, respectively. It also controls proportional valve 21 to adjust the oil flow rate into second flow channel 102 and into first branch 27, adjusting the oil temperature between the second and third threshold temperatures. This ensures lubrication while maintaining the oil temperature within an appropriate range. When oil temperature sensor 28 measures the oil temperature above the third threshold temperature, the engine is operating at high load. Oil temperature sensor 28 transmits a signal to controller 4. Controller 4 controls proportional valve 21 to connect second flow channel 102 and disconnect first branch 27. After all the oil in oil sump 20 has been cooled by engine radiator 10, it flows back into oil sump 20.

[0091] It can be understood that the first threshold temperature, the second threshold temperature and the third threshold temperature can be set according to specific designs and requirements.

[0092] The engine lubrication system 2 also includes an electronic oil pump 22. The electronic oil pump 22 is connected in series with the second flow channel 102 and in parallel with the first branch 27. The electronic oil pump 22 is located upstream of the second flow channel 102. The provision of the electronic oil pump 22 enables precise metering and, consequently, precise control of the engine oil temperature. The electronic oil pump 22 can quickly respond to engine demands, delivering oil at the target temperature and pressure. This facilitates control of the system's thermal balance, enabling more efficient oil cooling and improving lubrication and engine performance.

[0093] The engine lubrication system 2 also includes an oil filter 24. This is connected in series between the oil pump 23 and the main oil gallery 25. Located in the outlet pipeline or downstream of the oil pump 23, the oil filter 24 primarily filters impurities, particles, and contaminants from the oil, maintaining its cleanliness. The oil filter 24 prevents contaminants from entering the engine, improving lubrication, reducing wear and damage, and extending the life of both the oil and the engine.

[0094] By adjusting the opening of the thermostat 31, the flow rate of coolant through the second flow channel 102 is regulated, allowing the coolant and engine oil to exchange heat within the engine radiator 10. During normal operation, the engine temperature is typically between 80°C and 110°C, and the coolant temperature is lower than the engine temperature. The engine oil in the oil pan 20, on the other hand, is slightly higher, typically between 90°C and 115°C. Therefore, the coolant in the engine radiator 10 can be used to cool the engine oil.

[0095] As can be seen from the above description, engine radiator 10 can both cool and store engine oil. The installation of engine radiator 10 can correspondingly reduce the volume of oil pan 20, preventing crankshaft oil churning when ascending or descending steep slopes or large inclines, reducing power loss and thus saving fuel consumption. It also lowers the engine height and the vehicle's center of gravity, improving vehicle stability and maneuverability. This also reduces oil sloshing during high-speed driving, ensuring the operational stability and reliability of engine lubrication system 2.

[0096] The present application also provides a vehicle comprising the above-mentioned engine thermal management system.

[0097] The vehicle provided by this embodiment of the application can optimize engine cooling and lubrication and reduce driving energy consumption.

[0098] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art in the technical field of this application. The terms used herein are only for describing specific implementation purposes and are not intended to limit this application. Terms such as "setting" appearing in this document can mean that one component is directly attached to another component, or that one component is attached to another component through an intermediate component. Features described in this document in one embodiment may be applied to another embodiment alone or in combination with other features, unless the feature is not applicable in the other embodiment or otherwise specified.

[0099] The present application has been described through the above embodiments, but it should be understood that the above embodiments are for illustrative and illustrative purposes only and are not intended to limit the present application to the described embodiments. Those skilled in the art will appreciate that many more variations and modifications may be made based on the teachings of this application, and all of these variations and modifications fall within the scope of protection claimed in this application.

Claims

1. An engine radiator (10), characterized in that: The engine radiator (10) comprises a first flow channel (101) and a second flow channel (102); the first flow channel (101) and the second flow channel (102) are not connected to each other and can perform heat exchange; the first flow channel (101) allows coolant to flow through, and the second flow channel (102) allows engine oil to flow through.

2. The engine radiator (10) according to claim 1, characterized in that: The engine radiator (10) is provided with a first inlet (11), a first outlet (12), a second inlet (13) and a second outlet (14); the first inlet (11) and the first outlet (12) are connected via the first flow channel (101); the second inlet (13) and the second outlet (14) are connected via the second flow channel (102); The first inlet (11) and the first outlet (12) are arranged on different sides of the engine radiator (10); The second inlet (13) and the second outlet (14) are arranged on the same side of the engine radiator (10).

3. An engine thermal management system (1), characterized in that: include: An engine cooling system (3) for providing coolant; an engine lubrication system (2) for providing engine oil; and The engine radiator (10) according to claim 1 or 2, wherein: The first flow channel (101) is connected to the engine cooling system (3), and the second flow channel (102) is connected to the engine lubrication system (2).

4. The engine thermal management system (1) according to claim 3, characterized in that: The engine cooling system (3) comprises: A cooling water jacket (30) for providing the cooling liquid, the cooling water jacket (30) being connected in series with the first flow channel (101); a second branch (33), the second branch (33) being connected in series with the cooling water jacket (30) and in parallel with the first flow channel (101); and A thermostat (31), wherein the thermostat (31) is arranged downstream of the cooling water jacket (30), and an outlet end of the thermostat (31) is connected to the first flow channel (101) and the second branch (33) respectively; wherein: The thermostat (31) is used to adjust the flow ratio of the coolant flowing to the first flow channel (101) and the second branch (33).

5. The engine thermal management system (1) according to claim 4, characterized in that: Also includes: A coolant temperature sensor (34), the coolant temperature sensor (34) being used to sense the temperature of the coolant; as well as A controller (4), the controller (4) being electrically connected to the coolant temperature sensor (34) and the thermostat (31), the controller (4) being configured to control the opening of the thermostat (31) according to the temperature of the coolant sensed by the coolant temperature sensor (34).

6. The engine thermal management system (1) according to any one of claims 3 to 5, characterized in that: The engine lubrication system (2) comprises: an oil pan (20), used for providing the engine oil, the oil pan (20) being connected in series with the second flow channel (102); and A first branch (27), the first branch (27) is connected in series with the oil pan (20) and in parallel with the second flow channel (102).

7. The engine thermal management system (1) according to claim 6, characterized in that: An oil pump (23) and a main oil channel (25) are arranged downstream of the intersection of the second flow channel (102) and the first branch (27), wherein: The main oil passage (25) is located downstream of the oil pump (23).

8. The engine thermal management system (1) according to claim 6 or 7, characterized in that: It also includes a proportional valve (21), the inlet end of the proportional valve (21) is connected to the outlet end of the oil pan (20), and the outlet end of the proportional valve (21) is connected to the second flow channel (102) and the first branch (27), respectively, wherein: The proportional valve (21) is used to adjust the flow ratio of the engine oil flowing to the second flow channel (102) and the first branch (27).

9. The engine thermal management system (1) according to claim 8, characterized in that: Also includes: An engine oil temperature sensor (28), the engine oil temperature sensor (28) being used to sense the temperature of the engine oil; as well as A controller (4) is electrically connected to the engine oil temperature sensor (28) and the proportional valve (21), and the controller (4) is configured to control the opening of the proportional valve (21) according to the temperature of the engine oil sensed by the engine oil temperature sensor (28).

10. The engine thermal management system (1) according to claim 7, characterized in that: It also includes an oil filter (24), which is connected in series between the oil pump (23) and the main oil channel (25).

11. The engine thermal management system (1) according to any one of claims 6 to 10, characterized in that: It also includes an electronic oil pump (22), wherein the electronic oil pump (22) is connected in series with the second flow channel (102) and then connected in parallel with the first branch (27), wherein: The electronic oil pump (22) is located upstream of the second flow channel (102).

12. A vehicle, characterized in that: The invention comprises an engine thermal management system (1) according to any one of claims 3 to 11.

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