Thermal management system adaptive to super fast charging and vehicle

Abstract

A thermal management system adaptive to super fast charging and a vehicle. The thermal management system comprises a refrigerant circulation, a motor coolant circulation and a battery coolant circulation. The refrigerant circulation comprises a compressor (1), an outside heat exchanger (4), a motor heat exchanger (10), and a battery heat exchanger (12). When a power battery is fast charged, a gaseous refrigerant flows out from an outlet of the compressor (1), passes through the outside heat exchanger (4) for heat dissipation, and then passes through the motor heat exchanger (10) for heat dissipation, to dissipate heat to the motor coolant circulation; and when passing through the battery heat exchanger (12), the refrigerant absorbs the heat of the battery coolant circulation, so as to cool the power battery. Therefore, by optimizing existing thermal management system architectures, the refrigerant circulation is associated with the coolant circulation, and radiators in the circulations are fully utilized, so that the heat dissipation efficiency is effectively improved when the power battery is fast charged.

Description

Thermal management system and vehicle adapted for super fast charging Technical Field

[0001] The present invention relates to the field of vehicle thermal management technology, and in particular to a thermal management system and a vehicle adapted for super-fast charging. Background Art

[0002] The fast charging power of the power battery of an electric vehicle will directly affect the charging time. In order to improve the user experience of pure electric vehicles, improving the charging power is a development direction of electric vehicles in the future.

[0003] At present, the thermal management system of super-fast charging models still relies on traditional air-cooled condensers to dissipate the heat absorbed into the refrigerant system during fast charging of the power battery. For super-fast charging models, since the amount of heat dissipation required by the power battery during fast charging is extremely large, relying on air-cooled condensers can no longer meet the heat dissipation needs during fast charging, thereby affecting the cooling of the battery pack, and then affecting the charging efficiency and charging time, reducing the owner's user experience.

[0004] Therefore, how to improve the heat dissipation efficiency of power batteries during fast charging is the problem we currently need to solve.

[0005] Summary of the Invention

[0006] In view of the above problems, the present invention is proposed to provide a thermal management system and vehicle adapted for super-fast charging, optimize the existing thermal management system architecture, link the refrigerant circulation and the coolant circulation, and make full use of the radiator in each circulation, thereby improving the heat dissipation efficiency during fast charging of the power battery.

[0007] According to a first aspect of the present invention, a thermal management system adapted for super-fast charging is provided, comprising: a refrigerant circulation, a motor coolant circulation, and a battery coolant circulation;

[0008] The refrigerant cycle includes a compressor, an off-vehicle heat exchanger, a motor heat exchanger, and a battery heat exchanger; the compressor outlet is connected to the first end of the off-vehicle heat exchanger, the second end of the off-vehicle heat exchanger is connected to the first end of the motor heat exchanger, the second end of the motor heat exchanger is connected to the second end of the battery heat exchanger, and the first end of the battery heat exchanger is connected to the compressor inlet;

[0009] When the power battery is fast charged, the gaseous refrigerant flows out from the outlet of the compressor, dissipates heat through the external heat exchanger, and then dissipates heat through the motor heat exchanger, dissipating the heat to the motor coolant circulation. When the refrigerant passes through the battery heat exchanger, it absorbs the heat of the battery coolant circulation, cooling the power battery.

[0010] Optionally, the motor coolant circulation includes: a second water pump, a small three-electric system, a drive motor, a motor three-way water valve, and a low-temperature radiator; the outlet of the second water pump is connected to the third end of the motor heat exchanger, the fourth end of the motor heat exchanger is connected to the inlet of the small three-electric system, the outlet of the small three-electric system is connected to the first end of the drive motor, the second end of the drive motor is connected to the second end of the low-temperature radiator, and the first end of the low-temperature radiator is connected to the inlet of the second water pump;

[0011] The battery coolant circulation includes: a third water pump and a battery pack cold plate; the outlet of the third water pump is connected to the second end of the battery pack cold plate, the first end of the battery pack cold plate is connected to the third end of the battery heat exchanger, and the fourth end of the battery heat exchanger is connected to the inlet of the third water pump.

[0012] Optionally, the refrigerant cycle further includes a first expansion valve and an evaporator; a first end of the first expansion valve is connected to a second end of the evaporator, and a second end of the first expansion valve is connected to a second end of the external heat exchanger;

[0013] When cooling the passenger compartment, the first expansion valve is opened and the refrigerant flows through the first circulation loop.

[0014] Optionally, the first circulation loop is: the refrigerant flows out from the outlet of the compressor, passes through the external heat exchanger, the first expansion valve, and the evaporator in sequence to absorb heat, and then flows into the inlet of the compressor.

[0015] Optionally, when the drive motor is cooled, the coolant flows through the second circulation loop.

[0016] Optionally, the second circulation loop is: the refrigerant flows out from the outlet of the second water pump, absorbs heat through the motor heat exchanger, and then passes through the small three-electric system, the drive motor, and the low-temperature radiator in sequence before flowing into the inlet of the second water pump.

[0017] Optionally, the thermal management system further includes a passenger compartment coolant circulation; the passenger compartment coolant circulation includes a first water pump, a heater core, and a PTC water heater; the refrigerant circulation further includes a first water-cooled condenser and a first switch valve;

[0018] A first end of the first water-cooled condenser is connected to a first end of the outdoor heat exchanger, a second end of the first water-cooled condenser is connected to an outlet of the compressor, a second end of the first switching valve is connected to a second end of the outdoor heat exchanger, and a first end of the first switching valve is connected to an inlet of the compressor; an outlet of the first water pump is connected to a third end of the first switching valve, a first end of the PTC water heater is connected to a fourth end of the first water-cooled condenser, a second end of the PTC water heater is connected to a first end of a heater core, and a second end of the heater core is connected to an inlet of the first water pump;

[0019] When heating the passenger compartment, the first switch valve is opened, the refrigerant flows through the third circulation loop, and the coolant in the passenger compartment coolant circulation flows through the fourth circulation loop.

[0020] Optionally, the third circulation loop is: the refrigerant flows out from the outlet of the compressor, releases heat through the first water-cooled condenser, passes through the external heat exchanger, and then flows into the inlet of the compressor.

[0021] Optionally, the fourth circulation loop is: the coolant flows out from the outlet of the first water pump, absorbs heat through the first water-cooled condenser, passes through the PTC water heater and the heater core in sequence, and then flows into the inlet of the first water pump.

[0022] Optionally, the passenger compartment coolant circulation further includes a first three-way valve, wherein a first end of the first three-way valve is connected to the second end of the heater core, a second end of the first three-way valve is connected to the inlet of the first water pump, and a third end of the first three-way valve is connected to the third end of the battery heat exchanger;

[0023] When heating the power battery, the first end and the third end of the first three-way valve are connected, and the second end is closed; the coolant flows through the fifth circulation loop; and the refrigerant flows through the third circulation loop.

[0024] Optionally, the fifth circulation loop is: the coolant flows out from the outlet of the first water pump, absorbs heat through the first water-cooled condenser, passes through the PTC water heater and the heater core in sequence, flows into the first end of the first three-way valve, and flows out from the third end. After the coolant flows through the battery heat exchanger to dissipate heat, it passes through the third water pump and the battery pack cold plate, and then flows into the inlet of the first water pump.

[0025] Optionally, the refrigerant cycle includes a second switching valve, a first end of the second switching valve is connected to the first end of the first water-cooled condenser, and a second end of the second switching valve is connected to the second end of the battery heat exchanger;

[0026] The motor coolant circulation also includes a second three-way valve and a four-way valve; the battery coolant circulation also includes a one-way valve; the first end of the second three-way valve is connected to the second end of the drive motor, the second end of the second three-way valve is connected to the second end of the low-temperature radiator, the third end of the second three-way valve is connected to the first end of the four-way valve, the second end of the four-way valve is connected to the inlet of the second water pump, the third end of the four-way valve is connected to the second end of the one-way valve, the fourth end of the four-way valve is connected to the fourth end of the battery heat exchanger, and the first end of the one-way valve is connected to the third end of the battery heat exchanger;

[0027] When the passenger compartment is heated by the waste heat of the drive motor, the second switch valve is opened, the first end and the third end of the second three-way valve are opened, and the second end is closed; the first end and the third end of the four-way valve are connected, and the second end and the fourth end are connected; the coolant in the passenger compartment coolant circulation flows through the fourth circulation loop, the refrigerant flows through the sixth circulation loop, and the coolant in the motor coolant circulation flows through the seventh circulation loop.

[0028] Optionally, the sixth circulation loop is: the refrigerant flows out from the outlet of the compressor, passes through the first water-cooled condenser to dissipate heat, passes through the second switching valve, then passes through the battery heat exchanger to absorb heat, and then flows into the inlet of the compressor.

[0029] Optionally, the seventh circulation loop is: the coolant in the motor coolant circulation flows out from the outlet of the second water pump, passes through the motor heat exchanger, the small three-electric system, and the drive motor, flows in from the first end of the second three-way valve, flows out from the third end, passes through the first end and the third end of the four-way valve, and then passes through the one-way valve. After the heat is dissipated in the battery heat exchanger, it passes through the fourth end and the second end of the four-way valve, and finally flows into the inlet of the second water pump.

[0030] According to a second aspect of the present invention, a vehicle is provided, comprising the aforementioned thermal management system adapted for super-fast charging.

[0031] The above one or more technical solutions in the embodiments of this specification have at least the following technical effects:

[0032] The embodiments of this specification provide a thermal management system and vehicle adapted for super-fast charging. The thermal management system includes: a refrigerant cycle, a motor coolant cycle, and a battery coolant cycle. The refrigerant cycle includes a compressor, an off-vehicle heat exchanger, a motor heat exchanger, and a battery heat exchanger. The outlet of the compressor is connected to the first end of the off-vehicle heat exchanger, the second end of the off-vehicle heat exchanger is connected to the first end of the motor heat exchanger, the second end of the motor heat exchanger is connected to the second end of the battery heat exchanger, and the first end of the battery heat exchanger is connected to the inlet of the compressor. When the power battery is fast-charged, the gaseous refrigerant flows out of the compressor outlet, passes through the off-vehicle heat exchanger for heat dissipation, and then passes through the motor heat exchanger for heat dissipation, dissipating the heat to the motor coolant cycle. When the refrigerant passes through the battery heat exchanger, it absorbs heat from the battery coolant cycle, thereby cooling the power battery. In this way, by optimizing the existing thermal management system architecture, the refrigerant cycle and the coolant cycle are linked, and the radiators in each cycle are fully utilized, thereby effectively improving the heat dissipation efficiency during power battery fast charging.

[0033] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are specifically listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiment below. The accompanying drawings are for illustration purposes only and are not to be considered as limiting the present invention. Throughout the drawings, the same reference figures denote the same components. In the drawings:

[0035] FIG1 shows a block diagram of a thermal management system adapted for super-fast charging in an embodiment of the present invention.

[0036] FIG2 shows a schematic diagram of a thermal management system adapted for super-fast charging in an embodiment of the present invention.

[0037] Icons: Compressor-1, first water-cooled condenser-2, second expansion valve-3, external heat exchanger-4, second on-off valve-5, first on-off valve-6, one-way valve-7, first expansion valve-8, evaporator-9, motor heat exchanger-10, third expansion valve-11, battery heat exchanger-12, gas-liquid separator-13, PTC water heater-14, heater core-15, first three-way valve-16, throttle hole-17, one-way valve-18, third water pump-19, battery pack cold plate-20, four-way valve-21, first degassing chamber-22, second water pump-23, small three-electric system 24, drive motor-25, second three-way valve-26, low-temperature radiator-27, first water pump-28, second degassing chamber-29, cooling fan-30, air conditioning blower-31. DETAILED DESCRIPTION

[0038] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0039] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention as claimed, but rather merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort are intended to fall within the scope of protection of the present invention.

[0040] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0041] In the description of the present invention, it should also be noted that, unless otherwise expressly specified or limited, the terms "disposed," "installed," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to mechanical connections or electrical connections; they may refer to direct connections or indirect connections through an intermediate medium; and they may refer to internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0042] An embodiment of the present invention provides a thermal management system adapted for super-fast charging, as shown in FIG1 , including: a refrigerant circulation, a motor coolant circulation, and a battery coolant circulation.

[0043] The main components of the refrigerant cycle include a compressor, an off-vehicle heat exchanger, a motor heat exchanger, and a battery heat exchanger; the compressor outlet is connected to the first end of the off-vehicle heat exchanger, the second end of the off-vehicle heat exchanger is connected to the first end of the motor heat exchanger, the second end of the motor heat exchanger is connected to the second end of the battery heat exchanger, and the first end of the battery heat exchanger is connected to the compressor inlet;

[0044] When the power battery is fast charged, the gaseous refrigerant flows out from the compressor outlet, dissipates heat through the external heat exchanger, and then dissipates heat through the motor heat exchanger, dissipating the heat to the motor coolant circulation. When the refrigerant passes through the battery heat exchanger, it absorbs the heat of the battery coolant circulation, cooling the power battery.

[0045] As will be readily understood, in this embodiment, the refrigerant cycle primarily regulates the temperature of the power battery. When the power battery is super-fast charged, a significant amount of heat is generated. To minimize the impact on the battery's charging efficiency, this heat must be dissipated quickly. In this embodiment, when the power battery is fast-charging, the refrigerant cycle is activated. The refrigerant flows from the compressor outlet as a high-temperature, high-pressure gas. The refrigerant then reaches the off-board heat exchanger for heat dissipation. The refrigerant then reaches the motor heat exchanger, where it exchanges heat with the coolant in the motor coolant circuit, further dissipating the heat. The coolant then absorbs the heat dissipated by the refrigerant. The refrigerant then reaches the battery heat exchanger, where it absorbs the heat, removing heat from the power battery. Compared to existing technologies, this embodiment optimizes the thermal management system architecture, fully utilizing the air source and heat exchanger. This allows the refrigerant to dissipate heat multiple times through the off-board heat exchanger and the radiator in the motor coolant circuit. This improves the heat dissipation capacity of the power battery's thermal management system during fast charging, thereby enhancing the power battery's heat dissipation performance, reducing battery fast-charging time, and enhancing the user experience.

[0046] Specifically, the main components of the motor coolant circulation mentioned above include: a second water pump, three small electric devices, a drive motor, a motor three-way water valve, and a low-temperature radiator; wherein, the outlet of the second water pump is connected to the third end of the motor heat exchanger, the fourth end of the motor heat exchanger is connected to the inlet of the three small electric devices, the outlet of the three small electric devices is connected to the first end of the drive motor, the second end of the drive motor is connected to the second end of the low-temperature radiator, and the first end of the low-temperature radiator is connected to the inlet of the second water pump;

[0047] The battery coolant circulation includes: a third water pump and a battery pack cold plate; the outlet of the third water pump is connected to the second end of the battery pack cold plate, the first end of the battery pack cold plate is connected to the third end of the battery heat exchanger, and the fourth end of the battery heat exchanger is connected to the inlet of the third water pump.

[0048] It should be noted that when the power battery needs to be cooled during fast charging, the drive motor may not be turned on, but the coolant in the motor coolant loop is circulating. In other words, if the drive motor is not turned on, the coolant will carry away the heat of the refrigerant.

[0049] It is easy to understand that if the drive motor is turned on and needs to be cooled at this time, the coolant in the motor coolant circulation will take away the heat of the drive motor and the heat of the refrigerant at the same time.

[0050] For example, as shown in Figure 2, when the power battery needs to be cooled during fast charging, the compressor 1 works, driving the refrigerant to flow through the external heat exchanger 4 to dissipate heat to the outside, and then dissipate heat through the motor heat exchanger 10. The controller will control the third expansion valve 11 installed on the motor heat exchanger 10 and the battery heat exchanger 12 to open, throttling and cooling the refrigerant. The refrigerant flows through the battery heat exchanger 12 to evaporate and absorb heat, and then returns to the inlet of the compressor 1 through the gas-liquid separator 13 to form a refrigerant cycle. In the battery coolant circulation, the third water pump 19 is turned on to drive the coolant into the battery pack cold plate 20. The coolant absorbs the heat of the power battery and then enters the battery heat exchanger 12 through the throttle hole 17 to dissipate heat. During this process, the cooling fan 30 works to dissipate heat from the external heat exchanger 4, completing the cooling of the power battery.

[0051] When the drive motor is cooling, the coolant flows through the second circulation loop. The second circulation loop is as follows: the refrigerant flows out of the outlet of the second water pump 23, passes through the motor heat exchanger 10 to absorb heat, then passes through the small three-electric system 24, the drive motor 25, flows through the low-temperature radiator 27 to dissipate heat, and then flows through the first degassing chamber 22 and returns to the second water pump 23, forming a complete coolant circulation loop. The cooling fan 30 operates to dissipate heat from the low-temperature radiator 27, completing the drive motor heat dissipation process.

[0052] In one embodiment, the refrigerant cycle can also cool the passenger compartment. In this embodiment, the refrigerant cycle includes a first expansion valve 8 and an evaporator 9. The first end of the first expansion valve 8 is connected to the second end of the evaporator 9, and the second end of the first expansion valve 8 is connected to the second end of the external heat exchanger 4. Furthermore, the thermal management system includes a controller connected to the first expansion valve 8 and the third expansion valve 11. The controller is configured to control the first expansion valve 8 and switch the refrigerant cycle according to operating conditions.

[0053] When cooling the passenger compartment, the controller controls the first expansion valve 8 to open and the third expansion valve 11 to close, and the refrigerant flows through the first circulation loop.

[0054] The first circulation loop is as follows: the refrigerant flows out from the outlet of the compressor 1 , passes through the external heat exchanger 4 , the first expansion valve 8 , and the evaporator 9 in sequence to absorb heat, and then flows into the inlet of the compressor 1 .

[0055] During actual operation, the compressor 1 works, driving the refrigerant to flow through the external heat exchanger 4 to dissipate heat. The first expansion valve 8 throttles the refrigerant, and the refrigerant flows through the evaporator 9 to evaporate and absorb heat. The third expansion valve 11 is closed and returns to the inlet of the compressor 1 through the gas-liquid separator 13 to form a refrigerant cycle. The air-conditioning blower 31 works, pushing the hot air through the evaporator 9 for cooling, and the cooling fan 30 works to dissipate heat from the external heat exchanger 4 to complete the cooling of the passenger compartment.

[0056] In one embodiment, the thermal management system can also heat the passenger compartment. To achieve this, the thermal management system further includes a passenger compartment coolant circuit, which includes a first water pump 28, a heater core 15, and a PTC water heater 14. The refrigerant circuit also includes a first water-cooled condenser 2 and a first on / off valve 6.

[0057] The first end of the first water-cooled condenser 2 is connected to the first end of the external heat exchanger 4, the second end of the first water-cooled condenser 2 is connected to the outlet of the compressor 1, the second end of the first on-off valve 6 is connected to the second end of the external heat exchanger 4, and the first end of the first on-off valve 6 is connected to the inlet of the compressor 1. The outlet of the first water pump 28 is connected to the third end of the first on-off valve 6, the first end of the PTC water heater 14 is connected to the fourth end of the first water-cooled condenser 2, the second end of the PTC water heater 14 is connected to the first end of the heater core 15, and the second end of the heater core 15 is connected to the inlet of the first water pump 28. A one-way valve 7 may be provided between the second end of the external heat exchanger 4 and the third expansion valve 11, and a second expansion valve 3 may be provided before the first end of the external heat exchanger 4. A controller is connected to the one-way valve 7, the first on-off valve 6, and the second expansion valve 3 to control the one-way valve 7, the first on-off valve 6, and the second expansion valve 3 according to operating conditions to switch the refrigerant circulation circuit.

[0058] When heating the passenger compartment, the controller controls the first switch valve 6 to open, the refrigerant flows through the third circulation loop, and the coolant in the passenger compartment coolant circulation flows through the fourth circulation loop.

[0059] Among them, the third circulation loop is: the refrigerant flows out from the outlet of the compressor 1, releases heat through the first water-cooled condenser 2, passes through the external heat exchanger 4, and then flows into the inlet of the compressor 1.

[0060] The fourth circulation loop is: the coolant in the passenger compartment coolant circulation flows out from the outlet of the first water pump 28, absorbs heat through the first water-cooled condenser 2, passes through the PTC water heater 14 and the heater core 15 in sequence, and then flows into the inlet of the first water pump 28.

[0061] In this embodiment, when heating the passenger compartment, compressor 1 operates, compressing and heating the refrigerant. This heat is then driven to the first water condenser 2, where the high-temperature refrigerant dissipates heat. After dissipating this heat into the passenger compartment coolant circulation, the refrigerant condenses and cools. The refrigerant then flows into the second expansion valve 3, where it is throttled and depressurized, before entering the external heat exchanger 4, where it absorbs heat from the surrounding environment. The first expansion valve 8 and the third expansion valve 11 are closed, and the first on / off valve 6 is opened. The refrigerant then returns to the compressor 1 inlet via the gas-liquid separator 13, completing the refrigerant circulation. While the coolant is flowing, the first water pump 28 operates, driving the coolant into the first water condenser 2, where it absorbs heat and then enters the PTC water heater 14. After flowing through the heater core 15, it enters the first water pump 28, completing the coolant circulation. During this process, the coolant can also be replenished in the system via the second degassing chamber 29. The air conditioning blower 31 operates, pushing cold air through the heater core 15, where it is heated, completing the passenger compartment heating process.

[0062] In one embodiment, considering that low-temperature environments (e.g., temperatures below 10°C) may affect the performance of the power battery, the power battery is heated before startup to reach a suitable operating temperature. Based on this, this embodiment can also heat the power battery.

[0063] The passenger compartment coolant circulation also includes a first three-way valve 16, a first end of the first three-way valve 16 is connected to the second end of the heater core 15, a second end of the first three-way valve 16 is connected to the inlet of the first water pump 28, and a third end of the first three-way valve 16 is connected to the third end of the battery heat exchanger 12; a controller is connected to the first three-way valve 16, and is used to control the opening and closing of each port of the first three-way valve 16 according to the working conditions.

[0064] When heating the power battery, the controller controls the first and third ends of the first three-way valve 16 to be open, while the second end is closed. The coolant flows through the fifth circulation loop, and the refrigerant flows through the third circulation loop. When heating the power battery is not required, the controller controls the first and second ends of the first three-way valve 16 to be open, while the third end is closed.

[0065] The fifth circulation loop is as follows: the coolant flows from the outlet of the first water pump 28, absorbs heat in the first water-cooled condenser 2, then passes through the PTC water heater 14 and the heater core 15, flows into the first end of the first three-way valve 16, and flows out of the third end. The coolant flows through the battery heat exchanger 12 to dissipate heat, then passes through the third water pump 19 and the battery pack cold plate 20, and finally flows into the inlet of the first water pump 28. The third circulation loop is described above.

[0066] When actually performing the working condition of heating the power battery, the compressor 1 runs, compresses the refrigerant and heats it up, and drives the refrigerant to flow to the first water condenser 2. The high-temperature refrigerant dissipates heat in the first water condenser 2, and after dissipating the heat to the passenger compartment coolant circulation, the refrigerant condenses and cools down, flows into the second expansion valve 3 for throttling and pressure reduction, and then enters the outdoor heat exchanger 4 to absorb heat from the external environment. The first expansion valve 8 is closed, the third expansion valve 11 is closed, and the first switch valve 6 is opened. The refrigerant returns to the inlet of the compressor 1 through the gas-liquid separator 13 to form a refrigerant cycle.

[0067] When the coolant is circulating, the first water pump 28 runs, driving the coolant into the first water condenser 2 to absorb heat and then enter the PTC water heater 14. After flowing through the heater core 15, it enters port 1 of the first three-way valve 16. Ports 1 and 3 of the first three-way valve 16 are connected. After the coolant comes out of port 3 of the first three-way valve 16, it enters the battery heat exchanger 12 and then enters port 4 of the four-way valve 21. Ports 3 and 4 of the four-way valve 21 are connected. The coolant coming out of port 3 of the four-way valve 21 passes through the first electric water pump 19 and enters the power battery cold plate 20. Then the coolant enters the first water pump 28 to complete the coolant circulation. During this process, the coolant can be replenished through the second degassing chamber 29 to complete the power battery heating process.

[0068] It should be noted that the passenger compartment coolant circulation and the battery coolant circulation in this embodiment are connected, and the coolant can be the coolant in the passenger compartment coolant circulation or the coolant in the battery coolant circulation.

[0069] In one embodiment, considering that heat is generated when the drive motor is turned on, this waste heat can be used to heat the passenger compartment. Compared with a system that relies entirely on electric heaters for heating, it can greatly save energy, improve the vehicle's overall cruising range, and to a certain extent alleviate the problem of rapid power consumption in low-temperature environments.

[0070] In this embodiment, the refrigerant cycle includes a second switch valve 5, a first end of the second switch valve 5 is connected to the first end of the first water-cooled condenser 2, and a second end of the second switch valve 5 is connected to the second end of the motor heat exchanger 10;

[0071] The motor coolant circulation also includes a second three-way valve 26 and a four-way valve 21. The battery coolant circulation also includes a one-way valve 18. The first end of the second three-way valve 26 is connected to the second end of the drive motor 25, the second end of the second three-way valve 26 is connected to the second end of the low-temperature radiator 27, the third end of the second three-way valve 26 is connected to the first end of the four-way valve 21, the second end of the four-way valve 21 is connected to the inlet of the second water pump 23, the third end of the four-way valve 21 is connected to the second end of the one-way valve 18, the fourth end of the four-way valve 21 is connected to the fourth end of the battery heat exchanger 12, and the first end of the one-way valve 18 is connected to the third end of the battery heat exchanger 12. A controller is connected to the second on-off valve 5, the one-way valve 18, the four-way valve 21, and the second three-way valve 26 to control the second on-off valve 5, the one-way valve 18, the four-way valve 21, and the second three-way valve 26 according to operating conditions.

[0072] When the passenger compartment is heated using the drive motor's waste heat, the controller opens the second on-off valve 5 and opens the first and third ends of the second three-way valve 26, while closing the second end. The first and third ends of the four-way valve 21 are electrically conductive, while the second and fourth ends are electrically conductive. The coolant in the passenger compartment coolant circulation flows through the fourth loop, the refrigerant flows through the sixth loop, and the coolant in the motor coolant circulation flows through the seventh loop. When the drive motor's waste heat is no longer needed, the controller closes the second on-off valve 5, opens the first and second ends of the second three-way valve 26, and closes the third end. The first and second ends of the four-way valve 21 are electrically conductive, while the third and fourth ends are electrically conductive.

[0073] Among them, the sixth circulation loop is: the refrigerant flows out from the outlet of the compressor 1, passes through the first water-cooled condenser 2 to dissipate heat, passes through the second switch valve 5, then passes through the battery heat exchanger 12 to absorb heat, and then flows into the inlet of the compressor 1.

[0074] The seventh circulation loop is: the coolant in the motor coolant circulation flows out from the outlet of the second water pump 23, passes through the motor heat exchanger 10, the small three-electric device 24, and the drive motor 25, flows in from the first end of the second three-way valve 26, flows out from the third end, passes through the first end and the third end of the four-way valve 21, and then passes through the one-way valve 18. After heat dissipation in the battery heat exchanger 12, it passes through the fourth end and the second end of the four-way valve 21, and finally flows into the inlet of the second water pump 23.

[0075] When the passenger compartment is actually heated using the waste heat from the drive motor, compressor 1 operates, compressing and heating the refrigerant, driving the refrigerant to flow to first water condenser 2. The high-temperature refrigerant dissipates heat in first water condenser 2 and then condenses and cools the refrigerant after dissipating the heat into the passenger compartment coolant circulation. Second expansion valve 3 is closed, second on-off valve 5 is opened, first expansion valve 8 is closed, and third expansion valve 11 is opened to throttle and cool the refrigerant. The refrigerant absorbs heat from the coolant in battery heat exchanger 12 and returns to compressor 1 via gas-liquid separator 13, completing the refrigerant circulation.

[0076] When the coolant in the passenger compartment coolant circulation flows, the first water pump 28 runs, driving the coolant into the first water condenser 2 to absorb heat and then enters the PTC water heater 14. After flowing through the heater core 15, it enters the first water pump 28 to complete the coolant circulation. During this process, the coolant can be replenished through the second degassing chamber 29, and the air-conditioning blower 31 works to push the cold air through the heater core 15 to heat up, completing the heating of the passenger compartment.

[0077] When the coolant in the motor coolant circulation flows, the second water pump 23 drives the coolant to flow through the motor heat exchanger 10 and then enter the small three-electric 24. After absorbing heat through the drive motor 25, it enters the first end of the second three-way valve 26. The first end and the third end of the second three-way valve 26 are connected. After the coolant comes out of the third end of the second three-way valve 26, it enters the first end of the four-way valve 21. The first end and the third end of the four-way valve 21 are connected, and the second end and the fourth end are connected. After coming out of the third end of the four-way valve 21, the coolant flows through the one-way valve 18 and enters the battery heat exchanger 12 through the throttle hole 17 to release heat. Then, it flows into the fourth end of the four-way valve 21, flows out through the second end of the four-way valve 21, flows through the first degassing chamber 22 and enters the second water pump 23.

[0078] In addition, in spring and autumn when the ambient humidity is high, the thermal management system also needs to dehumidify and reheat the humid air inside or outside the vehicle to ensure that the air in the passenger compartment is dry and hot air, so as to avoid fogging of the windows in the vehicle and affecting driving safety.

[0079] In one embodiment, when the ambient temperature is less than the preset temperature, the operating condition of the thermal management system is heat pump heating and dehumidification, and the refrigerant flows as follows: the compressor 1 runs, compresses the refrigerant and heats it up, and drives the refrigerant to flow to the first water condenser 2. The high-temperature refrigerant dissipates heat in the first water condenser 2, and the refrigerant condenses and cools down after dissipating the heat into the warm air coolant circulation. The second expansion valve 3 is closed, the second switch valve 5 is opened, the first switch valve 6 is closed, and the first expansion valve 8 is opened to throttle the refrigerant. After the refrigerant passes through the second switch valve 5 and the motor heat exchanger 10, the refrigerant flows through the evaporator 9 to evaporate and absorb heat. The third expansion valve 11 is opened to throttle and cool the refrigerant. The refrigerant absorbs heat from the coolant in the battery heat exchanger 12, and returns to the compressor 1 through the gas-liquid separator 13 to form a refrigerant cycle.

[0080] When the coolant in the motor coolant circulation system flows, the first water pump 28 operates, driving the coolant into the first water condenser 2 for heat absorption before entering the PTC water heater 14. After flowing through the heater core 15, it enters the first end of the first three-way valve 16. The first and second ends of the first three-way valve 16 are connected, and the coolant exits the second end of the first three-way valve 16 and enters the first water pump 28, completing the coolant circulation. During this process, the coolant can be replenished through the second degassing chamber 29.

[0081] When the coolant in the motor coolant circulation flows, the second water pump 23 drives the coolant to flow through the motor heat exchanger 10 and then enters the small three-electric device 24 and the drive motor 25 in sequence to absorb heat, and then enters the first end of the second three-way valve 26. After coming out from the third end of the second three-way valve 26, it enters the first end of the four-way valve 21. The first end and the third end of the four-way valve 21 are connected, and the second end and the fourth end are connected. After coming out from the third end of the four-way valve 21, the coolant flows through the one-way valve 18, enters the battery heat exchanger 12 through the throttle hole 17 to release heat, and then flows into the fourth end of the four-way reversing valve 21. After flowing out through the second end of the four-way valve 21, the coolant flows through the first degassing chamber 22 and then enters the second water pump 23, forming a cooling circuit for recovering the waste heat of the drive motor; the air conditioning blower 31 works, pushing the humid air to pass through the evaporator 9 for condensation and dehumidification, and then passes through the heater core 15 for heating, completing the heating and dehumidification process of the passenger compartment.

[0082] When the passenger compartment is cooled and dehumidified and the ambient temperature is greater than the preset temperature, the system operates as a heat pump cooling and dehumidification system. Due to the increase in ambient temperature, the heat obtained from the evaporator 9 is sufficient for heating the heater core 15, so it no longer absorbs heat from the battery heat exchanger 12. The refrigerant operation process is as follows: the compressor 1 works, driving the refrigerant to flow through the first water condenser 2, the second expansion valve 3 is fully opened, the refrigerant flows through the external heat exchanger 4, the second switch valve 5 is closed, the first switch valve 6 is closed, the refrigerant flows through the one-way valve 7, the first expansion valve 8 throttles the refrigerant, the refrigerant flows through the evaporator 9 to evaporate and absorb heat, the third expansion valve 11 is closed, and the refrigerant returns to the compressor 1 via the gas-liquid separator 13 to form a refrigerant cycle. loop; the cooling fan 30 works to dissipate heat to the outdoor heat exchanger 4; when the coolant in the passenger compartment coolant circulation flows, the first water pump 28 runs, driving the coolant into the first water condenser 2 to absorb heat and then enters the PTC water heater 14, flows through the heater core 15 and enters the first end of the first three-way valve 16, the first end and the second end of the first three-way valve 16 are connected, and the coolant comes out of the second end of the first three-way valve 16 and enters the first water pump 28, completing the coolant circulation. During this process, the coolant can be replenished through the second degassing chamber 29; the air-conditioning blower 31 works, pushing the wet air to pass through the evaporator 9 for condensation and dehumidification, and then pass through the heater core 15 for heating, completing the heating and dehumidification process of the passenger compartment.

[0083] Passenger compartment cooling and dehumidification + battery cooling working condition: When the ambient temperature is greater than the preset temperature and the power battery has a cooling demand, the system's operating condition is heat pump cooling and dehumidification + battery cooling. Due to the increase in ambient temperature, the heat obtained from the evaporator 9 is sufficient for heating the heater core 15, so it no longer absorbs heat from the battery heat exchanger 12. The refrigerant operation process is as follows: the compressor 1 works, driving the refrigerant to flow through the first water condenser 2, the second expansion valve 3 is fully opened, and the refrigerant flows through the external heat exchanger 4 to dissipate heat to the outside, the second switch valve 5 is closed, the first switch valve 6 is closed, the refrigerant flows through the one-way valve 7, the first expansion valve 8 throttles and cools the refrigerant, the refrigerant flows through the evaporator 9 to evaporate and absorb heat, the third expansion valve 11 is opened, throttling and cooling the refrigerant, and the refrigeration The coolant flows through the battery heat exchanger 12 to evaporate and absorb heat, and returns to the compressor 1 through the gas-liquid separator 13 to form a refrigerant cycle; when the coolant in the passenger compartment coolant circulation flows, the first water pump 28 runs, driving the coolant into the first water condenser 2 to absorb heat and then enters the PTC water heater 14, flows through the heater core 15 and enters the first end of the first three-way valve 16, the first end and the second end of the first three-way valve 16 are connected, and the coolant comes out of the second end of the first three-way valve 16 and enters the first water pump 28, completing the coolant cycle. During this process, the coolant can be replenished through the second degassing chamber 29. When the coolant in the battery coolant circulation is flowing, the third and fourth ends of the four-way valve 21 are connected, the third water pump 19 is turned on, and the coolant is driven into the battery pack cold plate 20. After absorbing the heat of the battery pack, the coolant enters the battery heat exchanger 12 through the throttle hole 17 for heat exchange, and then enters the fourth end of the four-way valve 21 after heat exchange, forming a coolant circulation; the air conditioning blower 31 works, pushing the wet air through the evaporator 9 for condensation and dehumidification, and then passing through the heater core 15 for heating, completing the heating and dehumidification process of the passenger compartment.

[0084] Passenger compartment cooling and dehumidification + battery cooling + drive motor cooling operating conditions: When the ambient temperature is greater than the preset temperature and the power battery has a cooling demand, the system operates in the heat pump cooling and dehumidification + battery cooling condition. Due to the increase in ambient temperature, the heat obtained from the evaporator 9 is sufficient for heating the heater core 15, and no heat is absorbed from the battery heat exchanger 12. The refrigerant operation process is as follows: the compressor 1 works, driving the refrigerant to flow through the first water condenser 2, the second expansion valve 3 is fully opened, the refrigerant flows through the external heat exchanger 4 to dissipate heat to the outside, the second on-off valve 5 is closed, the first on-off valve 6 is closed, the refrigerant flows through the refrigerant check valve 7, the first expansion valve 8 throttles and cools the refrigerant, the refrigerant flows through the evaporator 9 to evaporate and absorb heat, the third expansion valve 11 is opened, throttling and cooling the refrigerant, the refrigerant flows through the battery heat exchanger 12 to evaporate and absorb heat, and finally returns to the inlet of the compressor 1 through the gas-liquid separator 13, forming a refrigerant cycle. When the coolant circulating in the passenger compartment flows, the first water pump 28 runs, driving the coolant into the first water condenser 2 to absorb heat, and then into the PTC water heater 14. After flowing through the heater core 15, it enters the first port of the first three-way valve 16. The first port and the second port of the first three-way valve 16 are connected. The coolant comes out of the second port of the first three-way valve 16 and enters the second water pump 28, completing the coolant circulation. During this process, the coolant replenishes the coolant in the system through the second degassing chamber 29. When the coolant in the coolant circulation flows, the third and fourth ends of the four-way valve 21 are connected, the third water pump 19 is turned on, driving the coolant into the battery pack cold plate 20, and the coolant absorbs the heat of the battery pack and enters the battery heat exchanger 12 through the throttle hole 17 for heat exchange. After heat exchange, it enters the fourth end of the four-way valve 21, forming a coolant circulation; the air-conditioning blower 31 works, pushing the wet air through the evaporator 9 for condensation and dehumidification, and then passing through the heater core 15 for heating, completing the heating and dehumidification process of the passenger compartment. When the coolant in the motor coolant circulation flows, the second water pump 23 runs, driving the coolant through the motor heat exchanger 10, entering the small three-electric 24 to absorb heat, and then entering the drive motor 25 to absorb heat, and then entering the first end of the second three-way valve 26. The first end and the second end of the second three-way valve 26 are connected. After the coolant comes out of the second end of the second three-way valve 26, it flows through the low-temperature radiator 27 for heat dissipation, and then flows through the first degassing chamber 22 back to the second water pump 23, forming a complete coolant circulation loop. The cooling fan 30 works to dissipate heat to the external heat exchanger 4 and the low-temperature radiator 27.

[0085] In summary, this embodiment provides a thermal management system adapted for super-fast charging, comprising: a refrigerant cycle, a motor coolant cycle, and a battery coolant cycle; the refrigerant cycle includes a compressor, an off-board heat exchanger, a motor heat exchanger, and a battery heat exchanger; the compressor outlet is connected to the first end of the off-board heat exchanger, the second end of the off-board heat exchanger is connected to the first end of the motor heat exchanger, the second end of the motor heat exchanger is connected to the second end of the battery heat exchanger, and the first end of the battery heat exchanger is connected to the compressor inlet; when the power battery is fast-charged, the gaseous refrigerant flows out of the compressor outlet, passes through the off-board heat exchanger for heat dissipation, and then passes through the motor heat exchanger for heat dissipation, dissipating the heat to the motor coolant cycle. When the refrigerant passes through the battery heat exchanger, it absorbs heat from the battery coolant cycle, thereby cooling the power battery. In this way, by optimizing the existing thermal management system architecture, the refrigerant cycle and the coolant cycle are linked, and the radiators in each cycle are fully utilized, thereby effectively improving the heat dissipation efficiency during power battery fast charging.

[0086] Based on the same inventive concept, this embodiment further provides a vehicle including a thermal management system adapted for super-fast charging according to the aforementioned embodiment. The vehicle is an electric vehicle, which may be a pure electric vehicle or a hybrid vehicle, and this embodiment does not limit this.

[0087] In summary, this embodiment provides a vehicle in which a thermal management system includes: a refrigerant cycle, a motor coolant cycle, and a battery coolant cycle. The refrigerant cycle includes a compressor, an off-board heat exchanger, a motor heat exchanger, and a battery heat exchanger. The compressor outlet is connected to the first end of the off-board heat exchanger, the second end of the off-board heat exchanger is connected to the first end of the motor heat exchanger, the second end of the motor heat exchanger is connected to the second end of the battery heat exchanger, and the first end of the battery heat exchanger is connected to the compressor inlet. When the power battery is fast-charging, gaseous refrigerant flows out of the compressor outlet, passes through the off-board heat exchanger for heat dissipation, and then passes through the motor heat exchanger for heat dissipation, dissipating heat to the motor coolant cycle. When passing through the battery heat exchanger, the refrigerant absorbs heat from the battery coolant cycle, thereby cooling the power battery. In this way, by optimizing the existing thermal management system architecture, the refrigerant cycle and the coolant cycle are linked, fully utilizing the radiators in each cycle, and effectively improving heat dissipation efficiency during power battery fast charging.

[0088] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working process of the controller described above can refer to the corresponding process in the aforementioned method, and will not be elaborated here.

[0089] The above are merely various embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A thermal management system adapted for super fast charging, characterized in that: include: Refrigerant circulation, motor coolant circulation, and battery coolant circulation; The refrigerant cycle includes a compressor, an off-vehicle heat exchanger, a motor heat exchanger, and a battery heat exchanger; the outlet of the compressor is connected to the first end of the off-vehicle heat exchanger, the second end of the off-vehicle heat exchanger is connected to the first end of the motor heat exchanger, the second end of the motor heat exchanger is connected to the second end of the battery heat exchanger, and the first end of the battery heat exchanger is connected to the inlet of the compressor; When the power battery is fast charged, the gaseous refrigerant flows out from the outlet of the compressor, dissipates heat through the external heat exchanger, and then dissipates heat through the motor heat exchanger to dissipate the heat to the motor coolant circulation. When passing through the battery heat exchanger, the refrigerant absorbs the heat of the battery coolant circulation to cool the power battery.

2. The system according to claim 1, characterized in that The motor coolant circulation includes: a second water pump, a small three-electric, a drive motor, a motor three-way water valve, and a low-temperature radiator; the outlet of the second water pump is connected to the third end of the motor heat exchanger, the fourth end of the motor heat exchanger is connected to the inlet of the small three-electric, the outlet of the small three-electric is connected to the first end of the drive motor, the second end of the drive motor is connected to the second end of the low-temperature radiator, and the first end of the low-temperature radiator is connected to the inlet of the second water pump; The battery coolant circulation includes: a third water pump and a battery pack cold plate; the outlet of the third water pump is connected to the second end of the battery pack cold plate, the first end of the battery pack cold plate is connected to the third end of the battery heat exchanger, and the fourth end of the battery heat exchanger is connected to the inlet of the third water pump.

3. The system according to claim 2, characterized in that The refrigerant cycle further includes a first expansion valve and an evaporator; a first end of the first expansion valve is connected to a second end of the evaporator, and a second end of the first expansion valve is connected to a second end of the external heat exchanger; When cooling the passenger compartment, the first expansion valve is opened and the refrigerant flows through the first circulation loop.

4. The system according to claim 3, characterized in that The first circulation loop is as follows: the refrigerant flows out from the outlet of the compressor, passes through the off-vehicle heat exchanger, the first expansion valve, and the evaporator in sequence to absorb heat, and then flows into the inlet of the compressor.

5. The system according to claim 2, characterized in that When the drive motor is cooled, the coolant flows through the second circulation loop.

6. The system according to claim 5, characterized in that The second circulation loop is as follows: the refrigerant flows out from the outlet of the second water pump, absorbs heat through the motor heat exchanger, and then passes through the small three-electric system, the drive motor, and the low-temperature radiator in sequence before flowing into the inlet of the second water pump.

7. The system according to claim 2, characterized in that: The thermal management system further includes a passenger compartment coolant circulation; the passenger compartment coolant circulation includes a first water pump, a heater core, and a PTC water heater; the refrigerant circulation also includes a first water-cooled condenser and a first switch valve; The first end of the first water-cooled condenser is connected to the first end of the external heat exchanger. The second end of the water-cooled condenser is connected to the outlet of the compressor, the second end of the first switch valve is connected to the second end of the off-vehicle heat exchanger, and the first end of the first switch valve is connected to the inlet of the compressor; the outlet of the first water pump is connected to the third end of the first switch valve, the first end of the PTC water heater is connected to the fourth end of the first water-cooled condenser, the second end of the PTC water heater is connected to the first end of the heater core, and the second end of the heater core is connected to the inlet of the first water pump; When heating the passenger compartment, the first switch valve is opened, the refrigerant flows through the third circulation loop, and the coolant in the passenger compartment coolant circulation flows through the fourth circulation loop.

8. The system according to claim 7, characterized in that: The third circulation loop is as follows: the refrigerant flows out from the outlet of the compressor, releases heat through the first water-cooled condenser, passes through the off-vehicle heat exchanger, and then flows into the inlet of the compressor.

9. The system according to claim 7, characterized in that: The fourth circulation loop is as follows: the coolant flows out from the outlet of the first water pump, absorbs heat through the first water-cooled condenser, passes through the PTC water heater and the heater core in sequence, and then flows into the inlet of the first water pump.

10. The system according to claim 7, characterized in that: The passenger compartment coolant circulation further includes a first three-way valve, a first end of the first three-way valve is connected to the second end of the heater core, a second end of the first three-way valve is connected to the inlet of the first water pump, and a third end of the first three-way valve is connected to the third end of the battery heat exchanger; When heating the power battery, the first end and the third end of the first three-way valve are connected, and the second end is closed; the coolant flows through the fifth circulation loop; and the refrigerant flows through the third circulation loop.

11. The system according to claim 10, characterized in that: The fifth circulation loop is as follows: the coolant flows out from the outlet of the first water pump, absorbs heat through the first water-cooled condenser, passes through the PTC water heater and the heater core in sequence, flows into the first end of the first three-way valve, and flows out from the third end; after the coolant flows through the battery heat exchanger to dissipate heat, it passes through the third water pump and the battery pack cold plate, and then flows into the inlet of the first water pump.

12. The system according to claim 7, characterized in that: The refrigerant cycle includes a second switch valve, a first end of the second switch valve is connected to a first end of the first water-cooled condenser, and a second end of the second switch valve is connected to a second end of the battery heat exchanger; The motor coolant circulation further includes a second three-way valve and a four-way valve; the battery coolant circulation further includes a one-way valve; a first end of the second three-way valve is connected to the second end of the drive motor, a second end of the second three-way valve is connected to the second end of the low-temperature radiator, a third end of the second three-way valve is connected to the first end of the four-way valve, a second end of the four-way valve is connected to the inlet of the second water pump, a third end of the four-way valve is connected to the second end of the one-way valve, a fourth end of the four-way valve is connected to the fourth end of the battery heat exchanger, and a first end of the one-way valve is connected to the third end of the battery heat exchanger; When the passenger compartment is heated by the waste heat of the driving motor, the second switch valve is opened, the first end and the third end of the second three-way valve are opened, and the second end is closed; the first end and the third end of the four-way valve are connected, and the second end and the fourth end are connected; the coolant in the passenger compartment coolant circulation flows through the fourth circulation loop, the refrigerant flows through the sixth circulation loop, and the coolant in the motor coolant circulation flows through the seventh circulation loop. loop.

13. The system according to claim 12, characterized in that: The sixth circulation loop is as follows: the refrigerant flows out from the outlet of the compressor, passes through the first water-cooled condenser to dissipate heat, passes through the second switch valve, then passes through the battery heat exchanger to absorb heat, and then flows into the inlet of the compressor.

14. The system according to claim 12, characterized in that: The seventh circulation loop is: the coolant in the motor coolant circulation flows out from the outlet of the second water pump, passes through the motor heat exchanger, the small three-electric, and the drive motor, flows in from the first end of the second three-way valve, flows out from the third end, passes through the first end and the third end of the four-way valve, and then passes through the one-way valve. After the battery heat exchanger dissipates heat, it passes through the fourth end and the second end of the four-way valve, and finally flows into the inlet of the second water pump.

15. A vehicle, characterized in that: The vehicle includes a thermal management system adapted for super-fast charging as described in any one of claims 1-14.

Images