CN218287365U

CN218287365U - Vehicle thermal management system and vehicle

Info

Publication number: CN218287365U
Application number: CN202222345479.5U
Authority: CN
Inventors: 王梅荣; 张冬生; 王沛; 刘少飞; 王森; 宋洪慧; 余显晟; 黄力; 陈月德
Original assignee: Beiqi Foton Motor Co Ltd
Current assignee: Beiqi Foton Motor Co Ltd
Priority date: 2022-09-02
Filing date: 2022-09-02
Publication date: 2023-01-13
Anticipated expiration: 2032-09-02

Abstract

The invention relates to a vehicle thermal management system and a vehicle, wherein the vehicle thermal management system comprises an engine, a heat exchange core body, a battery, an electric drive module, a heat exchanger and an air conditioning system; the heat exchange core body is used for heating a driving cabin; the cooling liquid outlet of the engine can be selectively connected with the cooling liquid inlet of the heat exchange core body and the cooling liquid inlet of the battery, and the cooling liquid outlet of the heat exchange core body and the cooling liquid outlet of the battery can be selectively connected with the cooling liquid inlet of the engine; the cooling liquid outlet of the electric drive module can be selectively connected with the cooling liquid inlet of the heat exchange core and the cooling liquid inlet of the battery; the vehicle thermal management system has a first working mode, and in the first working mode, the vehicle thermal management system heats the heat exchange core body through the engine and/or the electric drive module, and the air conditioning system cools the battery through the heat exchanger.

Description

Vehicle thermal management system and vehicle

Technical Field

The disclosure relates to the technical field of vehicle thermal management systems, in particular to a vehicle thermal management system and a vehicle.

Background

During use of the vehicle, when the ambient temperature is low, the cabin may require heating and the battery may also require heating. The conventional method is to heat the heat exchange core by the PTC heater to heat the driving cabin, and to heat the battery by the PTC heater. The heating mode has a single heating source, and the PTC heater consumes large power, shortens the driving mileage of the vehicle and has higher cost.

For the problem, 4 schemes, namely a scheme one, a scheme two, a scheme three and a scheme four, are provided in the related art respectively. The first scheme relates to a thermal management system which is provided with a refrigerant circulation loop and a cooling liquid circulation loop, wherein the refrigerant circulation loop and the cooling liquid circulation loop are coupled through a battery heat exchanger. The passenger compartment and/or the battery can be selectively heated by the three heating modes, for example, the passenger compartment and/or the battery can be heated by the engine waste heat alone, or the passenger compartment and/or the battery can be heated by the engine waste heat and the electric drive together, or the PTC19 can be heated by the engine waste heat, the electric drive waste heat and the electric drive together, or the like, i.e., the three heating modes can be respectively and independently used as heating sources, or can be combined in pairs as heating sources, or can be combined as heating sources, so that the reasonable distribution of heat can be realized. And in the heat management system, the passenger compartment and the battery can be heated or cooled simultaneously. However, with the above thermal management system, it is not possible to heat the passenger compartment while also cooling the battery.

The second scheme relates to a range-extended hybrid electric vehicle thermal management system, which can couple a motor cooling oil loop with an engine cooling water loop, couple the engine cooling water loop with a warm air water loop, heat a passenger cabin and a battery pack by using the warm air water loop, and cool the passenger cabin and the battery pack by using an air-conditioning refrigeration loop. The passenger compartment can be heated by the warm air loop while the battery is cooled by the refrigerant through the battery cooling loop in the low-temperature range-extending running mode and the low-temperature range-extending starting mode.

And the third scheme relates to a subarea heat management control system suitable for the extended range hybrid vehicle type, which comprises heat management control in a pure electric mode and an extended range mode, and heating loop control and refrigerant loop control are respectively carried out according to heat management requirements of a passenger cabin and a battery. The passenger compartment can be heated by utilizing the waste heat of the engine, the battery can be cooled by a battery refrigeration loop formed by sequentially connecting a condenser, an electric compressor, an electronic expansion valve, a first heat exchanger and the battery in series, and the battery can be cooled while the passenger compartment is heated.

The fourth aspect relates to a hybrid vehicle thermal management system in which the electric drive cooling circuit and the engine cooling circuit are highly integrated. In the cooling scheme of the battery device, the battery can be cooled by using an air conditioning system, in the heating scheme of the passenger compartment, the passenger compartment can be heated by using the heat of the integrated module of the electric drive and the engine, and the technical scheme of cooling the battery by using a refrigerant of the air conditioning system while heating the passenger compartment by using the integrated module of the electric drive and the motor is disclosed.

Although the second to fourth aspects disclose that the battery can be cooled while the passenger compartment of the vehicle is heated. However, the vehicle thermal management system disclosed in the first to fourth aspects does not solve the following problems: that is, the passenger compartment and/or the battery can be selectively heated by the engine and/or the electric drive module to improve the utilization of heat in the vehicle thermal management system, and the battery can be cooled while the passenger compartment is heated.

SUMMERY OF THE UTILITY MODEL

The purpose of the present disclosure is to provide a vehicle thermal management system and a vehicle, in the vehicle thermal management system, a heat exchange core and/or a battery can be selectively heated by an engine and/or an electric drive module, so that reasonable distribution of heat in the vehicle thermal management system can be realized, the utilization rate of heat in the vehicle thermal management system can be further improved, and the battery can be cooled while heating a driving cabin.

In order to achieve the above objects, according to one aspect of the present disclosure, there is provided a vehicle thermal management system including an engine, a heat exchange core, a battery, an electric drive module, a heat exchanger, and an air conditioning system;

the heat exchange core body is used for heating a driving cabin of a vehicle;

the cooling liquid outlet of the engine can be selectively connected with the cooling liquid inlet of the heat exchange core and the cooling liquid inlet of the battery, and the cooling liquid outlet of the heat exchange core and the cooling liquid outlet of the battery can be selectively connected with the cooling liquid inlet of the engine, so that the heat exchange core and the battery can be heated by using the waste heat of the engine;

the cooling liquid outlet of the electric drive module can be selectively connected with the cooling liquid inlet of the heat exchange core and the cooling liquid inlet of the battery, and the cooling liquid outlet of the heat exchange core and the cooling liquid outlet of the battery can be selectively connected with the cooling liquid inlet of the electric drive module, so that the waste heat of the electric drive module is utilized to heat the heat exchange core and the battery;

the air conditioning system exchanges heat with the battery through the heat exchanger, the vehicle thermal management system has a first working mode, in the first working mode, the vehicle thermal management system heats the heat exchange core through the engine and/or the electric drive module, and the air conditioning system cools the battery through the heat exchanger.

Optionally, the vehicle thermal management system further comprises a PTC heater;

when the battery and/or the heat exchange core are heated by the engine, the electric drive module and the PTC heater, the priority of the engine is higher than that of the electric drive module, and the priority of the electric drive module is higher than that of the PTC heater.

Optionally, the PTC heater is a PTC air-warming heater.

Optionally, the air conditioning system includes a compressor, a condenser, and a first expansion valve connected in sequence, and the heat exchanger has a first opening and a second opening;

the first opening is connected with a refrigerant outlet of the first expansion valve, and the second opening is connected with a refrigerant inlet of the compressor.

Optionally, the vehicle thermal management system further comprises a first water pump, a first three-way valve and a first four-way valve, and the heat exchanger further has a third opening and a fourth opening which are communicated;

a coolant outlet of the engine is connected with a coolant inlet of the first water pump, and a coolant outlet of the first water pump is connected with a first port of the first three-way valve;

a second port of the first three-way valve is connected with a cooling liquid inlet of the heat exchange core, a third port of the first three-way valve is connected with the third opening, and the fourth opening is connected with a cooling liquid inlet of the battery;

the first port of the first four-way valve is connected with a cooling liquid outlet of the engine, the second port of the first four-way valve is connected with a cooling liquid outlet of the heat exchange core body and a cooling liquid outlet of the battery, and the fourth port of the first four-way valve is connected with a cooling liquid inlet of the engine.

Optionally, the vehicle thermal management system further comprises a second four-way valve and a third four-way valve;

a first port of the second four-way valve is connected with a cooling liquid outlet of the battery, a second port of the second four-way valve is connected with a second port of the first four-way valve, and a third port of the second four-way valve is connected with the third opening;

a first port of the third four-way valve is connected with a cooling liquid inlet of the first water pump, a second port of the third four-way valve is connected with a cooling liquid outlet of the electric drive module, a third port of the third four-way valve is connected with the third opening, and a third port of the first four-way valve is connected with the cooling liquid inlet of the electric drive module.

Optionally, the vehicle thermal management system further comprises a first radiator, a fan, a second three-way valve, and a short-circuit branch;

the fan is used for blowing air to the first radiator, a cooling liquid inlet of the first radiator is connected with a fourth port of the third four-way valve, a cooling liquid outlet of the first radiator is connected with a first port of the second three-way valve, and a second port of the second three-way valve is connected with a cooling liquid inlet of the electric drive module;

one end of the short-circuit branch is connected with the fourth port of the third four-way valve, and the other end of the short-circuit branch is connected with the third port of the second three-way valve.

Optionally, the vehicle thermal management system further comprises a first temperature sensor, a second temperature sensor, a third temperature sensor and a fourth temperature sensor,

the first temperature sensor is arranged at the inlet position of a first port of the first three-way valve;

the second temperature sensor is arranged at the inlet position of a second port of the first four-way valve;

the third temperature sensor is arranged at a cooling liquid inlet of the electric drive module;

the fourth temperature sensor is used for detecting the temperature of the electric drive module.

Optionally, the vehicle thermal management system further comprises a second radiator, the coolant outlet of the engine is connected with the coolant inlet of the second radiator, and the coolant outlet of the second radiator is connected with the coolant inlet of the engine.

According to another aspect of the present disclosure, a vehicle is provided that includes the vehicle thermal management system described above.

Through the technical scheme, in the vehicle thermal management system provided by the disclosure, the heat exchange core body and/or the battery can be selectively heated through the engine and/or the electric drive module, so that the reasonable distribution of heat in the vehicle thermal management system is realized, and the utilization rate of heat in the vehicle thermal management system is improved.

The cooling liquid outlet of the engine is selectively connected with the cooling liquid inlet of the heat exchange core body and the cooling liquid inlet of the battery, and the cooling liquid outlet of the heat exchange core body and the cooling liquid outlet of the battery are selectively connected with the cooling liquid inlet of the engine, so that the waste heat of the engine can heat the heat exchange core body, the battery and the heat exchange core body and the battery simultaneously.

Coolant outlet through electric drive module is selectively continuous with the coolant inlet of heat transfer core, the coolant inlet of battery, and the coolant outlet of heat transfer core, the coolant outlet of battery are selectively continuous with the coolant inlet of electric drive module to make electric drive module's waste heat both can heat the heat transfer core, also can heat the battery, can also heat transfer core and battery simultaneously.

The vehicle thermal management system further comprises a first working mode, and under the first working mode, the vehicle thermal management system can cool the battery while heating the heat exchange core, namely, the battery can be cooled while heating the driving cabin, so that the practicability of the vehicle thermal management system is improved. When the heat exchange core body is heated, the waste heat of the engine can be utilized to heat the heat exchange core body, the waste heat of the electric drive module can be utilized to heat the heat exchange core body, or the waste heat of the engine and the waste heat of the electric drive module can be utilized to heat the heat exchange core body simultaneously.

That is to say, this openly provides vehicle thermal management system, realized the rational distribution of the heat in the vehicle thermal management system, improved the thermal utilization ratio in the vehicle thermal management system to the heating source has a variety, and the waste heat heating through engine and electric drive module also is the recovery to the used heat, and is with low costs, need not to utilize other energy consumptions during the heating, can guarantee the continuation of the journey mileage of vehicle.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

FIG. 1 is a schematic structural diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure;

fig. 2 is a schematic structural diagram of a vehicle thermal management system according to an exemplary embodiment of the present disclosure, in which a flow path of a cooling medium for cooling a battery is shown by thick lines and arrows;

FIG. 3 is a schematic structural diagram of a vehicle thermal management system according to an exemplary embodiment of the present disclosure, in which a flow path of a cooling medium for cooling a cabin is shown by thick lines and arrows;

FIG. 4 is a schematic structural diagram of a vehicle thermal management system provided in an exemplary embodiment of the present disclosure, in which the flow path of the coolant as it heats the heat exchange core through the engine is shown with thick lines and arrows;

FIG. 5 is a schematic structural diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the flow path of coolant as the battery is heated by the engine is shown with thick lines and arrows;

FIG. 6 is a schematic structural diagram of a vehicle thermal management system provided in an exemplary embodiment of the present disclosure, wherein the flow path of the coolant as the heat exchanging core and the battery are simultaneously heated by the engine is shown with thick lines and arrows;

FIG. 7 is a schematic structural diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the flow path of coolant when shorting the engine is shown with thick lines and arrows;

FIG. 8 is a schematic structural diagram of a vehicle thermal management system provided in an exemplary embodiment of the present disclosure, wherein the flow path of the coolant when the heat exchange core is heated by the electric drive module is shown with thick lines and arrows; FIG. 9 is a schematic diagram of a vehicle thermal management system according to an exemplary embodiment of the present disclosure, in which the flow path of the coolant as the battery is heated by the electric drive module is shown with thick lines and arrows;

FIG. 10 is a schematic structural diagram of a vehicle thermal management system provided in an exemplary embodiment of the present disclosure, wherein the flow paths of coolant when heating a heat exchanging core and a battery by an electric drive module are shown with thick lines and arrows;

FIG. 11 is a schematic structural diagram of a vehicle thermal management system provided in an exemplary embodiment of the present disclosure, wherein the flow path of the coolant of the second flow path is shown with thick lines and arrows;

FIG. 12 is a schematic structural diagram of a vehicle thermal management system provided in an exemplary embodiment of the present disclosure, wherein the flow path of the coolant of the third flow path is shown by thick lines and arrows;

FIG. 13 is a schematic diagram of a vehicle thermal management system according to an exemplary embodiment of the present disclosure, in which thick lines and arrows show the flow paths of the coolant and the cooling liquid when the battery is cooled

FIG. 14 is a schematic structural diagram of a vehicle thermal management system provided by an exemplary embodiment of the present disclosure, wherein the flow path of the coolant in the first flow path is shown by thick lines and arrows;

FIG. 15 is a schematic diagram of a vehicle thermal management system according to an exemplary embodiment of the present disclosure, in which the flow path of the coolant is shown with thick lines and arrows to dissipate heat for the electric drive module;

FIG. 16 is a schematic structural diagram of a vehicle thermal management system provided in an exemplary embodiment of the present disclosure, wherein the flow path of coolant is shown with thick lines and arrows while keeping the electric drive module warm;

FIG. 17 is a schematic diagram of a vehicle thermal management system according to an exemplary embodiment of the present disclosure, in which the flow path of the coolant is shown with thick lines and arrows to dissipate heat from the engine.

Description of the reference numerals

1-an engine; 2-a heat exchange core; 3-a battery; 4-an electric drive module; 5-a heat exchanger; 51-a first opening; 52-a second opening; 53-a third opening; 54-a fourth opening; 6-an air conditioning system; 61-a compressor; 62-a condenser; 63-a first expansion valve; 64-an evaporator; 65-a second expansion valve; 7-PTC heaters; 8-a first water pump; 9-a first three-way valve; 10-a first four-way valve; 11-a second four-way valve; 12-a third four-way valve; 13-a first heat sink; 14-a fan; 15-a second three-way valve; 16-short circuit branch; 17-a first temperature sensor; 18-a second temperature sensor; 19-a third temperature sensor; 20-a second heat sink; 21-a second water pump; 22-a third water pump; 23-a first expansion tank; 24-a second expansion tank.

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, unless otherwise specified, the terms of orientation such as "refrigerant inlet, coolant inlet, refrigerant outlet, and coolant outlet" are generally used with respect to the direction of flow of a fluid such as a refrigerant or a coolant, and specifically, the openings through which the fluid flows into components in a vehicle thermal management system such as a condenser, a battery, and an evaporator are "refrigerant inlet and coolant inlet", and the openings through which the fluid flows out from components in the vehicle thermal management system such as a condenser, a battery, and an evaporator are "refrigerant outlet and coolant outlet".

As shown in fig. 1 to 17, according to an aspect of the present disclosure, the present disclosure provides a vehicle thermal management system including an engine 1, a heat exchange core 2, a battery 3, an electric drive module 4, a heat exchanger 5, and an air conditioning system 6, wherein the heat exchange core 2 is used for heating a driving cabin of a vehicle.

The coolant outlet of the engine 1 can be selectively connected with the coolant inlet of the heat exchange core 2 and the coolant inlet of the battery 3, and the coolant outlet of the heat exchange core 2 and the coolant outlet of the battery 3 can be selectively connected with the coolant inlet of the engine 1, so that the heat exchange core 2 and the battery 3 can be heated by using the waste heat of the engine 1. The optional state here is that the connection and disconnection are available, when the coolant outlet of the engine 1 is communicated with the coolant inlet of the heat exchange core 2, and the coolant outlet of the heat exchange core 2 is communicated with the coolant inlet of the engine 1, the coolant flowing through the engine 1 can be heated by the waste heat generated by the engine 1, so that the heat exchange core 2 can be heated by the hot coolant flowing out of the coolant outlet of the engine 1, and the heat exchange core 2 can be used for heating the driving cabin of the vehicle. When the coolant outlet of the engine 1 communicates with the coolant inlet of the battery 3 and the coolant outlet of the battery 3 communicates with the coolant inlet of the engine 1, the hot coolant flowing out of the coolant outlet of the engine 1 can heat the battery 3.

The coolant outlet of electric drive module 4 can be selectively continuous with the coolant inlet of heat exchange core 2, the coolant inlet of battery 3, and the coolant outlet of heat exchange core 2, the coolant outlet of battery 3 can be selectively continuous with the coolant inlet of electric drive module 4 to utilize the waste heat of electric drive module 4 to heat exchange core 2 and battery 3. The alternative here is that can break-make, and when the coolant outlet of electric drive module 4 and the coolant inlet of heat transfer core 2 communicate, when the coolant outlet of heat transfer core 2 and the coolant inlet of electric drive module 4 communicate, because the produced waste heat of electric drive module 4 can heat the coolant that flows through electric drive module 4, thereby make the hot coolant that flows out from the coolant outlet of electric drive module 4 can heat transfer core 2, thereby make heat transfer core 2 can be for the heating of the cabin of driving of vehicle. When the coolant outlet of the electric drive module 4 communicates with the coolant inlet of the battery 3 and the coolant outlet of the battery 3 communicates with the coolant inlet of the electric drive module 4, the hot coolant flowing out of the coolant outlet of the electric drive module 4 can heat the battery 3.

The air conditioning system 6 exchanges heat with the battery 3 through the heat exchanger 5, the vehicle thermal management system has a first working mode, in the first working mode, the vehicle thermal management system heats the heat exchange core 2 through the engine 1 and/or the electric drive module 4, and the air conditioning system 6 cools the battery 3 through the heat exchanger 5. When the vehicle thermal management system is in the first working mode, the battery 3 can be cooled while the heat exchange core body 2 is heated, namely, the battery 3 can be cooled while the driving cabin is heated, so that the practicability of the vehicle thermal management system is improved. When the heat exchange core body 2 is heated, the heat exchange core body 2 can be heated by utilizing the waste heat of the engine 1, the heat exchange core body 2 can also be heated by utilizing the waste heat of the electric drive module 4, or the heat exchange core body 2 can also be heated by utilizing the waste heat of the engine 1 and the waste heat of the electric drive module 4.

Through the technical scheme, in the vehicle thermal management system provided by the disclosure, the heat exchange core body 2 and/or the battery 3 can be selectively heated through the engine 1 and/or the electric drive module 4, so that the reasonable distribution of heat in the vehicle thermal management system is realized, and the utilization rate of heat in the vehicle thermal management system is improved.

Through making the coolant outlet of engine 1 selectively link to each other with the coolant inlet of heat transfer core 2, the coolant inlet of battery 3, the coolant outlet of heat transfer core 2, the coolant outlet of battery 3 selectively link to each other with the coolant inlet of engine 1 to make the waste heat of engine 1 both can heat transfer core 2, also can heat battery 3, can also heat transfer core 2 and battery 3 simultaneously.

The coolant outlet through the electric drive module 4 is selectively connected with the coolant inlet of the heat exchange core 2 and the coolant inlet of the battery 3, and the coolant outlet of the heat exchange core 2 and the coolant outlet of the battery 3 are selectively connected with the coolant inlet of the electric drive module 4, so that the waste heat of the electric drive module 4 can heat the heat exchange core 2, the battery 3 and the heat exchange core 2 and the battery 3 simultaneously.

The vehicle thermal management system further comprises a first working mode, and under the first working mode, the vehicle thermal management system can cool the battery 3 while heating the heat exchange core body 2, namely, the battery 3 can be cooled while heating the driving cabin, so that the practicability of the vehicle thermal management system is improved. When the heat exchange core body 2 is heated, the heat exchange core body 2 can be heated by utilizing the waste heat of the engine 1, the heat exchange core body 2 can also be heated by utilizing the waste heat of the electric drive module 4, or the heat exchange core body 2 can also be heated by utilizing the waste heat of the engine 1 and the waste heat of the electric drive module 4.

That is to say, the vehicle thermal management system that this disclosure provided has realized the rational distribution of the heat in the vehicle thermal management system, has improved the thermal utilization ratio in the vehicle thermal management system to the heating source has a plurality of, and the waste heat heating through engine 1 and electric drive module 4 is also the recovery to used heat, and is with low costs, need not to utilize other energy consumptions during the heating, can guarantee the continuation of the journey mileage of vehicle.

In order to further improve the heat utilization rate, optionally, as shown in fig. 1, the vehicle thermal management system may further include a PTC heater 7, and when the battery 3 and/or the heat exchange core 2 are heated by the engine 1, the electric drive module 4 and the PTC heater 7, the priority of the engine 1 may be higher than that of the electric drive module 4, and the priority of the electric drive module 4 may be higher than that of the PTC heater 7.

Since the heat which can be provided by the waste heat of the engine 1 is greater than the heat which can be provided by the waste heat of the electric drive module 4, when the battery 3 and/or the heat exchange core 2 are heated by the engine 1 and the electric drive module 4, the priority of the engine 1 can be greater than that of the electric drive module 4, and when the waste heat of the engine 1 and the waste heat of the electric drive module 4 cannot satisfy the requirement of heating the battery 3 and/or the heat exchange core 2, the battery 3 and/or the heat exchange core 2 can be heated by the PTC heater 7, so that the priority of the electric drive module 4 is greater than that of the PTC heater 7.

That is to say, when the battery 3 and/or the heat exchange core 2 need to be heated, the battery 3 and/or the heat exchange core 2 is heated by using the waste heat of the engine 1 at first, when the waste heat of the engine 1 is insufficient, the battery 3 and/or the heat exchange core 2 can be heated by using the waste heat of the engine 1 and the waste heat of the electric drive module 4 at the same time, and when the waste heat of the engine 1 and the waste heat of the electric drive module 4 are insufficient, the heat exchange core 2 can be heated by using the waste heat of the engine 1, the waste heat of the electric drive module 4 and the PTC heater 7 at the same time. The priority division of the heat utilization is beneficial to improving the efficiency and the utilization rate of waste heat recovery, and further the purposes of energy conservation and emission reduction are achieved.

The PTC heater 7 may be a PTC air-heating heater or a PTC water-heating heater, which is not limited in this disclosure.

Alternatively, the PTC heater 7 may be a PTC air-warming heater. The PTC air heating heater has high heating efficiency and is more beneficial to heating the heat exchange core body 2.

Alternatively, as shown in fig. 2, the air conditioning system 6 may include a compressor 61, a condenser 62, and a first expansion valve 63 connected in sequence, the heat exchanger 5 has a first opening 51 and a second opening 52, the first opening 51 is connected to a refrigerant outlet of the first expansion valve 63, and the second opening 52 is connected to a refrigerant inlet of the compressor 61. The compressor 61 discharges high-temperature high-pressure gaseous refrigerant, the high-temperature high-pressure gaseous refrigerant flows into the condenser 62, heat is released in the condenser 62, so that medium-temperature gas-liquid two-phase mixed refrigerant flows out of the condenser 62, the gas-liquid two-phase mixed refrigerant is throttled and depressurized by the first expansion valve 63 and then is changed into low-temperature low-pressure liquid refrigerant, namely low-temperature low-pressure liquid refrigerant, the low-temperature low-pressure liquid refrigerant enters the heat exchanger 5 from the first opening 51, and is evaporated and absorbs heat in the first heat exchanger 5, so that the battery 3 is cooled, and the refrigerant after cooling the battery 3 can flow out of the second opening 52 and then returns to the compressor 61, so that the refrigerant can be recycled.

Alternatively, the first expansion valve 63 may be an electronic expansion valve.

Alternatively, as shown in fig. 3, the air conditioning system 6 may further include an evaporator 64 and a second expansion valve 65, the condenser 62 is further connected to the second expansion valve 65, the second expansion valve 65 is connected to the evaporator 64, and the evaporator 64 is connected to the compressor 61. In this way, the medium-temperature gas-liquid two-phase mixed refrigerant flowing out of the condenser 62 can be throttled and depressurized by the second expansion valve 65 to become a low-temperature and low-pressure liquid refrigerant, the low-temperature and low-pressure liquid refrigerant can enter the evaporator 64 to absorb heat of the passenger cabin, so as to realize refrigeration of the passenger cabin, and the refrigerant after refrigeration of the passenger cabin can return to the compressor 61 to realize recycling.

Alternatively, the second expansion valve 65 may be a thermostatic expansion valve.

In order to realize that the coolant outlet of the engine 1 can be selectively connected with the coolant inlet of the heat exchange core 2 and the coolant inlet of the battery 3, so that the heat exchange core 2 and/or the battery 3 can be selectively heated. Alternatively, as shown in fig. 1, the vehicle thermal management system may further include a first water pump 8, a first three-way valve 9, and a first four-way valve 10, the heat exchanger 5 may further have a third opening 53 and a fourth opening 54 that are communicated, a coolant outlet of the engine 1 is connected to a coolant inlet of the first water pump 8, a coolant outlet of the first water pump 8 is connected to a first port 91 of the first three-way valve 9, a second port 92 of the first three-way valve 9 is connected to a coolant inlet of the heat exchange core 2, a third port 93 of the first three-way valve 9 is connected to the third opening 53, the fourth opening 54 is connected to a coolant inlet of the battery 3, a second port 102 of the first four-way valve 10 is connected to each of the coolant outlet of the heat exchange core 2 and the coolant outlet of the battery 3, and a fourth port 104 of the first four-way valve 10 is connected to the coolant inlet of the engine 1.

As shown in fig. 4, when the heat exchange core 2 needs to be heated by the waste heat of the engine 1, the first port 91 and the second port 92 of the first three-way valve 9 may be turned on, and the second port 102 and the fourth port 104 of the first four-way valve 10 may be turned on, so that the coolant heated by the waste heat of the engine 1 may flow from the coolant outlet of the engine 1 to the first three-way valve 9 via the first water pump 8, and flow into the heat exchange core 2 from the coolant inlet of the heat exchange core 2 via the first port 91 and the second port 92 of the first three-way valve 9, so as to heat the heat exchange core 2, and then flow from the coolant outlet of the heat exchange core 2 to the first four-way valve 10, and flow back into the engine 1 from the coolant inlet of the engine 1 via the second port 102 and the fourth port 104 of the first four-way valve 10.

As shown in fig. 5, when it is necessary to heat the battery 3 by using the residual heat of the engine 1, the first port 91 and the third port 93 of the first three-way valve 9 may be turned on, and the second port 102 and the fourth port 104 of the first four-way valve 10 may be turned on, so that the coolant heated by the residual heat of the engine 1 may be supplied with power from the coolant outlet of the engine 1 to the first three-way valve 9 via the first water pump 8, may flow into the heat exchanger 5 from the third port 53 via the first port 91 and the third port 93 of the first three-way valve 9, and may flow into the coolant inlet of the battery 3 from the fourth port 54 to heat the battery 3, may flow into the first four-way valve 10 from the coolant outlet of the battery 3, may flow into the first four-way valve 10 via the second port 102 and the fourth port 104 of the first four-way valve 10, and may flow back into the engine 1 from the coolant inlet of the engine 1.

As shown in fig. 6, when it is necessary to heat both the heat exchange core 2 and the battery 3 by using the residual heat of the engine 1, the first port 91, the second port 92, and the third port 93 of the first three-way valve 9 may be communicated, and the second port 102 and the fourth port 104 of the first four-way valve 10 may be communicated.

The first water pump 8 can also be positioned between the heat exchange core 2 and the first four-way valve 10, that is, the cooling liquid inlet of the first water pump 8 is connected with the heat exchange core 2 and the cooling liquid outlet, and the cooling liquid outlet of the first water pump 8 is connected with the second port 102 of the first four-way valve 10; alternatively, the first water pump 8 may also be located between the first four-way valve 10 and the engine 1, i.e., the coolant inlet of the first water pump 8 is connected to the fourth port 104 of the first four-way valve 10, and the coolant outlet of the first water pump 8 is connected to the coolant inlet of the engine 1. In both cases, the coolant outlet of the engine 1 is directly connected to the first port 91 of the first three-way valve 9.

Alternatively, as shown in FIG. 7, the first port 101 of the first four-way valve 10 may be connected to a coolant inlet of the engine 1. When neither the heat exchange core 2 nor the battery 3 requires heating, the second port 102 and the first port 101 of the first four-way valve 10 can be connected, so that the engine 1 is short-circuited, and the heat exchange core 2 and/or the battery 3 is prevented from being heated by the waste heat of the engine 1.

In order to realize that the coolant outlet of the electric drive module 4 is selectively connected to the coolant inlet of the heat exchange core 2 and the coolant inlet of the battery 3, thereby realizing selective heating of the heat exchange core 2 and/or the battery 3, optionally, the vehicle thermal management system may further include a third four-way valve 12, a first port 121 of the third four-way valve 12 is connected to the coolant inlet of the first water pump 8, a second port 122 of the third four-way valve 12 is connected to the coolant outlet of the electric drive module 4, and a third port 103 of the first four-way valve 10 is connected to the coolant inlet of the electric drive module 4.

Alternatively, the vehicle thermal management system may further include a second four-way valve 11, a first port 111 of the second four-way valve 11 being connected to the coolant outlet of the battery 3, a second port 112 of the second four-way valve 11 being connected to the second port 102 of the first four-way valve 10, and a third port 113 of the second four-way valve 11 being connected to the third port 53.

As shown in fig. 8, when it is necessary to heat the heat exchange core 2 using the residual heat of the electric drive module 4, the second port 122 and the first port 121 of the third four-way valve 12, the first port 91 and the second port 92 of the first three-way valve 9, and the second port 102 and the third port 103 of the first four-way valve 10 may be turned on, so that the coolant heated by the residual heat of the electric drive module 4 may flow from the coolant outlet of the electric drive module 4 through the second port 122 and the first port 121 of the third four-way valve 12 which are turned on, and then flow to the first three-way valve 9 via the power supplied from the first water pump 8, flow from the coolant inlet of the heat exchange core 2 into the heat exchange core 2 through the first port 91 and the second port 92 of the first three-way valve 9 which are turned on, thereby heat the heat exchange core 2, flow from the coolant outlet of the heat exchange core 2 to the first four-way valve 10, flow from the second port 102 and the third port 103 of the first four-way valve 10 which are turned on, and flow back into the electric drive module 4 from the coolant inlet of the heat exchange core 4.

As shown in fig. 9, when it is required to heat the battery 3 using the residual heat of the electric drive module 4, the second port 122 and the first port 121 of the third four-way valve 12, the first three-way valve 9 and the first port 91 and the third port 93, the first port 111 and the second port 112 of the second four-way valve 11, and the second port 102 and the third port 103 of the first four-way valve 10 may be turned on, so that the coolant heated by the residual heat of the electric drive module 4 may pass through the second port 122 and the first port 121 of the turned on third four-way valve 12 from the coolant outlet of the electric drive module 4, and then power may be supplied to the first three-way valve 9 via the first water pump 8, flow into the heat exchanger 5 from the first port 91 and the third port 93 of the turned on first three-way valve 9, flow into the coolant inlet of the battery 3 from the fourth port 54 to heat exchanger 5, to heat the battery 3, flow from the coolant outlet of the battery 3 to the second four-way valve 11, flow into the second four-way valve 11 from the first port 111 and the second port 112 of the turned on second four-way valve 11, and flow back to the coolant inlet 103 of the electric drive module 4 and the first four-way valve 10.

As shown in fig. 10, when it is required to simultaneously heat the heat exchange core 2 and the battery 3 by using the residual heat of the electric drive module 4, the second port 122 and the first port 121 of the third four-way valve 12, the first port 91, the second port 92 and the third port 93 of the first three-way valve 9, the first port 111 and the second port 112 of the second four-way valve 11, and the second port 102 and the third port 103 of the first four-way valve 10 may be turned on.

To facilitate heating of the battery 3 by the electric drive module 4, optionally, a third port 123 of the third four-way valve 12 may be connected to the third opening 53. When the battery 3 has a heating demand and the battery 3 is heated by the residual heat of the electric drive module 4, the second port 121 and the third port 123 of the third four-way valve 12 may be turned on, so that the path of the cooling liquid may be shortened, as shown in fig. 11, so that the flow path of the cooling liquid is a second flow path: the electric drive module 4 → the second and

third ports

121 and 123 of the third four-way valve 12 → the heat exchanger 5 → the battery 3 → the first and

second ports

111 and 112 of the second four-way valve 11 → the second and

third ports

102 and 103 of the first four-way valve 10 → the electric drive module 4, since this one second flow path can be omitted to pass through the first water pump 8 and the first three-way valve 9, the path along which the cooling liquid flows is shortened, and heating of the battery 3 by the electric drive module 4 is facilitated.

To further facilitate heating of the battery 3 by the electric drive module 4, optionally, as shown in fig. 12, a fourth port 114 of the second four-way valve 11 may be connected to a cooling inlet of the electric drive module 4. When the battery 3 has a heating demand and the battery 3 is heated by the residual heat of the electric drive module 4, the first port 111 and the fourth port 114 of the second four-way valve 11 may be turned on, so that the path through which the cooling liquid flows may be further shortened, as shown in fig. 12, making the flow path of the cooling liquid a third flow path: electric drive module 4 → second and

third ports

121 and 123 of third four-way valve 12 → heat exchanger 5 → battery 3 → first and

fourth ports

111 and 114 of second four-way valve 11 → electric drive module 4, since the third flow path can be omitted from passing through first four-way valve 10 as compared with the second flow path, the path along which the coolant flows is further shortened, and heating of battery 3 by electric drive module 4 is further facilitated.

As shown in fig. 13, when the battery 3 needs cooling, the battery 3 may be cooled by the heat exchanger 5 of the air conditioning system 6, and at this time, the first port 111 and the third port 113 of the second four-way valve 11 may be connected, the coolant enters the heat exchanger 5 from the third port 53, and releases heat in the heat exchanger 5, so as to become cold coolant with a lower temperature, the cold coolant flows from the fourth port 54 to the coolant inlet of the battery 3, so that the cold coolant can cool the battery 3, and the coolant flows out of the coolant outlet of the battery 3, passes through the first port 111 and the third port 113 of the second four-way valve 11 connected, and returns to the heat exchanger 5 from the third port 53, so as to achieve circulation flow of the coolant.

For the above cooling of the battery 3, as shown in fig. 14, the path through which the coolant flows is the first flow path: the heat exchanger 5 → the battery 3 → the first port 111 and the third port 113 of the second four-way valve 11 → the heat exchanger 5, and the cooling of the battery 3 is realized through the single first flow path, so that it is not necessary to use the hot coolant with higher temperature flowing out from the coolant outlet of the engine 1 or the coolant outlet of the electric drive module 4 to enter the heat exchanger 5 for cooling and then cool the battery 3, thereby improving the cooling effect of the battery 3, and because of the single first flow path, the battery 3 can be cooled while the heat exchange core body 2 is heated by the engine 1 and/or the electric drive module 4, thereby improving the practicability of the vehicle heat management system provided by the present disclosure.

Alternatively, as shown in fig. 1, the vehicle thermal management system may further include a second water pump 21, and the second water pump 21 may be located at any suitable position as long as it can provide a flow capacity for the coolant flowing through the battery 3. In one embodiment, the second water pump 21 may be located between the second four-way valve 11 and the heat exchanger 5, i.e., the coolant inlet of the second water pump 21 is connected to the third port 113 of the second four-way valve 11, and the coolant outlet of the second water pump 21 is connected to the third port 53, thereby providing power for the flow of the coolant.

In order to dissipate heat from the coolant flowing through the electric drive module 4, as shown in fig. 1, the vehicle thermal management system may further optionally include a first radiator 13, a fan 14, and a second three-way valve 15, wherein the fan 14 is used to blow air through the first radiator 13, a coolant inlet of the first radiator 13 is connected to the fourth port 124 of the third four-way valve 12, a coolant outlet of the first radiator 13 is connected to the first port 151 of the second three-way valve 15, and a second port 152 of the second three-way valve 15 is connected to a coolant inlet of the electric drive module 4.

As shown in fig. 15, when the residual heat of the electric drive module 4 is not required to be used, the second port 122 and the fourth port 124 of the third four-way valve 12 and the first port 151 and the second port 152 of the second three-way valve 15 can be conducted, the hot coolant flowing out from the coolant outlet of the electric drive module 4 can flow into the first radiator 13 through the second port 122 and the fourth port 124 of the third four-way valve 12 which are conducted, in the first radiator 13, the fan 14 blows air to the first radiator 13, so that the coolant with the high temperature in the first radiator 13 can be cooled by heat dissipation to become the coolant with the low temperature, and the coolant with the low temperature flows out from the coolant outlet of the first radiator 13, passes through the first port 151 and the second port 152 of the second three-way valve 15 which are conducted, and then flows back into the electric drive module 4.

Alternatively, as shown in FIG. 1, the vehicle thermal management system may further include a third water pump 22, and the third water pump 22 may be located at any suitable location that provides the ability to flow coolant through the electric drive module 4. In one embodiment, the third water pump 22 may be located between the second three-way valve 15 and the electric drive module 4, i.e., the cooling inlet of the third water pump 22 is connected to the second port 152 of the second three-way valve 15 and the cooling outlet of the third water pump 22 is connected to the cooling inlet of the electric drive module 4 to power the flow of cooling fluid.

Optionally, the vehicle thermal management system may further include a first expansion tank 23, and the first expansion tank 23 may supplement the coolant circulation flow path of the electric drive module 4 with coolant.

In order to keep the electric drive module 4 warm, optionally, as shown in fig. 16, the vehicle thermal management system may further include a short-circuit branch 16, one end of the short-circuit branch 16 is connected to the fourth port 124 of the third four-way valve 12, and the other end of the short-circuit branch 16 is connected to the third port 153 of the second three-way valve 15. When the heat preservation of the electric drive module 4 is required, the second port 122 and the fourth port 124 of the third four-way valve 12 and the third port 153 and the second port 152 of the second three-way valve 15 may be conducted, and the cooling liquid flowing out from the cooling liquid outlet of the electric drive module 4 may directly flow into the short-circuit branch 16 through the second port 122 and the fourth port 124 of the conducted third four-way valve 12, and then flow back into the electric drive module 4 from the short-circuit branch 16 through the third port 153 and the second port 152 of the conducted second three-way valve 15, so as to avoid the heat loss of the electric drive module 4 and preserve the heat of the electric drive module 4.

In order to dissipate heat from the engine 1, the vehicle thermal management system may further optionally include a second radiator 20, as shown in fig. 17, with the coolant outlet of the engine 1 being connected to the coolant inlet of the second radiator 20, and the coolant outlet of the second radiator 20 being connected to the coolant inlet of the engine 1. The second radiator 20 can radiate heat from the coolant having a relatively high temperature flowing out from the coolant outlet of the engine 1 to turn the coolant into a coolant having a low temperature, and then return the coolant to the engine 1 to cool the engine 1.

Optionally, the vehicle thermal management system may further include a second expansion tank 24, and the second expansion tank 24 may supplement the coolant circulation flow path of the engine 1 with the coolant.

Optionally, the vehicle thermal management system may further comprise a first temperature sensor 17, the first temperature sensor 17 being arranged at the inlet of the first port 91 of the first three-way valve 9. The condition that the engine 1 can be used as a heating source is that the temperature of the coolant detected by the first temperature sensor 17 is greater than or equal to a first preset temperature, which indicates that the temperature provided by the residual heat of the engine 1 is sufficient to heat the hot coolant flowing out of the engine 1 to a temperature greater than the temperature of the heat exchange core 2 and/or the battery 3 at that time, so that the coolant flowing out of the engine 1 can heat the heat exchange core 2 and/or the battery 3.

Optionally, the vehicle thermal management system may further include a second temperature sensor 18 and a third temperature sensor 19, the second temperature sensor 18 being disposed at a second port inlet of the first four-way valve 10, and the third temperature sensor 19 being disposed at a coolant inlet of the electric drive module 4.

The conditions under which the engine 1 can be solely used as a heating source are that the temperature of the coolant detected by the first temperature sensor 17 is greater than or equal to a first preset temperature, the temperature of the coolant detected by the second temperature sensor 18 is greater than or equal to a second preset temperature, and the temperature of the coolant detected by the third temperature sensor 19 is less than or equal to a third preset temperature.

The temperature of the coolant detected by the first temperature sensor 17 is greater than or equal to the first preset temperature, which indicates that the temperature provided by the waste heat of the engine 1 is sufficient to heat the hot coolant flowing out of the engine 1 to a temperature greater than the temperature of the heat exchange core 2 and/or the battery 3 at that time, so that the coolant flowing out of the engine 1 can heat the heat exchange core 2 and/or the battery 3. At this time, the refrigerant fluid from the engine 1 may be introduced into the heat exchange core 2 and/or the battery 3.

The temperature of the cooling liquid detected by the third temperature sensor 19 is less than or equal to the third preset temperature, which indicates that the temperature of the cooling liquid entering the electric drive module 4 cannot meet the requirement, so that the temperature of the cooling liquid flowing out of the electric drive module 4 is lower than the temperature of the heat exchange core 2 and/or the battery 3, and the heating effect on the heat exchange core 2 and/or the battery 3 is not achieved. At this time, the cooling liquid flowing out of the cooling outlet of the electric drive module 4 may not be introduced into the heat exchange core 2 and/or the battery 3. The heating heat of the heat exchange core 2 and/or the battery 3 is completely provided by the engine 1.

Since the temperature of the coolant detected by the second temperature sensor 18 is greater than or equal to the second preset temperature, it indicates that the temperature of the coolant supplied by the engine 1 alone after heating the heat exchange core 2 and/or the battery 3 is within the preset range, and also indicates that the temperature difference of the coolant entering and exiting the heat exchange core 2 and/or the battery 3 is within the preset range, which means that the heating of the heat exchange core 2 and/or the battery 3 meets the preset requirement, which means that the engine 1 alone can be used as a heating source.

Optionally, the vehicle thermal management system may further include a fourth temperature sensor (not shown) for detecting a temperature of the electric drive module 4.

The condition that the electric drive module 4 can be used as a heating source is that the temperature of the coolant detected by the third temperature sensor 19 is greater than or equal to a third preset temperature, and the temperature of the electric drive module 4 detected by the fourth temperature sensor is greater than or equal to a fourth preset temperature. Wherein the temperature of the coolant detected by the third temperature sensor 19 is greater than or equal to the third preset temperature, and the temperature of the coolant detected by the fourth temperature sensor is greater than or equal to the fourth preset temperature, it indicates that the temperature of the coolant entering the electric drive module 4 (i.e., the temperature of the coolant detected by the third temperature sensor 19) and the temperature of the electric drive module 4 itself (i.e., the temperature of the coolant detected by the fourth temperature sensor) can be used for heating the heat exchanging core 2 and/or the battery 3, in other words, if the electric drive module 4 is used as a heating source, the temperature of the coolant flowing out from the coolant outlet of the electric drive module 4 is greater than the temperature of the heat exchanging core 2 and/or the battery 3, so that the coolant flowing out from the electric drive module 4 can heat the heat exchanging core 2 and/or the battery 3.

The conditions that the electric drive module 4 can be solely used as a heating source are that the temperature of the coolant detected by the first temperature sensor 17 is less than or equal to a first preset temperature, the temperature of the coolant detected by the third temperature sensor 19 is greater than or equal to a third preset temperature, and the temperature of the electric drive module 4 detected by the fourth temperature sensor is greater than or equal to a fourth preset temperature. And the temperature of the cooling liquid detected by the second temperature sensor 18 is greater than or equal to a second preset temperature.

The temperature of the coolant detected by the first temperature sensor 17 is less than or equal to the first preset temperature, which indicates that the temperature of the coolant flowing out of the engine 1 cannot meet the heating requirement of the heat exchange core 2 and/or the battery 3, that is, the temperature provided by the waste heat of the engine 1 is not enough to heat the hot coolant flowing out of the engine 1 to be greater than the temperature of the heat exchange core 2 and/or the battery 3 at the time, the temperature provided by the waste heat of the engine 1 (i.e., the temperature of the coolant detected by the first temperature sensor 17) is not enough, at the time, the engine 1 cannot be used as a heating source, and at the time, the coolant from the engine 1 may not be introduced into the heat exchange core 2 and/or the battery 3.

The temperature of the cooling fluid detected by the third temperature sensor 19 is greater than or equal to the third preset temperature and the temperature of the cooling fluid detected by the fourth temperature sensor is greater than or equal to the fourth preset temperature, indicating that the temperature of the cooling fluid entering the electric drive module 4 (i.e. the temperature of the cooling fluid detected by the third temperature sensor 19) and the temperature of the electric drive module 4 itself (i.e. the temperature of the cooling fluid detected by the fourth temperature sensor) can be used for the thermal core 2 and/or the battery 3.

Similarly, since the temperature of the coolant detected by the second temperature sensor 18 is greater than or equal to the second preset temperature, it indicates that the temperature of the coolant separately provided by the electric drive module 4 after heating the heat exchange core 2 and/or the battery 3 is within the preset range, and also indicates that the temperature difference of the coolant entering and exiting the heat exchange core 2 and/or the battery 3 is within the preset range, which means that the heating of the heat exchange core 2 and/or the battery 3 meets the preset requirement, which means that the electric drive module 4 can be used as a heating source alone.

The preferred embodiments of the present disclosure are described in detail above with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details in the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the above embodiments, the various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various possible combinations will not be further described in the present disclosure.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure as long as it does not depart from the gist of the present disclosure.

Claims

1. A vehicle thermal management system is characterized by comprising an engine, a heat exchange core body, a battery, an electric drive module, a heat exchanger and an air conditioning system;

the heat exchange core body is used for heating a driving cabin of a vehicle;

the cooling liquid outlet of the engine can be selectively connected with the cooling liquid inlet of the heat exchange core and the cooling liquid inlet of the battery, and the cooling liquid outlet of the heat exchange core and the cooling liquid outlet of the battery can be selectively connected with the cooling liquid inlet of the engine so as to heat the heat exchange core and the battery by using the waste heat of the engine;

2. The vehicle thermal management system of claim 1, further comprising a PTC heater;

when the engine, the electric drive module and the PTC heater are used for heating the battery and/or the heat exchange core, the priority of the engine is higher than that of the electric drive module, and the priority of the electric drive module is higher than that of the PTC heater.

3. The vehicle thermal management system of claim 2, wherein the PTC heater is a PTC air-warming heater.

4. The vehicle thermal management system of claim 1, wherein the air conditioning system comprises a compressor, a condenser, a first expansion valve connected in series, the heat exchanger having a first opening and a second opening;

5. The vehicle thermal management system of any of claims 1-4, further comprising a first water pump, a first three-way valve, and a first four-way valve, the heat exchanger further having a third opening and a fourth opening in communication;

6. The vehicle thermal management system of claim 5, further comprising a second four-way valve and a third four-way valve;

a first port of the third four-way valve is connected with a cooling liquid inlet of the first water pump, a second port of the third four-way valve is connected with a cooling liquid outlet of the electric drive module, a third port of the third four-way valve is connected with the third opening, and a third port of the first four-way valve is connected with a cooling liquid inlet of the drive module.

7. The vehicle thermal management system of claim 6, further comprising a first radiator, a fan, a second three-way valve, and a short circuit branch;

one end of the short circuit branch is connected with the fourth port of the third four-way valve, and the other end of the short circuit branch is connected with the third port of the second three-way valve.

8. The vehicle thermal management system of claim 5, further comprising a first temperature sensor, a second temperature sensor, a third temperature sensor, and a fourth temperature sensor,

9. The vehicle thermal management system of claim 1, further comprising a second radiator, the coolant outlet of the engine being connected to the coolant inlet of the second radiator, the coolant outlet of the second radiator being connected to the coolant inlet of the engine.

10. A vehicle comprising a vehicle thermal management system according to any of claims 1-9.