Thermal management system and vehicle with same

Abstract

The utility model discloses a thermal management system and a vehicle with the thermal management system, the thermal management system comprises a power assembly, a vehicle exterior radiator, a suspension assembly and a control valve, the first end of the vehicle exterior radiator is communicated with the first end of the power assembly; the first end of the suspension assembly is communicated with the first end of the external radiator; the control valve comprises a first valve port, a second valve port, a third valve port and a fourth valve port, the first valve port is communicated with the second end of the external radiator, the second valve port is communicated with the second end of the power assembly, the third valve port is respectively communicated with the first end of the power assembly and the first end of the suspension assembly, and the fourth valve port is communicated with the second end of the suspension assembly; at least two of the first valve port, the second valve port, the third valve port and the fourth valve port are communicated with each other. According to the thermal management system, the suspension assembly is heated or cooled through the cooling liquid flowing out of the radiator outside the vehicle, the NVH performance of the whole vehicle in the low-temperature environment is improved, comfort is improved, and the service life of the suspension assembly is prolonged.

Description

Technical Field

[0001] The utility model relates to the technical field of thermal management systems for vehicles, in particular to a thermal management system and a vehicle with the same. Background Art

[0002] In new energy vehicles, the thermal management system is the core of the vehicle's energy management, which can ensure that the key components of the vehicle can operate within the optimal operating temperature range, thereby optimizing the vehicle's performance, efficiency, safety, and extending the service life of the components. Among them, the engine mounting system is a structure that elastically connects the vehicle's powertrain and the body / frame. The performance of the engine mounting system is directly related to the vibration transmission between the engine and the body, affecting the noise, vibration and harshness (NVH) performance of the vehicle.

[0003] In the related technology, the engine suspension system mostly adopts a hydraulic suspension structure, and the main vibration isolator of the hydraulic suspension structure is a natural rubber part. The hydraulic suspension structure is filled with oil to achieve damping performance and improve the comfort of the whole vehicle. However, since natural rubber is a crystalline rubber, the movement of the molecular chain segments is weakened and the dynamic stiffness increases in a low temperature environment, resulting in a decrease in the vibration reduction performance of the main vibration isolator. In addition, the low temperature environment will slow down the flow of oil, resulting in poor NVH performance of the whole vehicle and affecting comfort. Similarly, the molecular structure of natural rubber will change in a high temperature environment for a long time, resulting in a decrease in its elasticity, strength and toughness, affecting the vibration reduction and support capabilities of the main vibration isolator, and it is prone to cracking, hardening and embrittlement, affecting the service life of the main vibration isolator. Utility Model Content

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the utility model is to propose a thermal management system that improves the NVH performance of the whole vehicle in a low temperature environment, enhances the comfort of the user during use, and can extend the service life of the suspension assembly.

[0005] Another object of the present utility model is to provide a vehicle including the thermal management system.

[0006] According to the thermal management system of the first aspect embodiment of the utility model, it includes: a power assembly; an external radiator, a first end of the external radiator is connected to the first end of the power assembly; a suspension assembly, a first end of the suspension assembly is connected to the first end of the external radiator; a control valve, the control valve includes a first valve port, a second valve port, a third valve port and a fourth valve port, the first valve port is connected to the second end of the external radiator, the second valve port is connected to the second end of the power assembly, the third valve port is respectively connected to the first end of the power assembly and the first end of the suspension assembly, and the fourth valve port is connected to the second end of the suspension assembly; wherein at least two of the first valve port, the second valve port, the third valve port and the fourth valve port are connected to each other.

[0007] According to the thermal management system of the embodiment of the utility model, by making the first valve port of the control valve communicate with the radiator outside the vehicle, the second valve port communicate with the powertrain, the third valve port communicate with the powertrain and the suspension assembly respectively, and the fourth valve port communicate with the suspension assembly, at least two of the four valve ports can be communicated when the thermal management system is working. Therefore, compared with the traditional engine suspension system, the thermal management system can use the high-temperature coolant flowing out of the powertrain to heat the suspension assembly, and use the low-temperature coolant flowing out of the radiator outside the vehicle to cool the suspension assembly, so that the suspension assembly operates in the optimal operating temperature range in a low-temperature environment or a high-temperature environment, thereby improving the NVH performance of the whole vehicle in a low-temperature environment, improving the comfort of the user when using, and extending the service life of the suspension assembly.

[0008] According to some embodiments of the utility model, the thermal management system also includes: a water-cooled condenser, a first end of the water-cooled condenser is connected to the third valve port; a heater, a first end of the heater is connected to the second end of the water-cooled condenser, and the second end of the heater is respectively connected to the first end of the powertrain and the first end of the suspension assembly.

[0009] According to some embodiments of the present utility model, the control valve includes a valve body and a valve core, the valve body specifically includes the first valve port, the second valve port, the third valve port and the fourth valve port, and the valve core is rotatably disposed in the valve body.

[0010] According to some embodiments of the utility model, the thermal management system has a first operating mode, a second operating mode and a third operating mode. When the thermal management system is in the first operating mode, the first valve port is connected to the second valve port and the fourth valve port, respectively, and the third valve port is closed; when the thermal management system is in the second operating mode, the first valve port is connected to the second valve port, and the third valve port is connected to the fourth valve port; when the thermal management system is in the third operating mode, the third valve port is connected to the second valve port and the fourth valve port, respectively, and the first valve port is closed.

[0011] According to some embodiments of the present invention, the thermal management system has an exhaust mode, and when the thermal management system is in the exhaust mode, the first valve port, the second valve port, the third valve port, and the fourth valve port are connected to each other.

[0012] According to some embodiments of the present utility model, the thermal management system also includes: a first electronic pump, which is arranged between the first end of the external radiator and the first end of the powertrain; and a second electronic pump, which is arranged between the first end of the powertrain and the first end of the suspension assembly.

[0013] According to some embodiments of the present invention, the thermal management system further includes: at least one first temperature sensor, which is disposed adjacent to an end of the powertrain; and at least one second temperature sensor, which is disposed adjacent to an end of the suspension assembly.

[0014] According to some embodiments of the present utility model, the thermal management system further includes: a pressure relief valve, wherein the pressure relief valve is disposed between the fourth valve port and the second end of the suspension assembly.

[0015] According to some embodiments of the present utility model, the powertrain includes: a charger, which is arranged between the first end of the external radiator and the second valve port; and an electric drive axle system, which is arranged between the charger and the second valve port.

[0016] A vehicle according to an embodiment of the second aspect of the utility model comprises a thermal management system according to an embodiment of the first aspect of the utility model.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 is a schematic diagram of a thermal management system according to an embodiment of the utility model;

[0020] Figure 2 is a schematic diagram of a thermal management system in a first working mode according to an embodiment of the utility model;

[0021] Figure 3 is a schematic diagram of a thermal management system in a second working mode according to an embodiment of the utility model;

[0022] Figure 4 is a schematic diagram of a thermal management system in a third working mode according to an embodiment of the utility model;

[0023] Figure 5 It is a schematic diagram of a thermal management system in exhaust mode according to an embodiment of the utility model.

[0024] Reference numerals:

[0025] 100: Thermal management system;

[0026] 10: Powertrain; 101: Charger; 102: Electric drive axle system; 20: External radiator; 30: Suspension assembly; 40: Control valve; 401: First valve port; 402: Second valve port; 403: Third valve port; 404: Fourth valve port; 50: Water-cooled condenser; 60: Heater; 70: First electronic pump; 80: Second electronic board; 90: First temperature sensor; 110: Second temperature sensor; 120: Pressure relief valve; 130: Three-way valve. DETAILED DESCRIPTION

[0027] Reference below Figure 1-Figure 5 The thermal management system 100 according to the first embodiment of the present invention is described. The present application takes the application of the thermal management system 100 to a vehicle as an example for explanation, but is not limited thereto.

[0028] like Figure 1-Figure 5 As shown, the thermal management system 100 according to the first embodiment of the utility model includes: a power assembly 10, an external radiator 20, a suspension assembly 30 and a control valve 40.

[0029] Specifically, the first end of the external radiator 20 is connected to the first end of the power assembly 10, and the first end of the suspension assembly 30 is connected to the first end of the external radiator 20. The control valve 40 includes a first valve port 401, a second valve port 402, a third valve port 403 and a fourth valve port 404. The first valve port 401 is connected to the second end of the external radiator 20, the second valve port 402 is connected to the second end of the power assembly 10, the third valve port 403 is respectively connected to the first end of the power assembly 10 and the first end of the suspension assembly 30, and the fourth valve port 404 is connected to the second end of the suspension assembly 30.

[0030] For example, in Figure 1-Figure 5 In the example, the powertrain 10 is used to provide driving force for the operation of the vehicle so that the vehicle can operate normally. The external radiator 20 is usually arranged at the front end of the vehicle to realize heat exchange between the outside air and the water of the cooling system of the vehicle. The external radiator 20 can work as both a condenser and an evaporator. The interior of the suspension assembly 30 is filled with oil. When the engine generates vibration during operation, the oil flows inside the suspension assembly 30, and a damping effect is generated through the throttle hole or the inertial channel, which is conducive to digesting and converting the energy generated by the engine vibration to ensure the stability of the engine during operation. The first end of the powertrain 10 is connected to the first end of the external radiator 20 and the first end of the suspension assembly 30 respectively through the three-way valve 130. The control valve 40 is connected to the external radiator 20, the powertrain 10 and the suspension assembly 30 respectively through different valve ports.

[0031] Among them, at least two of the first valve port 401, the second valve port 402, the third valve port 403 and the fourth valve port 404 are connected to each other. That is to say, any two of the first valve port 401, the second valve port 402, the third valve port 403 and the fourth valve port 404 can be connected to each other; or, any three of the first valve port 401, the second valve port 402, the third valve port 403 and the fourth valve port 404 can be connected to each other; or, the first valve port 401, the second valve port 402, the third valve port 403 and the fourth valve port 404 can all be connected to each other.

[0032] For example, in a low-temperature environment, the interior of the vehicle needs to be heated, and the external radiator 20 works as an evaporator. When the coolant flows through the external radiator 20, it absorbs external heat, thereby increasing the temperature of the coolant. At this time, the first valve port 401 and the fourth valve port 404 can be connected, and the high-temperature coolant flowing out of the powertrain 10 can flow to the suspension assembly 30 through the external radiator 20, and is used to heat the suspension assembly 30, so as to increase the temperature of the oil and main vibration isolation parts in the suspension assembly 30, improve the stiffness stability of the suspension assembly 30 in a low-temperature environment, and improve the low-temperature performance of the suspension assembly 30, thereby improving the NVH performance of the entire vehicle in a low-temperature environment and improving the comfort of the user during use.

[0033] Similarly, in a high temperature environment, the interior of the vehicle needs to be cooled, and the external radiator 20 works as a condenser. The coolant releases heat when flowing through the external radiator 20, thereby reducing the temperature of the coolant. At this time, the first valve port 401 and the fourth valve port 404 can also be connected, and the low-temperature coolant flowing out of the external radiator 20 can flow to the suspension assembly 30, which is used to cool the suspension assembly 30, so as to reduce the temperature of the oil and main vibration isolation parts in the suspension assembly 30, so that the suspension assembly 30 can operate within the optimal operating temperature range, thereby reducing the impact of high temperature on the suspension assembly 30 and extending the service life of the suspension assembly 30.

[0034] According to the thermal management system 100 of the embodiment of the utility model, by making the first valve port 401 of the control valve 40 communicate with the external radiator 20, the second valve port 402 communicate with the power assembly 10, the third valve port 403 communicate with the power assembly 10 and the suspension assembly 30 respectively, and the fourth valve port 404 communicates with the suspension assembly 30, at least two of the four valve ports can be communicated when the thermal management system 100 is working. Therefore, compared with the traditional engine suspension system, the thermal management system 100 can use the high-temperature coolant flowing out of the power assembly 10 to heat the suspension assembly 30, and use the low-temperature coolant flowing out of the external radiator 20 to cool the suspension assembly 30, so that the suspension assembly 30 operates in the optimal operating temperature range under low temperature environment or high temperature environment, thereby improving the NVH performance of the whole vehicle under low temperature environment, improving the comfort of users when using, and extending the service life of the suspension assembly 30.

[0035] According to some embodiments of the present invention, the thermal management system 100 further includes a water-cooled condenser 50 and a heater 60, wherein the first end of the water-cooled condenser 50 is connected to the third valve port 403, the first end of the heater 60 is connected to the second end of the water-cooled condenser 50, and the second end of the heater 60 is connected to the first end of the powertrain 10 and the first end of the suspension assembly 30, respectively. Figure 1 As shown, the water heat exchanger is located between the third valve port 403 and the heater 60 , and one end of the heater 60 away from the water-cooled condenser 50 is connected to the power assembly 10 and the suspension assembly 30 respectively through the three-way valve 130 .

[0036] The water-cooled condenser 50 is usually arranged in the vehicle cabin, and uses water as a cooling medium. The water-cooled condenser 50 can absorb and take away the heat released by the refrigerant in the thermal management system 100, so that the refrigerant changes from a gas state to a liquid state. The water-cooled condenser 50 usually includes multiple rows of copper tubes or other materials with good thermal conductivity. The refrigerant can change from a high-pressure gas state to a high-pressure liquid state when flowing through the water-cooled condenser 50, and the water inside it flows outside the copper tube and exchanges heat with the refrigerant through the tube wall. Therefore, by utilizing the gas-liquid phase change of the refrigerant when the water-cooled condenser 50 is working, positive cooling (i.e., the refrigerant absorbs heat during the process of changing from liquid to gas to achieve cooling) and reverse heating (i.e., the refrigerant releases heat during the process of changing from gas to liquid to achieve heating) can be achieved, so that the battery pack can be cooled or heated.

[0037] Among them, when the high-temperature coolant flowing out of the water-cooled condenser 50 flows through the suspension assembly 30, the suspension assembly 30 can be heated so that the suspension assembly 30 can operate within the optimal operating temperature range in a low-temperature environment. When in an extremely cold environment, the high-temperature coolant flowing out of the water-cooled condenser 50 cannot heat the suspension assembly 30 to the optimal operating temperature, then the heater 60 can be operated to further heat the high-temperature coolant flowing out of the water-cooled condenser 50 so that the high-temperature coolant flowing to the suspension assembly 30 can heat the suspension assembly 30 to the optimal operating temperature, so as to ensure that the suspension assembly 30 can also operate within the optimal operating temperature range in an extremely cold environment. In this way, the low-temperature performance of the suspension assembly 30 can be further improved, the NVH performance of the whole vehicle in a low-temperature or extremely cold environment can be further improved, and the comfort of the user during use can be further improved.

[0038] Optionally, the heater 60 may be a PTC heater 60, the core of which is a PTC thermistor, a semiconductor material with a positive temperature coefficient. When current passes through the PTC thermistor, the PTC thermistor generates heat. The characteristic of the PTC thermistor is that as the temperature rises, its resistance value also increases, which enables the heating process to automatically reach a stable temperature, achieve self-regulation and constant temperature effects, and is very safe and efficient.

[0039] Further, the control valve 40 includes a valve body and a valve core, the valve body specifically includes the first valve port 401, the second valve port 402, the third valve port 403 and the fourth valve port 404, and the valve core is rotatably arranged in the valve body. In this way, by rotating the valve core at different angles to achieve the connection of different valve ports, the rotation angle of the valve core 40 can be controlled according to actual conditions to ensure that the suspension assembly 30 can always work within the optimal working temperature range. Optionally, the rotation angle of the valve core is between 0° and 300°.

[0040] According to some specific embodiments of the present invention, the thermal management system 100 has a first operating mode, a second operating mode and a third operating mode.

[0041] like Figure 2 As shown, when the thermal management system 100 is in the first working mode, the first valve port 401 is connected to the second valve port 402 and the fourth valve port 404 respectively, and the third valve port 403 is closed. The power assembly 10 generates heat when working, and the coolant flowing through the power assembly 10 absorbs the heat and turns into high-temperature coolant. The high-temperature coolant flows to the external radiator 20 through the second valve port 402 and the first valve port 401, and releases the heat to the outside through the external radiator 20 and turns into low-temperature coolant. The low-temperature coolant then flows to the power assembly 10, and the cycle is repeated to cool the power assembly 10. Among them, in a high temperature environment, the temperature of the low-temperature coolant flowing out of the external radiator 20 (between 80°C and 150°C) will be lower than the temperature of the suspension assembly 30. At this time, the low-temperature coolant flows to the suspension assembly 30, which can cool the suspension assembly 30; in a low temperature environment, the temperature of the low-temperature coolant flowing out of the external radiator 20 (between -60°C and 0°C) will be higher than the temperature of the suspension assembly 30. At this time, the high-temperature coolant flowing out of the power assembly 10 is dissipated by the external radiator 20 to become the low-temperature coolant, and the low-temperature coolant flows to the suspension assembly 30 again, which can heat the suspension assembly 30, that is, the waste heat of the power assembly 10 can be used for heating; finally, the coolant flowing out of the suspension assembly 30 flows back to the control valve 40 through the fourth valve port 404, and the coolant in the control valve 40 flows out through the first valve port 401 again, and this reciprocating cycle is performed to achieve heating or cooling of the suspension assembly 30.

[0042] like Figure 3 As shown, when the thermal management system 100 is in the second working mode, the first valve port 401 is connected to the second valve port 402, and the third valve port 403 is connected to the fourth valve port 404. The power assembly 10 generates heat when working, and the coolant flowing through the power assembly 10 absorbs the heat and turns into high-temperature coolant. The high-temperature coolant flows to the external radiator 20 through the second valve port 402 and the first valve port 401, and releases the heat to the outside through the external radiator 20 to turn into low-temperature coolant. The low-temperature coolant flows to the power assembly 10 again, and the cycle is repeated to achieve cooling of the power assembly 10. At the same time, the coolant flowing out of the third valve port 403 flows to the water-cooled condenser 50 for heat exchange (i.e., preliminary heating), and then after being heated by the heater 60, flows to the suspension assembly 30 to heat it, and then the coolant flows back to the control valve 40 through the fourth valve port 404, and the cycle is repeated to achieve active heating of the suspension assembly 30.

[0043] like Figure 4As shown, when the thermal management system 100 is in the third working mode, the third valve port 403 is connected to the second valve port 402 and the fourth valve port 404 respectively, and the first valve port 401 is closed. When the temperature of the power assembly 10 is lower than its optimal working temperature, and the temperature of the suspension assembly 30 is lower than its optimal working temperature, the external radiator 20 does not work, and the coolant flowing out of the third valve port 403 flows to the water-cooled condenser 50 for heat exchange (i.e., preliminary heating), and then further heated by the heater 60. The heated coolant flows to the suspension assembly 30 and the power assembly 10 respectively to heat the suspension assembly 30 and the power assembly 10, and the coolant flowing out of the suspension assembly 30 flows back to the control valve 40 through the fourth valve port 404, and the coolant flowing out of the power assembly 10 flows back to the control valve 40 through the second valve port 402, and so on. Active heating of the suspension assembly 30 and the power assembly 10 is achieved in this cycle.

[0044] According to some specific embodiments of the present utility model, Figure 5 As shown, the thermal management system 100 has an exhaust mode. When the thermal management system 100 is in the exhaust mode, the first valve port 401 , the second valve port 402 , the third valve port 403 and the fourth valve port 404 are connected to each other. When there is more gas or less coolant in the flow path of the thermal management system 100, the gas needs to be discharged or the coolant needs to be added to ensure the normal flow of the coolant. The coolant flowing out of the first valve port 401 can flow to the external radiator 20, and a part of the coolant flowing out of the external radiator 20 flows back to the control valve 40 through the power assembly 10 and the second valve port 402; another part of the coolant flowing out of the external radiator 20 flows back to the control valve 40 through the suspension assembly 30 and the fourth valve port 404; a part of the coolant flowing out of the third valve port 403 flows back to the control valve 40 through the heater 60, the power assembly 10 and the second valve port 402, and at the same time, another part of the coolant flowing out of the third valve port 403 flows back to the control valve 40 through the heater 60, the suspension assembly 30 and the fourth valve port 404; in this cycle, the exhaust and coolant filling of the thermal management system 100 can be achieved.

[0045] According to some embodiments of the present invention, referring to Figure 1 The thermal management system 100 further includes a first electronic pump 70 and a second electronic pump 80. The first electronic pump 70 is disposed between the first end of the external radiator 20 and the first end of the power assembly 10, and is used to pump the coolant flowing out of the external radiator 20 to the power assembly 10, so as to facilitate heating or cooling the power assembly 10. The second electronic pump 80 is disposed between the first end of the power assembly 10 and the first end of the suspension assembly 30, and is respectively connected to the heater 60, the first electronic pump 70 and the external radiator 20 through the three-way valve 130, and is used to pump the coolant to the suspension assembly 30, so as to facilitate heating or cooling the suspension assembly 30.

[0046] Furthermore, the thermal management system 100 further includes at least one first temperature sensor 90 and at least one second temperature sensor 110, wherein the first temperature sensor 90 is disposed adjacent to the end of the power assembly 10, and the second temperature sensor 110 is disposed adjacent to the end of the suspension assembly 30. Figure 1-Figure 5 In the example of , there are two first temperature sensors 90 and two second temperature sensors 110. One of the two first temperature sensors 90 is arranged between the first electronic pump 70 and the powertrain 10, and is used to monitor the temperature of the coolant flowing to the powertrain 10; the other of the two first temperature sensors 90 is arranged between the powertrain 10 and the second valve port 402, and is used to monitor the temperature of the coolant flowing out of the powertrain 10. One of the two second temperature sensors 110 is arranged between the second electronic pump 80 and the suspension assembly 30, and is used to monitor the temperature of the coolant flowing to the suspension assembly 30; the other of the two second temperature sensors 110 is arranged between the suspension assembly 30 and the fourth valve port 404, and is used to monitor the temperature of the coolant flowing out of the suspension assembly 30. In this way, the temperature sensor can accurately feedback the coolant temperature in the thermal management system 100, so as to adjust the temperature of the powertrain 10 and the suspension assembly 30 according to the coolant temperature.

[0047] Optionally, the temperature sensor can be a thermistor sensor, the core component of which is a thermistor. The resistance of the thermistor changes with the change of temperature, that is, it has a negative temperature coefficient (NTC) characteristic, that is, the higher the temperature, the lower the resistance of the thermistor; conversely, the lower the temperature, the higher the resistance of the thermistor.

[0048] Figure 1 Two first temperature sensors 90 and two second temperature sensors 110 are shown for illustrative purposes, but after reading the technical solution of the present application, an ordinary technician can obviously understand that the solution can be applied to the technical solution of other numbers of first temperature sensors 90 and second temperature sensors 110, which also falls within the protection scope of the present utility model.

[0049] In some optional embodiments, the thermal management system 100 further includes a pressure relief valve 120, which is disposed between the fourth valve port 404 and the second end of the suspension assembly 30. Figure 1 As shown, the pressure relief valve 120 can be disposed between the second temperature sensor 110 and the suspension assembly 30, that is, the pressure relief valve 120 can be disposed at the liquid outlet of the suspension assembly 30. When the pressure of the thermal management system 100 increases abnormally and exceeds a preset value, the pressure relief valve 120 will automatically open and release part of the medium (gas or coolant) to reduce the pressure of the thermal management system 100 and ensure that the thermal management system 100 can work normally.

[0050] According to some embodiments of the present invention, the powertrain 10 includes a charger 101 and an electric drive axle system 102. The charger 101 is disposed between the first end of the external radiator 20 and the second valve port 402, and the electric drive axle system 102 is disposed between the charger 101 and the second valve port 402. Figure 1 One end of the charger 101 is connected to the first electronic pump 70 via the first temperature sensor 90, the other end of the charger 101 is connected to one end of the electric drive axle system 102, and the other end of the electric drive axle system 102 is connected to the second valve port 402 via another first temperature sensor 90. The charger 101 is used to provide electric energy to the vehicle, and the electric drive axle system 102 is used to provide driving force for the vehicle to ensure the normal operation of the vehicle.

[0051] Among them, the charger 101 may include an on-board charging module, a power distribution unit and an AC / DC converter. The AC / DC converter of the charger 101 can convert alternating current (AC) into direct current (DC) for charging various types of batteries or battery packs. The charger 101 adopts high-frequency power supply technology and intelligent dynamic adjustment charging technology to ensure efficient and safe charging of the battery. The charging process usually includes several intelligent control stages, such as constant current charging, constant voltage charging and small constant current maintenance charging, which are designed to optimize the charging speed, protect the battery from overcharging damage, and extend the battery life.

[0052] A vehicle (not shown) according to an embodiment of the second aspect of the utility model comprises a thermal management system 100 according to an embodiment of the first aspect of the utility model.

[0053] According to the vehicle of the embodiment of the utility model, by adopting the above-mentioned thermal management system 100, the performance of the vehicle in a low temperature environment can be improved, and the practicality and comfort of the vehicle are improved.

[0054] Other structures and operations of the vehicle according to the embodiment of the present invention are known to those skilled in the art and will not be described in detail here.

[0055] In the description of the present invention, it should be understood that the terms "center", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicating orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0056] In the description of the present invention, "first feature" and "second feature" may include one or more of the features. In the description of the present invention, the first feature "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact not directly but through another feature between them.

[0057] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0058] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0059] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized in that: include: Powertrain; an external radiator, a first end of the external radiator being in communication with a first end of the power assembly; A suspension assembly, wherein a first end of the suspension assembly is connected to a first end of the external radiator; A control valve, the control valve comprising a first valve port, a second valve port, a third valve port and a fourth valve port, the first valve port being communicated with the second end of the external radiator, the second valve port being communicated with the second end of the power assembly, the third valve port being communicated with the first end of the power assembly and the first end of the suspension assembly respectively, and the fourth valve port being communicated with the second end of the suspension assembly; Wherein, at least two of the first valve port, the second valve port, the third valve port and the fourth valve port are connected to each other.

2. The thermal management system according to claim 1, characterized in that: Also includes: a water-cooled condenser, wherein a first end of the water-cooled condenser is in communication with the third valve port; A heater, wherein a first end of the heater is communicated with a second end of the water-cooled condenser, and a second end of the heater is communicated with a first end of the powertrain and a first end of the suspension assembly respectively.

3. The thermal management system according to claim 2, characterized in that: The control valve comprises a valve body and a valve core. The valve body specifically comprises the first valve port, the second valve port, the third valve port and the fourth valve port. The valve core is rotatably disposed in the valve body.

4. The thermal management system according to claim 3, characterized in that: The thermal management system has a first operating mode, a second operating mode and a third operating mode. When the thermal management system is in the first working mode, the first valve port is connected to the second valve port and the fourth valve port respectively, and the third valve port is closed; When the thermal management system is in the second working mode, the first valve port is communicated with the second valve port, and the third valve port is communicated with the fourth valve port; When the thermal management system is in the third operating mode, the third valve port is communicated with the second valve port and the fourth valve port respectively, and the first valve port is closed.

5. The thermal management system according to claim 3, characterized in that: The thermal management system has an exhaust mode. When the thermal management system is in the exhaust mode, the first valve port, the second valve port, the third valve port, and the fourth valve port are in communication with each other.

6. The thermal management system according to any one of claims 1 to 5, characterized in that: Also includes: a first electronic pump, the first electronic pump being disposed between a first end of the external radiator and a first end of the power assembly; A second electronic pump is disposed between the first end of the powertrain and the first end of the suspension assembly.

7. The thermal management system according to claim 6, characterized in that: Also includes: at least one first temperature sensor disposed adjacent an end of the powertrain; At least one second temperature sensor is disposed adjacent an end of the suspension assembly.

8. The thermal management system according to claim 6, characterized in that: Also includes: A pressure relief valve is provided between the fourth valve port and the second end of the suspension assembly.

9. The thermal management system according to any one of claims 1 to 5, characterized in that: The powertrain comprises: A charger, the charger being arranged between the first end of the external radiator and the second valve port; An electric drive axle system is provided between the charger and the second valve port.

10. A vehicle, characterized in that: Comprising a thermal management system according to any one of claims 1-9.

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