Thermal management system and vehicle

Abstract

The utility model discloses a thermal management system and a vehicle. The thermal management system comprises a power assembly, a power battery, a radiator outside the vehicle, a first suspension assembly, a cooling assembly and an integrated valve. The pile-up valve comprises a first valve port, a second valve port, a third valve port, a fourth valve port and a fifth valve port, the first valve port is communicated with the second end of the power assembly, the second valve port is communicated with the second end of the external radiator, the third valve port is communicated with the second end of the cooling assembly, and the fourth valve port is communicated with the second end of the power battery; the fifth valve port is communicated with the second end of the first suspension assembly; the pile-up valve controls the second valve port to be selectively communicated with or disconnected from the first valve port, and the pile-up valve controls the third valve port to be selectively communicated with at least one of the fourth valve port and the fifth valve port. According to the thermal management system, the number of parts of the thermal management system is reduced, the weight and the cost of the thermal management system are greatly reduced, and cost reduction and efficiency improvement are facilitated.

Description

Technical Field

[0001] The utility model relates to the technical field of thermal management systems, and particularly relates to a thermal management system and a vehicle. Background Art

[0002] In the related art, the integration degree of the flow path design in the thermal management system is insufficient, and the overall layout of the thermal management system is relatively scattered with many components, resulting in low assembly efficiency of the thermal management system, reduced production efficiency of the vehicle, increased overall weight and cost of the thermal management system, which is not conducive to cost reduction and efficiency improvement.

[0003] In addition, the engine mount system of the vehicle is connected between the body and the frame, and its performance is directly related to the vibration transmission between the engine and the vehicle body. Since the engine mount system is mostly made of rubber materials, this affects the performance of the engine mount system in low-temperature and high-temperature environments, resulting in poor NVH performance of the whole vehicle and affecting the comfort of the vehicle. Summary of the Utility Model

[0004] The utility model aims to at least solve one of the technical problems existing in the prior art. For this reason, an object of the utility model is to provide a thermal management system. By using an integrated valve, the modules of the thermal management system can be centrally arranged, the number of components of the thermal management system is reduced, so that the weight and cost of the thermal management system can be greatly reduced, which is conducive to cost reduction and efficiency improvement, and the NVH performance of the whole vehicle can be improved.

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

[0006] The thermal management system according to the first aspect embodiment of the utility model includes: a power assembly and a power battery; an external radiator, the first end of the external radiator is communicated with the first end of the power assembly; a first mount assembly, the first mount assembly is adapted to be arranged at the rear drive axle of the vehicle, and the first end of the first mount assembly is connected with the first end of the power battery; a cooling assembly, the first end of the cooling assembly is respectively communicated with the first end of the external radiator, the first end of the first mount assembly and the first end of the power battery; an integrated valve, the integrated valve includes a first valve port, a second valve port, a third valve port, a fourth valve port and a fifth valve port, the first valve port is communicated with the second end of the power assembly, the second valve port is communicated with the second end of the external radiator, the third valve port is communicated with the second end of the cooling assembly, the fourth valve port is communicated with the second end of the power battery, and the fifth valve port is communicated with the second end of the first mount assembly; wherein, the integrated valve controls the second valve port to be selectively communicated with or disconnected from the first valve port; the integrated valve controls the third valve port to be selectively communicated with at least one of the fourth valve port and the fifth valve port.

[0007] According to the thermal management system of the embodiments of the present utility model, by providing an integrated valve and enabling the power assembly, the power battery, the first suspension assembly, the external radiator and the cooling assembly to communicate with corresponding valve ports of the integrated valve respectively, different flow paths are formed. Thus, by using the integrated valve, the modules of the thermal management system can be arranged centrally, the number of components of the thermal management system is reduced, thereby greatly reducing the weight and cost of the thermal management system, which is beneficial to cost reduction and efficiency improvement. At the same time, the first suspension assembly can always operate within the optimal working temperature range under any working conditions, thereby improving the NVH performance of the whole vehicle and prolonging the service life of the first suspension assembly.

[0008] According to some embodiments of the present utility model, the thermal management system further includes: at least one first temperature sensor disposed adjacent to an end of the power assembly; at least one second temperature sensor disposed adjacent to an end of the power battery.

[0009] According to some embodiments of the present utility model, a first electronic pump is provided between a first end of the power assembly and a first end of the external radiator; and / or a second electronic pump is provided between a first end of the power battery and a first end of the cooling assembly.

[0010] According to some embodiments of the present utility model, the thermal management system further includes: a second suspension assembly adapted to be arranged at the front part of the vehicle cabin, a first end of the second suspension assembly communicating with a first end of the external radiator and one end of the power assembly respectively; the integrated valve further includes a sixth valve port communicating with a second end of the second suspension assembly, and the integrated valve controls the sixth valve port to selectively communicate with at least one of the second valve port and the first valve port.

[0011] According to some embodiments of the present utility model, the thermal management system has a first working mode, a second working mode and a third working mode. When the thermal management system is in the first working mode, the second valve port communicates with the first valve port and the sixth valve port respectively, and the third valve port communicates with the fourth valve port and the fifth valve port respectively; when the thermal management system is in the second working mode, the first valve port, the fourth valve port, the fifth valve port and the sixth valve port communicate with each other, and the second valve port and the third valve port are closed; when the thermal management system is in the third working mode, the sixth valve port is closed, the first valve port and the second valve port communicate, and the third valve port communicates with the fourth valve port and the fifth valve port respectively.

[0012] According to some embodiments of the present utility model, a third temperature sensor is provided between the second end of the second suspension assembly and the sixth valve port; and / or a fourth temperature sensor is provided between the second end of the first suspension assembly and the fifth valve port.

[0013] According to some embodiments of the present utility model, a third electronic pump is provided between the first end of the second suspension assembly and the first end of the radiator outside the vehicle; and / or a fourth electronic pump is provided between the first end of the first suspension assembly and the first end of the radiator outside the vehicle.

[0014] According to some embodiments of the present utility model, a first pressure relief valve is provided between the second end of the second suspension assembly and the sixth valve port; and / or a second pressure relief valve is provided between the second end of the first suspension assembly and the fifth valve port.

[0015] A vehicle according to an embodiment of the second aspect of the present utility model includes a thermal management system according to the above-mentioned first aspect embodiment of the present utility model.

[0016] The additional aspects and advantages of the present utility model will be partially given in the following description, partially become obvious from the following description, or be understood through the practice of the present utility model. Description of the Drawings

[0017] The above-mentioned and / or additional aspects and advantages of the present utility model will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, wherein:

[0018] Figure 1 is a schematic diagram of a thermal management system according to an embodiment of the present utility model;

[0019] Figure 2 is Figure 1 a schematic diagram of the thermal management system shown in the first working mode;

[0020] Figure 3 is Figure 1 a schematic diagram of the thermal management system shown in the second working mode;

[0021] Figure 4 is Figure 1 a schematic diagram of the thermal management system shown in the third working mode;

[0022] Figure 5 is a schematic diagram of the principle of a thermal management system according to an embodiment of the present utility model;

[0023] Figure 6 is a flowchart of a thermal management system according to an embodiment of the present utility model;

[0024] Figure 7It is a corresponding diagram of the working mode and regional temperature of the thermal management system according to an embodiment of the present invention.

[0025] Reference numerals:

[0026] 100: Thermal management system;

[0027] 10: Power assembly; 20: Power battery; 30: External radiator; 40: First mounting assembly; 50: Cooling assembly; 60: Integrated valve; 61: First valve port; 62: Second valve port; 63: Third valve port; 64: Fourth valve port; 65: Fifth valve port; 66: Sixth valve port; 70: First temperature sensor; 80: Second temperature sensor; 90: First electronic pump; 110: Second electronic pump; 120: Second mounting assembly; 130: Third temperature sensor; 140: Third electronic pump; 150: Fourth electronic pump; 160: First pressure relief valve; 170: Second pressure relief valve; 180: Fourth temperature sensor. Detailed implementation manners

[0028] Next, refer to Figures 1-7 to describe the thermal management system 100 according to an embodiment of the first aspect of the present invention.

[0029] The thermal management system 100 according to an embodiment of the first aspect of the present invention includes: a power assembly 10, a power battery 20, an external radiator 30, a first mounting assembly 40, a cooling assembly 50, and an integrated valve 60.

[0030] Specifically, the first end of the external radiator 30 is communicated with the first end of the power assembly 10. The first mounting assembly 40 is adapted to be arranged at the rear drive axle of the vehicle. The first end of the first mounting assembly 40 is connected to the first end of the power battery 20. The first end of the cooling assembly 50 is respectively communicated with the first end of the external radiator 30, the first end of the first mounting assembly 40, and the first end of the power battery 20.

[0031] For example, in Figures 1-4 the example, the power assembly 10 can be arranged at the front part of the vehicle cabin. The power assembly 10 can include an engine and an electric drive axle assembly for providing driving force for the vehicle to travel. The external radiator 30 is arranged at the front end of the vehicle to realize the heat exchange between the external wind of the vehicle and the water in the cooling assembly 50. The external radiator 30 can act as both a condenser and an evaporator during the operation of the thermal management system 100. The power battery 20 and the first mounting assembly 40 can be installed at the middle and rear parts of the vehicle cabin. The inside of the first mounting assembly 40 is filled with hydraulic oil. Its working principle is based on fluid mechanics. When the engine works and generates vibration, the hydraulic oil flows inside it, and a damping effect is generated through throttle holes or inertia channels, which helps to consume and convert the vibration energy.

[0032] The cooling assembly 50 may include a PTC heater and a water-cooled condenser, enabling the cooling assembly 50 to have two operating states: heating and refrigeration. Specifically, the core of the PTC heater is a PTC thermistor, a semiconductor material with a positive temperature coefficient. When an electric 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, achieving self-regulation and constant temperature effects, and is very safe and efficient.

[0033] The water-cooled condenser is usually arranged inside the vehicle cabin and uses coolant as the cooling medium. When the water-cooled condenser can absorb and carry away the heat released by the refrigerant in the thermal management system 100, so that the refrigerant changes from a gaseous state to a liquid state. The water-cooled condenser usually includes multiple rows of copper tubes or other materials with good heat conduction. When the refrigerant flows through the water-cooled condenser, it can change from a high-pressure gaseous state to a high-pressure liquid state, and the coolant inside it flows outside the copper tubes and exchanges heat with the refrigerant through the tube wall. Thus, by utilizing the gas-liquid phase change of the refrigerant when the water-cooled condenser works, forward cooling (that is, the refrigerant absorbs heat during the process of changing from a liquid state to a gaseous state to achieve cooling) and reverse heating (that is, the refrigerant releases heat during the process of changing from a gaseous state to a liquid state to achieve heating) can be realized, so that both the power battery 20 can be cooled and the power battery 20 can be heated.

[0034] The integrated valve 60 includes a first valve port 61, a second valve port 62, a third valve port 63, a fourth valve port 64 and a fifth valve port 65. The first valve port 61 is communicated with the second end of the power assembly 10, the second valve port 62 is communicated with the second end of the external radiator 30, the third valve port 63 is communicated with the second end of the cooling assembly 50, the fourth valve port 64 is communicated with the second end of the power battery 20, and the fifth valve port 65 is communicated with the second end of the first suspension assembly 40.

[0035] Refer to Figures 1-4 , the external radiator 30 is respectively communicated with the cooling assembly 50 and the power assembly 10 through a three-way valve. The first suspension assembly 40 and the power battery 20 are arranged in parallel and are communicated with the cooling assembly 50 through a three-way valve. The integrated valve 60 is respectively communicated with the power assembly 10, the power battery 20, the first suspension assembly 40, the external radiator 30 and the cooling assembly 50 through corresponding valve ports.

[0036] Specifically, the first valve port 61, the powertrain 10, the external radiator 30, and the second valve port 62 can form a first flow path; the first valve port 61, the powertrain 10, the cooling assembly 50, and the third valve port 63 can form a second flow path; the first valve port 61, the powertrain 10, the first mounting assembly 40, and the fifth valve port 65 can form a third flow path; the first valve port 61, the powertrain 10, the power battery 20, and the fourth valve port 64 can form a fourth flow path; the fifth valve port 65, the first mounting assembly 40, the cooling assembly 50, and the third valve port 63 can form a fifth flow path; the fifth valve port 65, the first mounting assembly 40, the external radiator 30, and the second valve port 62 can form a sixth flow path; the fifth valve port 65, the first mounting assembly 40, the power battery 20, and the fourth valve port 64 can form a seventh flow path; the fourth valve port 64, the power battery 20, the cooling assembly 50, and the third valve port 63 can form an eighth flow path; the fourth valve port 64, the power battery 20, the external radiator 30, and the second valve port 62 can form a ninth flow path.

[0037] Among them, the integrated valve 60 controls the second valve port 62 to be selectively connected or disconnected from the first valve port 61. When the second valve port 62 is connected to the first valve port 61, the liquid of the thermal management system 100 can flow between the powertrain 10 and the external radiator 30, and the operating temperature of the powertrain 10 can be adjusted.

[0038] The integrated valve 60 controls the third valve port 63 to be selectively connected to at least one of the fourth valve port 64 and the fifth valve port 65. When the third valve port 63 is connected to the fourth valve port 64, the liquid of the thermal management system 100 can flow between the power battery 20 and the cooling assembly 50, and the operating temperature of the power battery 20 can be adjusted. When the third valve port 63 is connected to the fifth valve port 65, the liquid of the thermal management system 100 can flow between the first mounting assembly 40 and the cooling assembly 50, and the operating temperature of the first mounting assembly 40 can be adjusted. When the third valve port 63 is connected to both the fourth valve port 64 and the fifth valve port 65, the liquid of the thermal management system 100 can flow among the power battery 20, the first mounting assembly 40, and the cooling assembly 50, and the operating temperatures of the first mounting assembly 40 and the power battery 20 can be adjusted simultaneously.

[0039] Specifically, in a low-temperature environment, when the liquid of the thermal management system 100 flows through the first mounting assembly 40, the external radiator 30 operates as an evaporator to heat the vehicle interior. The liquid absorbs external heat when flowing through the external radiator 30, increasing the liquid temperature. The high-temperature liquid flowing through the first mounting assembly 40 can heat the first mounting assembly 40, raising the temperature of the oil and the main vibration isolator in the mounting assembly 30, improving the stiffness stability of the mounting assembly 30 in a low-temperature environment, enhancing the low-temperature performance of the mounting assembly 30, thereby improving the vehicle's NVH performance in a low-temperature environment and enhancing the comfort of users during use.

[0040] When the liquid of the thermal management system 100 flows through the first suspension assembly 40 in a high-temperature environment, the external radiator 30 operates as a condenser. When the liquid flows through the external radiator 30, heat is released to cool the interior of the vehicle and reduce the temperature of the liquid. The low-temperature liquid flows through the first suspension assembly 40 to cool the first suspension assembly 40, thereby reducing the temperature of the oil and the main vibration isolator in the first suspension assembly 40, enabling the first suspension assembly 40 to operate within the optimal working temperature range, thus reducing the impact of high temperature on the first suspension assembly 40 and extending the service life of the first suspension assembly 40.

[0041] Thus, when it is necessary to adjust the temperature of components, the integrated valve 60 controls the corresponding valve ports to communicate. Based on different communication modes of the integrated valve 60, different working modes are achieved, thereby realizing different functional requirements of the entire thermal management system 100 and meeting the temperature control requirements of the first suspension assembly 40, the power assembly 10, and the power battery 20.

[0042] According to the thermal management system 100 of the embodiment of the present invention, by providing the integrated valve 60 and connecting the power assembly 10, the power battery 20, the first suspension assembly 40, the external radiator 30, and the cooling assembly 50 to the corresponding valve ports of the integrated valve 60 respectively to form different flow paths. Thus, by using the integrated valve 60, the modules of the thermal management system 100 can be centrally arranged, reducing the number of components of the thermal management system 100. Thereby, the weight and cost of the thermal management system 100 can be greatly reduced, which is beneficial to cost reduction and efficiency improvement. At the same time, the first suspension assembly 40 can always operate within the optimal working temperature range under any working conditions, thus improving the NVH performance of the whole vehicle and extending the service life of the first suspension assembly 40.

[0043] According to some embodiments of the present utility model, the thermal management system 100 further includes at least one first temperature sensor 70 and at least one second temperature sensor 80. The first temperature sensor 70 is disposed adjacent to the end of the power assembly 10, and the second temperature sensor 80 is disposed adjacent to the end of the power battery 20. Wherein, both the first temperature sensor 70 and the second temperature sensor 80 can be one. In this case, the first temperature sensor 70 can be disposed at the first end of the power assembly 10 to monitor the temperature of the liquid flowing into the power assembly 10; or the first temperature sensor 70 can be disposed at the second end of the power assembly 10 to monitor the temperature of the liquid flowing out of the power assembly 10. Similarly, the second temperature sensor 80 can be disposed at the first end of the power battery 20 to monitor the temperature of the liquid flowing into the power battery 20; or the second temperature sensor 80 can be disposed at the second end of the power battery 20 to monitor the temperature of the liquid flowing out of the power battery 20. With such a setting, the temperature of the liquid in the thermal management system 100 can be accurately feedback through the temperature sensor, so as to adjust the temperatures of the power assembly 10 and the power battery 20 according to the liquid temperature.

[0044] Of course, in some other alternative embodiments, both the first temperature sensor 70 and the second temperature sensor 80 can be multiple. A plurality of first temperature sensors 70 are respectively disposed at both ends of the power assembly 10, and a plurality of second temperature sensors 80 are respectively disposed at both ends of the power battery 20. In the description of the present utility model, the meaning of "a plurality of" is two or more.

[0045] For example, in Figure 1 the example, both the first temperature sensor 70 and the second temperature sensor 80 are two. One of the two first temperature sensors 70 is disposed between the power assembly 10 and the vehicle external radiator 30, and the other first temperature sensor 70 is disposed between the power assembly 10 and the first valve port 61. One of the two second temperature sensors is disposed between the power battery 20 and the cooling assembly 50, and the other is disposed between the power battery 20 and the fourth valve port 64.

[0046] Figure 1 Two first temperature sensors 70 and second temperature sensors 80 are shown for illustrative purposes, but those of ordinary skill in the art can clearly understand that after reading the technical solution of the present application, applying this solution to the technical solution of three or more first temperature sensors 70 and second temperature sensors 80 also falls within the protection scope of the present utility model.

[0047] Optionally, the temperature sensor can be a thermistor sensor. The core component of this sensor is a thermistor, and the resistance value of the thermistor will change with the change of temperature, that is, it has a negative temperature coefficient (NTC) characteristic. That is to say, the higher the temperature, the lower the resistance value of the thermistor; conversely, the lower the temperature, the higher the resistance value of the thermistor.

[0048] According to some embodiments of the present invention, as Figures 1-4 shown, a first electronic pump 90 is provided between the first end of the powertrain 10 and the first end of the out-of-vehicle radiator 30, which is used to pump liquid to the powertrain 10, facilitating heating or cooling of the powertrain 10. And / or a second electronic pump 110 is provided between the first end of the power battery 20 and the first end of the cooling assembly, which is used to pump liquid to the power battery 20, facilitating heating or cooling of the power battery 20. Optionally, both the first electronic pump 90 and the second electronic pump 110 are two-way electronic pumps.

[0049] Among them, the electronic pump uses piezoelectric material as the power device, and precisely controls the liquid transmission process through an electronic integration system. Since it is completely controlled by an electronic system, the electronic pump can precisely adjust the speed and flow rate of the pumped liquid according to actual needs, realizing intelligent management. For example, in automotive applications, the coolant circulation intensity can be automatically adjusted according to the load or cooling requirement of the cooling assembly 50.

[0050] According to some embodiments of the present invention, with reference to Figures 1-4 , the thermal management system 100 further includes a second suspension assembly 120. The second suspension assembly 120 is adapted to be arranged at the front part of the vehicle cabin. The first end of the second suspension assembly 120 is respectively communicated with the first end of the out-of-vehicle radiator 30 and one end of the powertrain 10. The integrated valve 60 further includes a sixth valve port 66, and the sixth valve port 66 is communicated with the second end of the second suspension assembly 120. The integrated valve 60 controls the sixth valve port 66 to selectively communicate with at least one of the second valve port 62 and the first valve port 61.

[0051] Among them, when the sixth valve port 66 is communicated with the second valve port 62, the liquid flows between the out-of-vehicle radiator 30 and the powertrain 100, facilitating the adjustment of the temperature of the powertrain 10. When the sixth valve port 66 is communicated with the first valve port 61, the liquid can flow between the powertrain 10 and the second suspension assembly 120 to adjust the temperature of the second suspension assembly 120, enabling the second suspension assembly 120 to work within the optimal working temperature range, which can ensure the service life of the second suspension assembly 120.

[0052] Furthermore, the thermal management system 100 has a first working mode, a second working mode and a third working mode.

[0053] As Figure 2 shown, when the thermal management system 100 is in the first working mode, the second valve port 62 is respectively communicated with the first valve port 61 and the sixth valve port 66, and the third valve port 63 is respectively communicated with the fourth valve port 64 and the fifth valve port 65.

[0054] Among them, when the thermal management system 100 operates in the first working mode in a low-temperature environment, the high-temperature liquid flowing out of the power assembly 10 flows to the vehicle external radiator 30 through the first valve port 61 and the second valve port 62 for heat dissipation. After heat dissipation, the liquid is divided into two paths. One path of the liquid flows back to the integrated valve 60 through the power assembly 10 and the first valve port 61, and such a cycle is realized to cool down the power assembly 10. At the same time, the other path of the liquid after heat dissipation can flow back to the integrated valve 6 through the second suspension assembly 120 and the sixth valve port 66, and then flow to the vehicle external radiator 30 through the second valve port 62 to heat the second suspension assembly 120 by using the residual heat. Thus, the residual heat of the power assembly 10 is used to heat the second suspension assembly 120, and the heat of the thermal management system 100 is fully utilized.

[0055] At this time, the liquid flowing out of the fourth valve port 64 and the fifth valve port 65 can be low-temperature liquid. The low-temperature liquid flows to the cooling assembly 50 through the power battery 20 and the first suspension assembly 40. The cooling assembly 50 heats the low-temperature liquid. After heating, the liquid flows back to the integrated valve 60 through the third valve port 63, and then flows out from the fourth valve port 64 and the fifth valve port 65, and such a cycle is realized to heat the power battery 20 and the first suspension assembly 40.

[0056] In addition, in a high-temperature environment, when the thermal management system 100 operates in the first working mode, at this time, the liquid flowing out of the fourth valve port 64 and the fifth valve port 65 is high-temperature liquid. The high-temperature liquid flows to the cooling assembly 50 through the power battery 20 and the first suspension assembly 40. The cooling assembly 50 cools down the high-temperature liquid. After cooling, the liquid flows back to the integrated valve 60 through the third valve port 63, and then flows out from the fourth valve port 64 and the fifth valve port 65, and such a cycle is realized to cool down the power battery 20 and the first suspension assembly 40.

[0057] Thus, when the thermal management system 100 operates in the first working mode in a low-temperature environment, the power assembly 10 is cooled, and the residual heat of the power assembly 10 is used to heat the second suspension assembly 120, and at the same time, the power battery 20 and the first suspension assembly 40 are heated. When the thermal management system 100 operates in the first working mode in a high-temperature environment, the power assembly 10 is cooled, and the power battery 20 and the first suspension assembly 40 are cooled down.

[0058] It should be noted that the high-temperature liquid and the low-temperature liquid are relative, that is, the liquid with a higher temperature in the flow path is the high-temperature liquid, and the liquid with a lower temperature in the flow path is the low-temperature liquid.

[0059] Such as Figure 3As shown, when the thermal management system 100 is in the second working mode, the first valve port 61, the fourth valve port 64, the fifth valve port 65, and the sixth valve port 66 are in communication with each other, and the second valve port 62 and the third valve port 63 are closed. At this time, the high-temperature liquid of the powertrain 10 flows to the second mount assembly 120 under the action of the first electric pump 90, heats the second mount assembly 120, and then flows back to the integrated valve 60 through the sixth valve port 66. At the same time, the high-temperature liquid in the integrated valve 60 can be divided into two paths. One path flows back to the powertrain 10 through the first valve port 60, and the other path flows to the power battery 20 and the first mount assembly 40 through the fourth valve port 64 under the action of the second electric pump 110, and finally flows back to the integrated valve 60 through the fifth valve port 65. In this way, the waste heat of the powertrain 10 can be used to heat the power battery 20, the first mount assembly 40, and the second mount assembly 120, reducing the energy consumption of the whole vehicle.

[0060] As Figure 4 shown, when the thermal management system 100 is in the third working mode, the sixth valve port 66 is closed, the first valve port 61 and the second valve port 62 are in communication, and the third valve port 63 is in communication with the fourth valve port 64 and the fifth valve port 65 respectively. In a low-temperature environment, the thermal management system 100 can operate in the third working mode. At this time, the liquid flows between the powertrain 10 and the vehicle external radiator 30, and the powertrain 10 is cooled through the vehicle external radiator 30, and the radiant heat of the powertrain 10 can be used to heat the second mount assembly 120. At the same time, the liquid flowing out from the fourth valve port 64 and the fifth valve port 65 can be low-temperature liquid. The low-temperature liquid flows to the cooling assembly 50 through the power battery 20 and the first mount assembly 40. The cooling assembly 50 heats the low-temperature liquid, and the heated liquid flows back to the integrated valve 60 through the third valve port 63, and then flows out from the fourth valve port 64 and the fifth valve port 65. In this way, the power battery 20 and the first mount assembly 40 are heated in a cycle.

[0061] In some alternative embodiments, as Figure 1 shown, a third temperature sensor 130 is provided between the second end of the second mount assembly 120 and the sixth valve port 66 for monitoring the temperature of the liquid flowing to the second mount assembly 120, and controlling the working state of the integrated valve 60 according to the detection result to better adjust the temperature of the second mount assembly 120.

[0062] And / or a fourth temperature sensor 180 is provided between the second end of the first mount assembly 40 and the fifth valve port 65 for monitoring the temperature of the liquid flowing to the first mount assembly 40, and controlling the working state of the integrated valve 60 according to the detection result to better adjust the temperature of the first mount assembly 40.

[0063] According to some specific embodiments of the present invention, referring to Figures 1-4, a third electronic pump 140 is provided between the first end of the second suspension assembly 120 and the first end of the radiator 30 outside the vehicle, which is used to pump the liquid to the second suspension assembly 120, facilitating the heating or cooling of the second suspension assembly 120; and / or a fourth electronic pump 150 is provided between the first end of the first suspension assembly 40 and the first end of the radiator 30 outside the vehicle, which is used to pump the liquid to the first suspension assembly 40, facilitating the heating or cooling of the first suspension assembly 40.

[0064] In some alternative embodiments, referring to Figures 1-4 , a first pressure relief valve 160 is provided between the second end of the second suspension assembly 120 and the sixth valve port 66; and / or a second pressure relief valve 170 is provided between the second end of the first suspension assembly 40 and the fifth valve port 65. Among them, only the first pressure relief valve 16 can be provided between the second end of the second suspension assembly 120 and the sixth valve port 66; or, only the second pressure relief valve 170 can be provided between the second end of the first suspension assembly 40 and the fifth valve port 65; or, a first pressure relief valve 160 is provided between the second end of the second suspension assembly 120 and the sixth valve port 66, and at the same time a second pressure relief valve 170 is provided between the second end of the first suspension assembly 40 and the fifth valve port 65 (as Figure 1 shown).

[0065] When the pressure of the thermal management system 100 rises abnormally and exceeds the preset value, the pressure relief valves (i.e., the above-mentioned first pressure relief valve 160 and second pressure relief valve 170) will automatically open and release some media (gas or coolant) to reduce the pressure of the thermal management system 100 and ensure that the thermal management system 100 can work properly.

[0066] According to some embodiments of the present invention, the thermal management system 100 may further include a first state sensor and a second state sensor. The first state sensor is provided on the integrated valve 60 to detect whether the connection state of the integrated valve 60 is normal and obtain the current connection state. The second state sensor may be arranged at the intersection of each flow path to obtain the current connection state of the flow path.

[0067] Among them, as Figure 5As shown, the first temperature sensor 70, the second temperature sensor 80, the third temperature sensor 130, the fourth temperature sensor 180, the first status sensor and the second status sensor constitute the environmental information acquisition module M1. The vehicle external radiator 30, the cooling assembly 50, the integrated valve 60 and the flow path actuator form the temperature control execution module M2. The calculation module M3 includes software and hardware. The software includes an operating system and applications (which can conveniently implement the interaction between the user and the operating system, libraries, APIs or other software services); the hardware includes a processor, a memory / memory, an output module, etc. The notification control execution module M4 includes a communication device and an in-vehicle terminal. The communication device is used for communication between the thermal management system 100 and the in-vehicle terminal, and the communication method can be radio frequency, Bluetooth, socket, or wire harness connection. The in-vehicle terminal includes a display interface for reminding the user of the current state of the system, such as providing a high-temperature fault alarm when the set temperature is exceeded.

[0068] As Figure 6 shown, the specific process of the thermal management system 100 according to the embodiment of the present invention is as follows:

[0069] S1. Start self-checking. Specifically, obtain the connection status and the set opening status of the first status sensor and the second status sensor. When there is no problem detected in the connection status, turn on the thermal management system 100. When a problem is detected in the connection status, do not turn on the thermal management system 100.

[0070] S2. Temperature parameter acquisition: Obtain the current temperatures of all temperature sensors.

[0071] S3. Generate a control mode suggestion according to the current temperatures in step S2.

[0072] In this step, refer to Figure 7 , and adjust the control mode according to the temperatures in regions Z1 and Z2.

[0073] Among them, the temperature of region Z1 = T1 * 40% + T2 * 30% + T3 * 30%;

[0074] The temperature of region Z2 = T5 * 30% + T6 * 40% + T4 * 30%;

[0075] The weighted calculation values given above are for illustration and are not strictly limited.

[0076] S4. Execute control, and control the flow path actuator of the thermal management system 100 through the M2 temperature control execution module.

[0077] S5.1. Integrated valve 60 control, adjust the opening and closing state of the integrated valve 60 to achieve the adjustment of the control mode.

[0078] S5.2. Passage control can adjust the on / off state of the flow path to achieve adjustment of different modes.

[0079] S6. End. After waiting for the interval time, return to step S1. For example, the waiting time is 0.1 s to 10 s.

[0080] The vehicle according to the second aspect embodiment of the present utility model includes the thermal management system 100 according to the first aspect embodiment of the present utility model above.

[0081] The vehicle according to the embodiment of the present utility model can reduce the weight and cost of the vehicle and improve the market competitiveness by adopting the above thermal management system 100.

[0082] Other configurations and operations of the vehicle according to the embodiment of the present utility model are known to those of ordinary skill in the art and will not be described in detail here.

[0083] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "center", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present utility model.

[0084] In the description of the present application, it should be noted that unless otherwise clearly specified and limited, the terms "installed", "connected", "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 directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific situations.

[0085] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0086] Although embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present utility model. The scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized in that: include: Powertrain and power battery; an external radiator, a first end of the external radiator being in communication with a first end of the power assembly; A first suspension assembly, wherein the first suspension assembly is suitable for being arranged at a rear drive axle of a vehicle, and a first end of the first suspension assembly is connected to a first end of the power battery; a cooling assembly, wherein a first end of the cooling assembly is respectively connected to a first end of the external radiator, a first end of the first suspension assembly, and a first end of the power battery; an integrated valve, the integrated valve comprising a first valve port, a second valve port, a third valve port, a fourth valve port and a fifth valve port, the first valve port being communicated with the second end of the power assembly, the second valve port being communicated with the second end of the external radiator, the third valve port being communicated with the second end of the cooling assembly, the fourth valve port being communicated with the second end of the power battery, and the fifth valve port being communicated with the second end of the first suspension assembly; The integrated valve controls the second valve port to be selectively connected to or disconnected from the first valve port; the integrated valve controls the third valve port to be selectively connected to at least one of the fourth valve port and the fifth valve port.

2. The thermal management system according to claim 1, 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 to an end of the power battery.

3. The thermal management system according to claim 1, characterized in that: A first electronic pump is provided between the first end of the powertrain and the first end of the external radiator; and / or A second electronic pump is provided at the first end of the power battery and the first end of the cooling assembly.

4. The thermal management system according to any one of claims 1 to 3, characterized in that: Also includes: A second suspension assembly, the second suspension assembly is suitable for being arranged at the front part of the vehicle cabin, and a first end of the second suspension assembly is respectively connected to a first end of the external radiator and one end of the power assembly; The integrated valve further includes a sixth valve port, which is communicated with the second end of the second suspension assembly. The integrated valve controls the sixth valve port to selectively communicate with at least one of the second valve port and the first valve port.

5. The thermal management system according to claim 4, 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 second valve port is communicated with the first valve port and the sixth valve port respectively, and the third valve port is communicated with the fourth valve port and the fifth valve port respectively; When the thermal management system is in the second working mode, the first valve port, the fourth valve port, the fifth valve port and the sixth valve port are connected to each other, and the second valve port and the third valve port are closed; When the thermal management system is in the third working mode, the sixth valve port is closed, the first valve port is communicated with the second valve port, and the third valve port is communicated with the fourth valve port and the fifth valve port respectively.

6. The thermal management system according to claim 4, characterized in that: A third temperature sensor is provided between the second end of the second suspension assembly and the sixth valve port; and / or A fourth temperature sensor is provided between the second end of the first suspension assembly and the fifth valve port.

7. The thermal management system according to claim 4, characterized in that: A third electronic pump is provided between the first end of the second suspension assembly and the first end of the external radiator; and / or A fourth electronic pump is provided between the first end of the first suspension assembly and the first end of the external radiator.

8. The thermal management system according to claim 4, characterized in that: A first pressure relief valve is provided between the second end of the second suspension assembly and the sixth valve port; and / or A second pressure relief valve is provided between the second end of the first suspension assembly and the fifth valve port.

9. A vehicle, characterized in that: Comprising a thermal management system according to any one of claims 1-8.

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