A battery thermal management device for energy-saving electric engineering vehicles and a control method thereof

Abstract

The present invention discloses an energy-saving battery thermal management device for electric engineering vehicles and a control method thereof, which relates to the technical field of thermal management of batteries for electric engineering vehicles, and comprises a thermal management mechanism, wherein the thermal management mechanism comprises a base plate, wherein the upper surface of the base plate is provided with a plurality of symmetrical mounting holes, an electric air compressor and a gas storage tank are fixedly connected to the upper surface of the base plate, an electronic pressure gauge is fixedly installed on the outer surface of the gas storage tank, and the electronic pressure gauge is electrically connected to the electric air compressor through a wire, and a refrigeration mechanism is arranged above the gas storage tank. This energy-saving battery thermal management device for electric engineering vehicles can quickly generate cold air and provide it to the electric engineering vehicle for battery cooling thermal management, while effectively reducing the electrical equipment required for generating cold air, and there is no need to use liquids such as refrigerants or antifreeze, thereby reducing the thermal management cost of the battery of the electric engineering vehicle, and making the thermal management cooling process of the battery of the electric engineering vehicle more efficient and energy-saving.

Description

Technical Field

[0001] The present invention relates to the technical field of battery thermal management for electric engineering vehicles, and in particular to a battery thermal management device for energy-saving electric engineering vehicles and a control method thereof. Background Art

[0002] In order to better achieve green development and reduce carbon emissions, engineering vehicles are gradually replaced by electric motors from internal combustion engines. The instantaneous torque of electric motors is large, which can also allow engineering vehicles to work better. Lithium batteries have become power storage and supply equipment for electric engineering vehicles due to their high energy density, long cycle life and low self-discharge rate. However, since temperature has a great influence on the operation of lithium batteries, when the internal heat of the battery is high, it may cause violent chemical reactions inside the battery to generate heat, including SEI film decomposition, embedded lithium and electrolyte reaction and positive electrode active material decomposition. When the internal temperature of the battery is low, the capacity of the power battery will decrease, and the charging and discharging efficiency will decrease. The lower the ambient temperature, the lower the activity of the active substances inside the battery, and the higher the internal resistance and viscosity of the electrolyte. This makes ion diffusion difficult, especially in the positive and negative electrodes, lithium ions become difficult to embed and easy to escape, so that the battery capacity decays very quickly, affecting the battery life. In order to ensure the normal operation of electric engineering vehicles, battery thermal management devices are usually used to control and manage the internal temperature of the battery so that the internal temperature always maintains a relatively reasonable temperature range.

[0003] When in use, the existing battery thermal management device for electric engineering vehicles mainly adopts an electric compressor in conjunction with refrigerant pipelines, antifreeze pipelines, condensers, electronic water pumps and cooling fans to cool down. Although good low-temperature air can be generated to perform thermal management of the electric engineering vehicle battery, the electric engineering vehicle thermal management device uses more electrical equipment, which increases the power consumption in the thermal management process of the electric engineering vehicle, and thus affects the overall endurance of the electric engineering vehicle to a certain extent, making the electric engineering vehicle thermal management device not energy-efficient. At the same time, the above-mentioned electric engineering vehicle battery thermal management device can only perform thermal management of the electric engineering vehicle, and cannot ensure the battery temperature in a low temperature environment, causing the battery capacity of the electric engineering vehicle to decay too quickly when working in a low temperature environment, affecting the working time of the electric engineering vehicle, resulting in poor thermal management effect of the battery thermal management device on the electric engineering vehicle battery.

[0004] Combining the above problems, we will find that it is difficult to avoid the above problems at the same time when using the existing battery thermal management device for electric engineering vehicles, and even if it can be solved, it needs to be solved through external tools, which cannot achieve the desired effect. Therefore, we propose an energy-saving battery thermal management device for electric engineering vehicles and a control method thereof. Summary of the invention

[0005] The object of the present invention is to provide a battery thermal management device for an energy-saving electric engineering vehicle and a control method thereof to solve the problems raised in the above-mentioned background technology.

[0006] To achieve the above object, the present invention provides the following technical solution: a battery thermal management device for an energy-saving electric engineering vehicle, comprising a thermal management mechanism, characterized in that: the thermal management mechanism comprises a bottom plate, a plurality of symmetrical mounting holes are provided on the upper surface of the bottom plate, an electric air compressor and an air storage tank are fixedly connected to the upper surface of the bottom plate, an electronic pressure gauge is fixedly installed on the outer surface of the air storage tank, the electronic pressure gauge is electrically connected to the electric air compressor through a wire, and a refrigeration mechanism is arranged above the air storage tank;

[0007] The refrigeration mechanism includes a cold air delivery unit, which is arranged above the gas storage tank and is used to generate cold air and control the delivery of cold air;

[0008] The refrigeration mechanism further comprises a hot air delivery unit, which is arranged on the right side of the gas storage tank and is used to control the delivery of hot air;

[0009] The front of the hot air delivery unit is provided with an air delivery mechanism, which is used in conjunction with a refrigeration mechanism and is used to deliver air to the inside of the electric air compressor;

[0010] It also includes a speed detection mechanism, which is arranged on the upper side of the refrigeration mechanism and is used to detect the driving speed of the vehicle.

[0011] Preferably, the cold air delivery unit includes a vortex tube, which is located above the air storage tank, the cold air end of the vortex tube is fixedly connected to a first air guide pipe, the other end of the first air guide pipe is fixedly connected to a first electromagnetic three-way valve, the other end of the first electromagnetic three-way valve is fixedly connected to a first delivery pipe, the air outlet end of the electric air compressor is fixedly connected to a one-way valve, the other end of the one-way valve is fixedly connected to an air supply pipe, the other end of the air supply pipe passes through the interior of the air storage tank, the air inlet of the vortex tube is fixedly connected to an air intake pipe, the other end of the air intake pipe is fixedly connected to an adjusting block, the front of the adjusting block is fixedly connected to a connecting pipe, and the connecting The other end of the through pipe passes through the interior of the gas tank, and an adjusting ball is rotatably connected to the interior of the adjusting block, a through hole is provided on the outer surface of the adjusting ball, and a rotating column is rotatably connected to the upper surface of the adjusting block. The bottom end of the rotating column passes through the adjusting block and is fixedly connected to the upper outer surface of the adjusting ball, and a worm gear is fixedly connected to the outer surface of the rotating column. A small servo motor is fixedly connected to the upper surface of the adjusting block, and a worm is fixedly connected to the output end of the small servo motor, and the outer surface of the worm is meshed with the outer surface of the worm wheel. A protective cover is fixedly connected to the upper surface of the adjusting block, and the small servo motor, worm and worm gear are all located inside the protective cover.

[0012] Preferably, a stabilizing seat is fixedly connected to the bottom surface of the adjusting block, and the bottom surface of the stabilizing seat is fixedly connected to the upper surface of the gas storage tank.

[0013] Preferably, the outer surface of the worm is rotatably connected to two auxiliary frames, and the bottom surfaces of the two auxiliary frames are fixedly connected to the upper surface of the adjustment block.

[0014] Preferably, the outer surface of the vortex tube is fixedly connected to two symmetrical fixing frames, and the bottom surfaces of the two fixing frames are fixedly connected to the outer surface of the gas storage tank.

[0015] Preferably, the hot air delivery unit includes a heat sink, which is located on the right side of the gas storage tank, the bottom surface of the heat sink is fixedly connected to the upper surface of the bottom plate, the hot gas end of the vortex tube is fixedly connected to a second electromagnetic three-way valve, one air outlet end of the second electromagnetic three-way valve is fixedly connected to a second air guide pipe, the other end of the second air guide pipe is fixedly connected to a second delivery pipe, the other air outlet end of the second electromagnetic three-way valve is fixedly connected to a connecting pipe, a brass coil is arranged inside the heat sink, the other end of the connecting pipe passes through the heat sink and is fixedly connected to the air inlet end of the brass coil, and the air outlet of the brass coil The first and second delivery pipes are fixedly connected to the outer surface of the first delivery pipe, and the outer surface of the first delivery pipe is fixedly connected to a plurality of exhaust tubes. The inner surface of the first delivery pipe is fixedly connected to a plurality of heat dissipation copper sheets. The inner wall of each heat dissipation copper sheet is fixedly connected to the outer surface of the brass coil. The outer surface of each heat dissipation copper sheet is provided with a plurality of heat dissipation grooves, and one side of each heat dissipation copper sheet with a heat dissipation groove extends to the outside of the heat dissipation frame. The outer surface of each heat dissipation copper sheet is provided with five ventilation holes. The outer surfaces of the first delivery pipe and the second delivery pipe are fixedly connected to a limiting frame, and the bottom surface of the limiting frame is fixedly connected to the upper surface of the bottom plate.

[0016] Preferably, the speed detection mechanism includes a solenoid valve, a solenoid valve is installed on the air intake pipe, the top of the solenoid valve is connected to an air duct through a hose, one end of the air duct is connected to an air collecting hood, an air filter assembly is arranged in the air collecting hood, the air duct is connected to a detection tube, a ventilation hole is provided at the lower part of the detection tube, a piston rod is slidably connected in the detection tube, a fixing plate is fixedly connected in the detection tube, one end of the piston rod passes through the fixing plate and is slidably connected to the fixing plate, a compression spring is arranged between the piston rod and the fixing plate, a mounting seat is installed on the air duct, a wind shield is slidably connected in the mounting seat, a through groove for use with the wind shield is provided on the air duct, telescopic rods are symmetrically installed between the wind shield and the mounting seat, and an L-shaped rod for use with the piston rod is fixedly connected to the top of the wind shield.

[0017] Preferably, the air supply mechanism includes a filter box, the back of the filter box is fixedly connected to the front of the heat sink, the bottom surface of the filter box is fixedly connected to the upper surface of the base plate, the back of the heat sink is fixedly connected to a third air duct, the other end of the third air duct is fixedly connected to an air inlet of an electric air compressor, a plurality of air vents are provided on the front of the heat sink, and the plurality of air vents are all located inside the filter box, two filter cotton plates are clamped inside the filter box, a baffle is fixedly connected to the inner wall of the filter box, and a plurality of air supply ports are provided on the front of the baffle.

[0018] Preferably, a sealing plate is fixedly connected to the upper surfaces of the two filter cotton plates, the sealing plate is clamped to the upper surface of the filter box, and a handle is fixedly connected to the upper surface of the sealing plate.

[0019] A control method for a battery thermal management device for an energy-saving electric engineering vehicle specifically comprises the following steps:

[0020] S1: First, the device is installed on the electric engineering vehicle using the mounting hole and the bottom plate, and the first delivery pipe and the second delivery pipe are connected to the thermal management pipe of the battery housing of the electric engineering vehicle, and the electric air compressor, the electronic pressure gauge, the first electromagnetic three-way valve and the small servo motor are started through the external control switch and the power supply. At this time, the air can be pressurized and sent into the air storage tank through the one-way valve and the air delivery pipe for storage as the electric air compressor is running. When the internal pressure of the air storage tank reaches the maximum set value of the electronic pressure gauge, the electronic pressure gauge can send an electrical signal through the wire to stop the operation of the electric air compressor;

[0021] S2: When the temperature of the battery inside the electric engineering vehicle is too high and needs thermal management to cool down, the high-pressure air inside the gas storage tank will enter the vortex tube through the connecting pipe, the through hole and the intake pipe. By utilizing the characteristics of the vortex tube, when the high-pressure air enters the vortex tube, one end of the vortex tube can quickly generate cold air, without using too many electrical equipment to achieve the generation of cold air. The cold air can be sent into the thermal management pipeline of the outer shell of the electric engineering vehicle battery through the first air guide pipe, the first electromagnetic three-way valve and the first delivery pipe to quickly cool down the battery of the electric engineering vehicle;

[0022] S3: When it is necessary to control the temperature of the gas ejected from the vortex tube or to close the regulating block, a small servo motor is used to cooperate with the regulating block and the auxiliary frame to drive the worm to rotate, and then the worm wheel and the rotating column can be driven to rotate, so that the regulating ball can adjust the horizontal angle of the through hole with the rotation of the rotating column, thereby changing the amount of air entering the intake pipe through the through hole of the connecting pipe or completely closing the regulating block to change the pressure of the air entering the vortex tube, thereby changing the temperature of the gas ejected from the vortex tube;

[0023] S4: When the battery of the electric engineering vehicle is cooled for thermal management, the hot air flow generated at the other end of the vortex tube can enter the brass coil through the second electromagnetic three-way valve and the connecting pipe. The good thermal conductivity of the brass coil and the heat dissipation copper sheet can be used in conjunction with the heat dissipation frame to reduce the heat of the hot air flow. The hot air flow after the temperature is reduced is directly discharged outward through the exhaust pipe and the air outlet capillary. When the hot air flow after the temperature is reduced is discharged outward from the air outlet capillary, the air circulation speed around the heat dissipation copper sheet can be increased, thereby cooperating with the heat dissipation slot to improve the heat exchange efficiency of the heat dissipation copper sheet, making the temperature of the discharged hot air flow relatively lower, thereby preventing the hot air flow from being directly discharged outward at an excessively high temperature and damaging other equipment on the electric engineering vehicle;

[0024] S5: When the battery of the electric engineering vehicle is working in a relatively low temperature environment, the second electromagnetic three-way valve is opened to communicate with the second air duct, and the connecting pipe is closed, so that the hot air generated in the vortex tube is sent into the thermal management pipeline of the battery shell of the electric engineering vehicle through the second air duct and the second delivery pipe to quickly heat the battery of the electric engineering vehicle, so that the battery of the electric engineering vehicle can work in a relatively reasonable temperature environment, and at this time, the first electromagnetic three-way valve is closed, so that the cold air generated by the vortex tube is discharged outward through the first air duct and the other end of the first electromagnetic three-way valve, instead of continuing to be sent to the battery of the electric engineering vehicle;

[0025] S6: When the electric air compressor is running, it will suck the outside air into the electric air compressor, and then form a negative pressure environment and suction inside the heat sink through the third air duct, so that the outside air can enter the filter box through the air supply port on the baffle, and then enter the heat sink after filtering impurities through the filter cotton plate. Because when the electric engineering vehicle battery is cooled and thermally managed, the brass coil and the heat dissipation copper sheet have a certain high temperature, so the moisture in the air entering the heat sink can be dried to a certain extent, so that the air is drier when it enters the electric air compressor through the third air duct, and the air enters the electric engineering vehicle through the gas tank. When cooling the thermal management inside the thermal management pipeline of the battery shell of the electric engineering vehicle, it will not carry too much moisture, thereby preventing the problem of rust on the thermal management pipeline of the battery shell of the electric engineering vehicle due to excessive water vapor in the air during the thermal management process of the electric engineering vehicle. When heating the battery of the electric engineering vehicle for thermal management, although there is no temperature inside the heat sink, the cold air will not enter the thermal management pipeline of the battery shell of the electric engineering vehicle at this time. When the hot air passes through the thermal management pipeline of the battery shell of the electric engineering vehicle, even if there is a certain amount of water vapor, the temperature of the hot air flow will dry the moisture in the thermal management pipeline of the battery shell of the electric engineering vehicle.

[0026] Compared with the prior art, the present invention has the following beneficial effects:

[0027] The present invention can quickly generate cold air and provide it to the electric engineering vehicle for battery cooling thermal management by providing a cold air delivery unit. At the same time, it can effectively reduce the electrical equipment required to generate cold air and does not require the use of liquids such as refrigerants or antifreeze, thereby reducing the cost required for thermal management of the electric engineering vehicle battery and making the electric engineering vehicle battery thermal management cooling process more efficient and energy-saving.

[0028] By setting up a hot air delivery unit, the present invention can provide cold air and hot air for the thermal management of the electric engineering vehicle. When the electric engineering vehicle works in a low-temperature environment, the battery temperature can be ensured not to be too low, thereby preventing the low temperature from affecting the battery capacity of the electric engineering vehicle. The battery of the electric engineering vehicle can also maintain good power output in a low-temperature environment, effectively increasing the thermal management effect of the battery thermal management device on the battery of the electric engineering vehicle.

[0029] The present invention can filter impurities in the air entering the electric air compressor by arranging an air supply mechanism, and can also allow the air to pass through the hot air delivery unit, and use the waste heat generated by the hot air delivery unit to reduce the moisture in the air, so that the air will not carry too much moisture when entering the thermal management pipeline of the battery shell of the electric engineering vehicle through the air storage tank for cooling and thermal management. In addition, the problem of rust in the thermal management pipeline of the battery shell of the electric engineering vehicle caused by excessive water vapor in the air during the thermal management of the electric engineering vehicle can be prevented, thereby ensuring that the battery thermal management device can perform thermal management work on the electric engineering vehicle normally.

[0030] The present invention is provided with a speed detection mechanism, which can utilize the airflow generated around the body of the electric engineering vehicle when it is traveling at high speed, thereby cooling the battery of the electric engineering vehicle more efficiently, without the need to generate high-pressure air through an electric air compressor, and thus being more energy-efficient. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0032] Figure 2 It is a structural schematic diagram of the gas storage tank of the present invention;

[0033] Figure 3 It is a schematic diagram of the structure of the vortex tube of the present invention;

[0034] Figure 4 It is a schematic diagram of the cross-sectional structure of the regulating block of the present invention;

[0035] Figure 5 It is a structural schematic diagram of the speed detection mechanism of the present invention;

[0036] Figure 6 This is a schematic diagram of the installation of the piston rod of the present invention;

[0037] Figure 7 is a schematic structural diagram of the second air duct of the present invention;

[0038] Figure 8 It is a schematic cross-sectional structure diagram of the heat dissipation frame of the present invention;

[0039] Fig. 9 It is a structural schematic diagram of the brass coil of the present invention;

[0040] Fig.10 It is a schematic diagram of the cross-sectional structure of the filter box of the present invention;

[0041] In the figure: 1. thermal management mechanism; 11. bottom plate; 12. mounting hole; 13. electric air compressor; 14. gas storage tank; 15. electronic pressure gauge; 2. refrigeration mechanism; 21. cold air delivery unit; 2101. vortex tube; 2102. first air guide pipe; 2103. first electromagnetic three-way valve; 2104. first delivery pipe; 2105. one-way valve; 2106. air delivery pipe; 2107. air intake pipe; 2108. regulating block; 2109. connecting pipe; 2110. regulating ball; 2111. rotating column; 2112. through hole; 2113. worm gear; 2114. small servo motor; 2115. worm; 2116. protective cover; 2117. stable seat; 2118. auxiliary frame; 2119. fixed frame; 22. hot air delivery unit; 2201. heat dissipation frame; 2202 , second electromagnetic three-way valve; 2203, second air guide pipe; 2204, second delivery pipe; 2205, connecting pipe; 2206, brass coil; 2207, exhaust pipe; 2208, air outlet capillary; 2209, heat dissipation copper sheet; 2210, heat dissipation slot; 2211, vent hole; 2212, limit frame; 23, speed detection mechanism; 2301, electromagnetic valve, 2302, air guide pipe; 2303 wind hood; 2304, detection tube; 2305, piston rod; 2306, fixing plate; 2307, mounting seat; 2308, wind shield; 2309, L-shaped rod; 3, air supply mechanism; 301, filter box; 302, third air guide pipe; 303, air vent; 304, filter cotton plate; 305, baffle; 306, air supply port; 307, sealing plate; 308, handle. DETAILED DESCRIPTION

[0042] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0043] Example 1: Please refer to Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6The present invention provides a technical solution: a battery thermal management device for an energy-saving electric engineering vehicle, comprising a thermal management mechanism 1, characterized in that: the thermal management mechanism 1 comprises a bottom plate 11, a plurality of symmetrical mounting holes 12 are provided on the upper surface of the bottom plate 11, an electric air compressor 13 and an air storage tank 14 are fixedly connected to the upper surface of the bottom plate 11, an electronic pressure gauge 15 is fixedly installed on the outer surface of the air storage tank 14, the electronic pressure gauge 15 is electrically connected to the electric air compressor 13 through a wire, and a refrigeration mechanism 2 is arranged above the air storage tank 14;

[0044] The refrigeration mechanism 2 includes a cold air delivery unit 21 , which is disposed above the gas storage tank 14 . The cold air delivery unit 21 is used to generate cold air and control the delivery of the cold air.

[0045] As a further limitation of the refrigeration mechanism 2 of the present invention, the cold air delivery unit 21 includes a vortex tube 2101, which is located above the gas storage tank 14, and the cold air end of the vortex tube 2101 is fixedly connected to the first air guide pipe 2102, and the other end of the first air guide pipe 2102 is fixedly connected to the first electromagnetic three-way valve 2103, and the other end of the first electromagnetic three-way valve 2103 is fixedly connected to the first delivery pipe 2104, and the air outlet end of the electric air compressor 13 is fixedly connected to the one-way valve 2105, and the other end of the one-way valve 2105 is fixedly connected to the first air delivery pipe 2104. The air inlet of the vortex tube 2101 is fixedly connected with an air supply pipe 2106, and the other end of the air supply pipe 2106 penetrates into the interior of the air storage tank 14. The air inlet of the vortex tube 2101 is fixedly connected with an air supply pipe 2107, and the other end of the air supply pipe 2107 is fixedly connected with an adjusting block 2108. The front of the adjusting block 2108 is fixedly connected with a connecting pipe 2109, and the other end of the connecting pipe 2109 penetrates into the interior of the air storage tank 14. The interior of the adjusting block 2108 is rotatably connected with an adjusting ball 2110, and the outer surface of the adjusting ball 2110 is provided with a through hole 2112. The upper surface of the block 2108 is rotatably connected with a rotating column 2111, the bottom end of the rotating column 2111 passes through the adjusting block 2108 and is fixedly connected to the upper outer surface of the adjusting ball 2110, the outer surface of the rotating column 2111 is fixedly connected to a worm wheel 2113, the upper surface of the adjusting block 2108 is fixedly connected to a small servo motor 2114, the output end of the small servo motor 2114 is fixedly connected to a worm 2115, the outer surface of the worm 2115 is meshed with the outer surface of the worm wheel 2113, and the upper surface of the adjusting block 2108 is fixedly connected to the upper surface of the adjusting block 2108. A protective cover 2116 is connected, and a small servo motor 2114, a worm 2115 and a worm wheel 2113 are all located inside the protective cover 2116. By setting a cold air delivery unit 21, cold air can be quickly generated and provided to the electric engineering vehicle for battery cooling thermal management. At the same time, the electrical equipment required for generating cold air can be effectively reduced, and there is no need to use liquids such as refrigerants or antifreeze, thereby reducing the cost required for thermal management of the battery of the electric engineering vehicle, making the thermal management cooling process of the battery of the electric engineering vehicle more efficient and energy-saving;

[0046] The bottom surface of the adjusting block 2108 is fixedly connected with a stabilizing seat 2117, and the bottom surface of the stabilizing seat 2117 is fixedly connected to the upper surface of the gas storage tank 14. The stabilizing seat 2117 can increase the stability of the adjusting block 2108, so that the adjusting block 2108 is not prone to excessive shaking during use, thereby ensuring the normal use of the adjusting block 2108;

[0047] The outer surface of the worm 2115 is rotatably connected to two auxiliary frames 2118, and the bottom surfaces of the two auxiliary frames 2118 are fixedly connected to the upper surface of the adjustment block 2108. The auxiliary frames 2118 can position the worm 2115 without affecting the rotation of the worm 2115, so that the worm 2115 can smoothly drive the worm wheel 2113 to rotate;

[0048] The outer surface of the vortex tube 2101 is fixedly connected with two symmetrical fixing frames 2119, and the bottom surfaces of the two fixing frames 2119 are fixedly connected with the outer surface of the gas storage tank 14. The fixing frames 2119 can fix the position of the vortex tube 2101, so that the vortex tube 2101 can be fixed on the gas storage tank 14, thereby improving the reliability of the vortex tube 2101 when in use;

[0049] The speed detection mechanism 23 includes a solenoid valve 2301, which is installed on the air intake pipe 2107. The top of the solenoid valve 2301 is connected to an air duct 2302 through a hose. One end of the air duct 2302 is connected to an air collecting hood 2303. The air collecting hood 2303 is installed at the edge of the electric engineering vehicle to facilitate the airflow generated during driving to enter the air collecting hood 2303. The air collecting hood 2303 is provided with an air filter assembly (the air filter assembly is a prior art and need not be described in detail). The air duct 2302 is connected to a detection tube 2304. A ventilation hole is provided at the lower part of the detection tube 2304. The ventilation hole is used to exhaust the air in the detection tube 2304. A piston rod 2305 is slidably connected inside 304, a fixing plate 2306 is fixedly connected inside the detection tube 2304, one end of the piston rod 2305 passes through the fixing plate 2306 and is slidably connected thereto, a compression spring is arranged between the piston rod 2305 and the fixing plate 2306, a mounting seat 2307 is installed on the air duct 2302, a wind shield 2308 is slidably connected inside the mounting seat 2307, a through groove for use with the wind shield 2308 is opened on the air duct 2302, telescopic rods are symmetrically installed between the wind shield 2308 and the mounting seat 2307, and an L-shaped rod 2309 for use with the piston rod 2305 is fixedly connected to the top of the wind shield 2308.

[0050] The specific implementation of this embodiment is as follows: first, the device is installed on the electric engineering vehicle using the mounting hole 12 and the base plate 11, and the first delivery pipe 2104 is connected to the thermal management pipe of the battery shell of the electric engineering vehicle, and the electric air compressor 13, the electronic pressure gauge 15, the first electromagnetic three-way valve 2103 and the small servo motor 2114 are started by the external control switch and power supply. At this time, as the electric air compressor 13 runs, the air can be pressurized and sent into the air storage tank 14 through the one-way valve 2105 and the air delivery pipe 2106 for storage. When the internal pressure of the air storage tank 14 reaches the maximum set value of the electronic pressure gauge 15, the electronic pressure gauge 15 can send an electrical signal through the wire to stop the electric air compressor 13 from running. When the battery temperature inside the engineering vehicle is too high and needs thermal management to cool down, the high-pressure air inside the gas tank 14 will enter the vortex tube 2101 through the connecting pipe 2109, the through hole 2112 and the intake pipe 2107. The vortex tube 2101 is composed of a nozzle, a vortex chamber, a separation orifice plate, a pipe and a control valve. The vortex chamber is in the center and divides the pipe into cold and hot ends. The nozzle is arranged tangentially along the vortex chamber, that is, the high-pressure airflow is guided into the vortex chamber in the tangential direction. The gas that has been compressed and cooled to room temperature enters the nozzle, expands and accelerates to the speed of sound in the nozzle, and is ejected into the vortex chamber from the tangential direction to form a free vortex. The closer the rotation angular velocity of the free vortex is to the center, the greater it is. Due to the different angular velocities, friction is generated between the layers of the free vortex, and the center part The angular velocity of the airflow in the center layer is the largest, and as a result of friction, energy is transferred to the airflow in the outer layer with a lower angular velocity. The airflow in the center layer loses energy, has low kinetic energy, reduces speed, and reduces temperature, and is led out from one end through the orifice plate in the center of the vortex tube 2101 to obtain the cold airflow required for refrigeration, while the airflow in the outer layer gains momentum, increases kinetic energy, and at the same time rubs against the turbine tube wall, converting part of the kinetic energy into heat energy, which is led out from the other end of the vortex tube 2101 to form a hot airflow. When the high-pressure gas entering the vortex tube 2101 is at room temperature, the temperature of the cold airflow can reach a maximum of between minus ten and minus fifty degrees, and the temperature of the hot airflow can reach a maximum of between one hundred and one hundred and thirty degrees. Then, when the high-pressure air enters the inside of the vortex tube 2101 At this time, cold air can be quickly generated at one end of the vortex tube 2101, and there is no need to use too many electrical equipment to achieve the generation of cold air. The cold air can be sent into the thermal management pipeline of the outer shell of the electric engineering vehicle battery through the first air guide pipe 2102, the first electromagnetic three-way valve 2103 and the first delivery pipe 2104 to quickly cool the electric engineering vehicle battery. When it is necessary to control the temperature of the gas ejected from the vortex tube 2101 or to close the adjustment block 2108, the small servo motor 2114 is used to cooperate with the adjustment block 2108 and the auxiliary frame 2118 to drive the worm 2115 to rotate, which can then drive the worm wheel 2113 and the rotating column 2111 to rotate, so that the adjusting ball 2110 can adjust the horizontal angle of the through hole 2112 with the rotation of the rotating column 2111.Thus, the amount of air entering the air supply pipe 2106 through the through hole 2112 of the connecting pipe 2109 can be changed, or the regulating block 2108 can be completely closed, so that the pressure of the air entering the vortex tube 2101 changes, and then the temperature of the gas ejected from the vortex tube 2101 can be changed, so that the cold air can more accurately perform thermal management and cooling on the electric engineering vehicle, so that the battery thermal management device for the electric engineering vehicle cooperates with the cold air delivery unit 21, can quickly generate cold air and provide it to the electric engineering vehicle for battery cooling thermal management, while effectively reducing the electrical equipment required for generating cold air, and there is no need to use liquids such as refrigerants or antifreeze, thereby reducing the cost required for thermal management of the battery of the electric engineering vehicle, making the thermal management and cooling process of the battery of the electric engineering vehicle more efficient and energy-saving;

[0051] When the electric engineering vehicle is driving, airflow is generated around the electric engineering vehicle. The airflow enters the air duct 2302 through the air filter assembly in the wind collecting cover 2303 and becomes a high-pressure airflow. The airflow can become drier after passing through the air filter assembly. Then the airflow hits the wind shield 2308. The airflow is blocked by the wind shield 2308 and enters the detection tube 2304, and hits the bottom end of the piston rod 2305. When the electric engineering vehicle is driving at a slow speed, the temperature of the battery can be maintained at a suitable temperature, and the airflow around the electric engineering vehicle is weak, so that the piston rod 2305 is 5 is subjected to a weak impact force, and the piston rod 2305 is restricted by the compression spring and cannot move. The airflow entering the detection tube 2304 is discharged in time through the ventilation holes thereon. At this time, the thermal management of the battery of the electric engineering vehicle can be achieved only by the cold air delivery unit 21. When the electric engineering vehicle is running at high speed, the temperature of the battery will be higher. At this time, the thermal management effect of the battery of the electric engineering vehicle cannot be guaranteed by the cold air delivery unit 21 alone. If the operating power of the electric air compressor 13 is directly increased, it will undoubtedly increase the energy consumption. At this time, a strong airflow is generated around the electric engineering vehicle, which makes the active The impact force on the piston rod 2305 is greater than the elastic force of the compression spring, and the piston rod 2305 slides upward to shrink the compression spring. Then the top of the piston rod 2305 contacts and squeezes the L-shaped rod 2309. The L-shaped rod 2309 is forced to drive the windshield plate 2308 to slide upward, and at the same time, the small servo motor 2114 and the solenoid valve 2301 are started. The output shaft of the small servo motor 2114 rotates, thereby closing the adjustment block 2108. After the solenoid valve 2301 is opened, it is connected with the intake pipe 2107. After the windshield plate 2308 slides upward, the air guide pipe 2302 passes through the hose The airflow in the air duct 2302, which is connected to the solenoid valve 2301, enters the vortex tube 2101 through the hose and the air inlet pipe 2107, and is sent into the thermal management pipeline of the outer shell of the electric engineering vehicle battery through the first air duct 2102, the first solenoid three-way valve 2103 and the first delivery pipe 2104 to quickly cool down the electric engineering vehicle battery. The above method can utilize the airflow generated by the high-speed driving of the electric engineering vehicle, and there is no need to generate high-pressure air through the electric air compressor 13. While achieving the purpose of energy saving, the battery of the electric engineering vehicle can be cooled more efficiently.

[0052] Example 2: Please refer to Figure 2 , Figure 7 , Figure 8 and Fig. 9 The present invention provides a technical solution: a battery thermal management device for an energy-saving electric engineering vehicle. The present invention makes corresponding improvements to the technical problems mentioned in the background technology. The refrigeration mechanism 2 also includes a hot air delivery unit 22, which is arranged on the right side of the gas storage tank 14. The hot air delivery unit 22 is used to control the delivery of hot air.

[0053] As a further limitation of the refrigeration mechanism 2 of the present invention, the hot air delivery unit 22 includes a heat sink 2201, the heat sink 2201 is located on the right side of the gas storage tank 14, the bottom surface of the heat sink 2201 is fixedly connected to the upper surface of the bottom plate 11, the hot gas end of the vortex tube 2101 is fixedly connected to the second electromagnetic three-way valve 2202, one outlet end of the second electromagnetic three-way valve 2202 is fixedly connected to the second air guide pipe 2203, the other end of the second air guide pipe 2203 is fixedly connected to the second delivery pipe 2204, the other outlet end of the second electromagnetic three-way valve 2202 is fixedly connected to the connecting pipe 2205, the interior of the heat sink 2201 is provided with a brass coil 2206, the other end of the connecting pipe 2205 passes through the heat sink 2201 and is fixedly connected to the air inlet end of the brass coil 2206, the outlet end of the brass coil 2206 passes through the heat sink 2201 and is fixedly connected to the exhaust pipe 2207, and the outer surface of the exhaust pipe 2207 is fixedly connected to some There are a plurality of thin air outlet tubes 2208, and a plurality of heat dissipation copper sheets 2209 are clamped inside the heat dissipation frame 2201. The inner wall of each heat dissipation copper sheet 2209 is fixedly connected to the outer surface of the brass coil 2206. The outer surface of each heat dissipation copper sheet 2209 is provided with a plurality of heat dissipation grooves 2210, and the side of each heat dissipation copper sheet 2209 provided with the heat dissipation groove 2210 extends to the outside of the heat dissipation frame 2201. The outer surface of each heat dissipation copper sheet 2209 is provided with five vents 2211. By setting up the hot air delivery unit 22, cold air can be provided for the thermal management of the electric engineering vehicle, and hot air can also be provided, so that when the electric engineering vehicle works in a low temperature environment, the battery temperature can be ensured not to be too low, thereby preventing the low temperature from affecting the battery capacity of the electric engineering vehicle, so that the battery of the electric engineering vehicle can also maintain good power output in a low temperature environment, and effectively increasing the thermal management effect of the battery thermal management device on the battery of the electric engineering vehicle;

[0054] The outer surfaces of the first delivery pipe 2104 and the second delivery pipe 2204 are jointly fixedly connected to a limiting frame 2212, and the bottom surface of the limiting frame 2212 is fixedly connected to the upper surface of the base plate 11. The limiting frame 2212 can limit the positions of the first delivery pipe 2104 and the second delivery pipe 2204, so that the first delivery pipe 2104 and the second delivery pipe 2204 can be fixed on the base plate 11, which is convenient for the subsequent smooth installation of other pipelines and the first delivery pipe 2104 and the second delivery pipe 2204.

[0055] The specific implementation method of this embodiment is as follows: first, the second delivery pipe 2204 is also connected to the thermal management pipeline of the battery shell of the electric engineering vehicle. When the battery of the electric engineering vehicle is subjected to thermal management of cooling, the hot air flow generated at the other end of the vortex tube 2101 can enter the interior of the brass coil 2206 through the second electromagnetic three-way valve 2202 and the connecting pipe 2205. The good thermal conductivity of the brass coil 2206 and the heat dissipation copper sheet 2209 is used in conjunction with the heat dissipation frame 2201 to reduce the heat of the hot air flow. The hot air flow after the temperature is reduced is directly discharged outward through the exhaust pipe 2207 and the air outlet capillary 2208. When the hot air flow is discharged outward from the air outlet capillary 2208, the air circulation speed around the heat dissipation copper sheet 2209 can be increased, thereby cooperating with the heat dissipation slot 2210 to improve the heat exchange efficiency of the heat dissipation copper sheet 2209, so that the temperature of the discharged hot air flow is relatively lower, thereby preventing the hot air flow from being directly discharged outward at an excessively high temperature to damage other equipment on the electric engineering vehicle. When the battery of the electric engineering vehicle is at a high temperature When working in a relatively low temperature environment, the second electromagnetic three-way valve 2202 is opened to connect with the second air duct 2203, and the connecting pipe 2205 is closed, so that the hot air generated in the vortex tube 2101 is sent into the thermal management pipeline of the battery shell of the electric engineering vehicle through the second air duct 2203 and the second delivery pipe 2204 to quickly heat up the battery of the electric engineering vehicle, so that the battery of the electric engineering vehicle can work in a relatively reasonable temperature environment. At this time, the first electromagnetic three-way valve 2103 is closed, so that the cold air generated by the vortex tube 2101 is discharged to the outside through the first air duct 2102 and the other end of the first electromagnetic three-way valve 2103, instead of continuing to be sent to the battery of the electric engineering vehicle, so that when the electric engineering vehicle works in a low temperature environment, the battery temperature can be ensured not to be too low, thereby preventing the low temperature from affecting the battery capacity of the electric engineering vehicle, so that the battery of the electric engineering vehicle can also maintain good power output in a low temperature environment, effectively increasing the thermal management effect of the battery thermal management device on the battery of the electric engineering vehicle.

[0056] Example 3: Please refer to Figure 7 and Fig.10 The present invention provides a technical solution: a battery thermal management device for an energy-saving electric engineering vehicle. The present invention makes corresponding improvements to the technical problems mentioned in the background technology. An air supply mechanism 3 is provided on the front of the hot air delivery unit 22. The air supply mechanism 3 is used in conjunction with the refrigeration mechanism 2. The air supply mechanism 3 is used to deliver air to the inside of the electric air compressor 13.

[0057] As a further limitation of the air supply mechanism 3 of the present invention, the air supply mechanism 3 includes a filter box 301, the back of the filter box 301 is fixedly connected to the front of the heat sink 2201, the bottom surface of the filter box 301 is fixedly connected to the upper surface of the bottom plate 11, the back of the heat sink 2201 is fixedly connected to a third air guide pipe 302, the other end of the third air guide pipe 302 is fixedly connected to the air inlet of the electric air compressor 13, and a plurality of vents 303 are provided on the front of the heat sink 2201, and the plurality of vents 303 are all located inside the filter box 301, and two filter cotton plates 304 are clamped inside the filter box 301, and a baffle 305 is fixedly connected to the inner wall of the filter box 301, and the baffle A plurality of air delivery ports 306 are provided on the front of the plate 305. By providing the air delivery mechanism 3, impurities in the air entering the electric air compressor 13 can be filtered out, and the air can also pass through the hot air delivery unit 22. The residual heat generated by the hot air delivery unit 22 is used to reduce the moisture in the air, so that the air will not carry too much moisture when entering the thermal management pipeline of the battery shell of the electric engineering vehicle through the air storage tank 14 for cooling and thermal management. In this way, the problem of rust on the thermal management pipeline of the battery shell of the electric engineering vehicle due to excessive water vapor in the air during the thermal management process of the electric engineering vehicle can be prevented, and the thermal management work of the battery thermal management device on the electric engineering vehicle can be carried out normally.

[0058] The upper surfaces of the two filter cotton plates 304 are fixedly connected with a sealing plate 307, and the sealing plate 307 is snapped onto the upper surface of the filter box 301. The upper surface of the sealing plate 307 is fixedly connected with a handle 308. The sealing plate 307 can not only further close the gap between the filter cotton plate 304 and the filter box 301, but also manually pull the handle 308 in conjunction with the sealing plate 307 to pull the filter cotton plate 304 outward, thereby increasing the convenience of cleaning and replacing the filter cotton plate 304.

[0059] The specific implementation method of this embodiment is as follows: when the electric air compressor 13 is running, the outside air will be sucked into the electric air compressor 13, and then a negative pressure environment can be formed inside the heat sink 2201 through the third air duct 302 and suction can be generated, so that the outside air can enter the filter box 301 through the air supply port 306 on the baffle 305, and enter the heat sink 2201 after filtering impurities through the filter cotton plate 304. Because when the electric engineering vehicle battery is cooled and thermally managed, the brass coil 2206 and the heat dissipation copper sheet 2209 both have a certain high temperature, so the moisture in the air entering the heat sink 2201 can be dried to a certain extent, so that the air can be drier when it enters the electric air compressor 13 through the third air duct 302, and the air can enter the electric engineering vehicle through the gas storage tank 14. When cooling thermal management is performed inside the thermal management pipeline of the vehicle battery shell, it will not carry too much moisture, thereby preventing the problem of rusting of the thermal management pipeline of the battery shell of the electric engineering vehicle due to excessive water vapor in the air during the thermal management of the electric engineering vehicle, ensuring that the battery thermal management device can perform thermal management work on the electric engineering vehicle normally. When heating the electric engineering vehicle battery for thermal management, although there is no temperature inside the heat sink 2201, the cold air will not enter the thermal management pipeline of the battery shell of the electric engineering vehicle at this time. When the hot air passes through the thermal management pipeline of the battery shell of the electric engineering vehicle, even if there is a certain amount of water vapor, the temperature of the hot air flow will dry the moisture in the thermal management pipeline of the battery shell of the electric engineering vehicle, thereby making the thermal management pipeline of the battery shell of the electric engineering vehicle less likely to rust.

[0060] A control method for a battery thermal management device for an energy-saving electric engineering vehicle specifically comprises the following steps:

[0061] S1: First, the device is installed on the electric engineering vehicle using the mounting hole 12 and the bottom plate 11, and the first delivery pipe 2104 and the second delivery pipe 2204 are connected to the thermal management pipeline of the battery housing of the electric engineering vehicle, and the electric air compressor 13, the electronic pressure gauge 15, the first electromagnetic three-way valve 2103 and the small servo motor 2114 are started by the external control switch and the power supply. At this time, the air can be pressurized and sent into the air storage tank 14 through the one-way valve 2105 and the air delivery pipe 2106 for storage as the electric air compressor 13 is running. When the internal pressure of the air storage tank 14 reaches the maximum set value of the electronic pressure gauge 15, the electronic pressure gauge 15 can send an electrical signal through the wire to stop the operation of the electric air compressor 13;

[0062] S2: When the temperature of the battery inside the electric engineering vehicle is too high and needs thermal management to cool down, the high-pressure air inside the gas storage tank 14 will enter the vortex tube 2101 through the connecting pipe 2109, the through hole 2112 and the intake pipe 2107. By utilizing the characteristics of the vortex tube 2101, when the high-pressure air enters the vortex tube 2101, one end of the vortex tube 2101 can quickly generate cold air, without using too many electrical equipment to achieve the generation of cold air. The cold air can be sent into the thermal management pipeline of the outer shell of the electric engineering vehicle battery through the first air guide pipe 2102, the first electromagnetic three-way valve 2103 and the first delivery pipe 2104 to quickly cool down the battery of the electric engineering vehicle;

[0063] S3: When it is necessary to control the temperature of the gas ejected from the vortex tube 2101 or to close the regulating block 2108, a small servo motor 2114 is used to cooperate with the regulating block 2108 and the auxiliary frame 2118 to drive the worm 2115 to rotate, thereby driving the worm wheel 2113 and the rotating column 2111 to rotate, so that the regulating ball 2110 can adjust the horizontal angle of the through hole 2112 with the rotation of the rotating column 2111, thereby changing the amount of air from the connecting pipe 2109 entering the inside of the intake pipe 2107 through the through hole 2112 or completely closing the regulating block 2108, so that the pressure of the air entering the vortex tube 2101 changes, thereby changing the temperature of the gas ejected from the vortex tube 2101;

[0064] S4: When the battery of the electric engineering vehicle is subjected to thermal management for cooling, the hot air flow generated at the other end of the vortex tube 2101 can enter the brass coil 2206 through the second electromagnetic three-way valve 2202 and the connecting pipe 2205. The good thermal conductivity of the brass coil 2206 and the heat dissipation copper sheet 2209 can be used in conjunction with the heat dissipation frame 2201 to reduce the heat of the hot air flow. The hot air flow after the temperature is reduced is directly discharged outward through the exhaust pipe 2207 and the air outlet capillary 2208. When the hot air flow after the temperature is reduced is discharged outward from the air outlet capillary 2208, the air circulation speed around the heat dissipation copper sheet 2209 can be increased, thereby cooperating with the heat dissipation slot 2210 to improve the heat exchange efficiency of the heat dissipation copper sheet 2209, making the temperature of the discharged hot air flow relatively lower, thereby preventing the hot air flow from being directly discharged outward at an excessively high temperature and damaging other equipment on the electric engineering vehicle.

[0065] S5: When the battery of the electric engineering vehicle is working in a relatively low temperature environment, the second electromagnetic three-way valve 2202 is opened to communicate with the second air duct 2203, and the connecting pipe 2205 is closed, so that the hot air generated in the vortex tube 2101 is sent into the thermal management pipeline of the battery shell of the electric engineering vehicle through the second air duct 2203 and the second delivery pipe 2204 to quickly heat up the battery of the electric engineering vehicle, so that the battery of the electric engineering vehicle can work in a relatively reasonable temperature environment. At this time, the first electromagnetic three-way valve 2103 is closed, so that the cold air generated by the vortex tube 2101 is discharged to the outside through the first air duct 2102 and the other end of the first electromagnetic three-way valve 2103, instead of continuing to be sent to the battery of the electric engineering vehicle;

[0066] S6: When the electric air compressor 13 is running, it will suck the outside air into the electric air compressor 13, and then a negative pressure environment can be formed inside the heat sink 2201 through the third air duct 302 and suction can be generated, so that the outside air can enter the filter box 301 through the air supply port 306 on the baffle 305, and enter the heat sink 2201 after filtering impurities through the filter cotton plate 304. Because when the electric engineering vehicle battery is cooled and thermally managed, the brass coil 2206 and the heat dissipation copper sheet 2209 both have a certain high temperature, so the moisture in the air entering the heat sink 2201 can be dried to a certain extent, allowing the air to enter the electric air compressor 13 through the third air duct 302. When the electric engineering vehicle battery is heated and thermally managed, although there is no temperature inside the heat sink 2201, cold air will not enter the thermal management pipeline of the electric engineering vehicle battery shell at this time. When hot air passes through the thermal management pipeline of the electric engineering vehicle battery shell, even if there is a certain amount of water vapor, the temperature of the hot air flow will dry the moisture in the thermal management pipeline of the electric engineering vehicle battery shell.

[0067] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0068] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art 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 appended claims and their equivalents.

Claims

1. A battery thermal management device for an energy-saving electric engineering vehicle, comprising a thermal management mechanism (1), characterized in that: The thermal management mechanism (1) comprises a base plate (11), the upper surface of the base plate (11) is provided with a plurality of symmetrical mounting holes (12), the upper surface of the base plate (11) is respectively fixedly connected with an electric air compressor (13) and an air storage tank (14), an electronic pressure gauge (15) is fixedly mounted on the outer surface of the air storage tank (14), the electronic pressure gauge (15) is electrically connected to the electric air compressor (13) via a wire, and a refrigeration mechanism (2) is arranged above the air storage tank (14); The refrigeration mechanism (2) comprises a cold air delivery unit (21), the cold air delivery unit (21) being arranged above the gas storage tank (14), the cold air delivery unit (21) being used to generate cold air and control the delivery of cold air; The refrigeration mechanism (2) further comprises a hot air transport unit (22), wherein the hot air transport unit (22) is arranged on the right side of the gas storage tank (14), and the hot air transport unit (22) is used to control the transport of hot air; An air supply mechanism (3) is provided on the front of the hot air delivery unit (22), the air supply mechanism (3) being used in conjunction with the refrigeration mechanism (2), and the air supply mechanism (3) being used to deliver air to the interior of the electric air compressor (13); It also includes a speed detection mechanism (23), the speed detection mechanism (23) being arranged on the upper side of the refrigeration mechanism (2), and the speed detection mechanism (23) being used to detect the driving speed of the vehicle; The cold air delivery unit (21) comprises a vortex tube (2101), the vortex tube (2101) being located above the air storage tank (14), the cold air end of the vortex tube (2101) being fixedly connected to a first air guide tube (2102), the other end of the first air guide tube (2102) being fixedly connected to a first electromagnetic three-way valve (2103), the other end of the first electromagnetic three-way valve (2103) being fixedly connected to a first delivery pipe (2104), and the air outlet end of the electric air compressor (13) being fixedly connected to a single The one-way valve (2105) is fixedly connected to an air supply pipe (2106) at the other end of the one-way valve (2105), and the other end of the air supply pipe (2106) passes through the interior of the air storage tank (14). The air inlet of the vortex tube (2101) is fixedly connected to an air intake pipe (2107), and the other end of the air intake pipe (2107) is fixedly connected to an adjustment block (2108). The front side of the adjustment block (2108) is fixedly connected to a connecting pipe (2109), and the other end of the connecting pipe (2109) passes through To the inside of the gas storage tank (14), the inside of the regulating block (2108) is rotatably connected to an regulating ball (2110), the outer surface of the regulating ball (2110) is provided with a through hole (2112), the upper surface of the regulating block (2108) is rotatably connected to a rotating column (2111), the bottom end of the rotating column (2111) passes through the regulating block (2108) and is fixedly connected to the upper outer surface of the regulating ball (2110), and the outer surface of the rotating column (2111) is fixedly connected to a worm gear (2113), A small servo motor (2114) is fixedly connected to the upper surface of the adjustment block (2108); a worm (2115) is fixedly connected to the output end of the small servo motor (2114); the outer surface of the worm (2115) is meshed with the outer surface of the worm wheel (2113); a protective cover (2116) is fixedly connected to the upper surface of the adjustment block (2108); and the small servo motor (2114), the worm (2115) and the worm wheel (2113) are all located inside the protective cover (2116); The speed detection mechanism (23) comprises a solenoid valve (2301), the solenoid valve (2301) is installed on the air intake pipe (2107), the top of the solenoid valve (2301) is connected to an air guide pipe (2302) via a hose, one end of the air guide pipe (2302) is connected to an air collecting hood (2303), an air filter assembly is arranged in the air collecting hood (2303), the air guide pipe (2302) is connected to a detection pipe (2304), a ventilation hole is provided in the lower part of the detection pipe (2304), a piston rod (2305) is slidably connected in the detection pipe (2304), and a fixing plate (2306) is fixedly connected in the detection pipe (2304). ), one end of the piston rod (2305) passes through the fixed plate (2306) and is slidably connected thereto, a compression spring is arranged between the piston rod (2305) and the fixed plate (2306), a mounting seat (2307) is installed on the air guide pipe (2302), a windshield plate (2308) is slidably connected inside the mounting seat (2307), a through groove for use with the windshield plate (2308) is opened on the air guide pipe (2302), telescopic rods are symmetrically installed between the windshield plate (2308) and the mounting seat (2307), and an L-shaped rod (2309) for use with the piston rod (2305) is fixedly connected to the top of the windshield plate (2308).

2. The battery thermal management device for an energy-saving electric engineering vehicle according to claim 1, characterized in that: The bottom surface of the adjustment block (2108) is fixedly connected to a stabilizing seat (2117), and the bottom surface of the stabilizing seat (2117) is fixedly connected to the upper surface of the gas storage tank (14).

3. The battery thermal management device for an energy-saving electric engineering vehicle according to claim 2, characterized in that: The outer surface of the worm (2115) is rotatably connected to two auxiliary frames (2118), and the bottom surfaces of the two auxiliary frames (2118) are fixedly connected to the upper surface of the adjustment block (2108).

4. The battery thermal management device for an energy-saving electric engineering vehicle according to claim 3 is characterized in that: The outer surface of the vortex tube (2101) is fixedly connected to two symmetrical fixing frames (2119), and the bottom surfaces of the two fixing frames (2119) are fixedly connected to the outer surface of the gas storage tank (14).

5. The battery thermal management device for an energy-saving electric engineering vehicle according to claim 4, characterized in that: The hot gas transport unit (22) comprises a heat sink (2201), the heat sink (2201) being located on the right side of the gas storage tank (14), the bottom surface of the heat sink (2201) being fixedly connected to the upper surface of the bottom plate (11), the hot gas end of the vortex tube (2101) being fixedly connected to a second electromagnetic three-way valve (2202), one gas outlet end of the second electromagnetic three-way valve (2202) being fixedly connected to a second air guide pipe (2203), the other end of the second air guide pipe (2203) being fixedly connected to a second transport pipe (2204), the other gas outlet end of the second electromagnetic three-way valve (2202) being fixedly connected to a connecting pipe (2205), a brass coil (2206) being arranged inside the heat sink (2201), the other end of the connecting pipe (2205) passing through the heat sink (2201) and being fixedly connected to an air inlet end of the brass coil (2206), the air outlet end of the brass coil (2206) passing through the heat sink (2201), and the second gas outlet end of the brass coil (2206) passing through the heat sink (2201). The heat rack (2201) is fixedly connected to an exhaust pipe (2207), the outer surface of the exhaust pipe (2207) is fixedly connected to a plurality of exhaust thin tubes (2208), the interior of the heat dissipation rack (2201) is clamped with a plurality of heat dissipation copper sheets (2209), the inner wall of each heat dissipation copper sheet (2209) is fixedly connected to the outer surface of the brass coil (2206), and the outer surface of each heat dissipation copper sheet (2209) is provided with a plurality of heat dissipation grooves (22 10), and one side of each heat dissipation copper sheet (2209) provided with a heat dissipation groove (2210) extends to the outside of the heat dissipation frame (2201), and the outer surface of each heat dissipation copper sheet (2209) is provided with five ventilation holes (2211), and the outer surfaces of the first delivery pipe (2104) and the second delivery pipe (2204) are fixedly connected to a limiting frame (2212), and the bottom surface of the limiting frame (2212) is fixedly connected to the upper surface of the bottom plate (11).

6. The battery thermal management device for an energy-saving electric engineering vehicle according to claim 5, characterized in that: The air supply mechanism (3) comprises a filter box (301), the back of the filter box (301) is fixedly connected to the front of the heat sink (2201), the bottom of the filter box (301) is fixedly connected to the upper surface of the bottom plate (11), the back of the heat sink (2201) is fixedly connected to a third air guide pipe (302), the other end of the third air guide pipe (302) is fixedly connected to an air inlet of the electric air compressor (13), the front of the heat sink (2201) is provided with a plurality of air vents (303), the plurality of air vents (303) are all located inside the filter box (301), two filter cotton plates (304) are clamped inside the filter box (301), the inner wall of the filter box (301) is fixedly connected to a baffle (305), and the front of the baffle (305) is provided with a plurality of air supply ports (306).

7. The battery thermal management device for an energy-saving electric engineering vehicle according to claim 6, characterized in that: The upper surfaces of the two filter cotton plates (304) are commonly fixedly connected to a sealing plate (307), the sealing plate (307) is clamped on the upper surface of the filter box (301), and the upper surface of the sealing plate (307) is fixedly connected to a handle (308).

8. The control method of a battery thermal management device for an energy-saving electric engineering vehicle according to claim 7, characterized in that: The specific steps include: S1: First, the device is installed on the electric engineering vehicle using the mounting hole (12) and the bottom plate (11), and the first delivery pipe (2104) and the second delivery pipe (2204) are connected to the thermal management pipe of the battery housing of the electric engineering vehicle. The electric air compressor (13), the electronic pressure gauge (15), the first electromagnetic three-way valve (2103) and the small servo motor (2114) are started by an external control switch and a power supply. At this time, as the electric air compressor (13) is running, the air can be pressurized and sent to the inside of the air storage tank (14) through the one-way valve (2105) and the air delivery pipe (2106) for storage. When the internal pressure of the air storage tank (14) reaches the maximum set value of the electronic pressure gauge (15), the electronic pressure gauge (15) can send an electrical signal through the wire to stop the operation of the electric air compressor (13); S2: When the temperature of the battery inside the electric engineering vehicle is too high and needs to be cooled by thermal management, the high-pressure air inside the gas storage tank (14) will enter the vortex tube (2101) through the connecting pipe (2109), the through hole (2112) and the air intake pipe (2107). By utilizing the characteristics of the vortex tube (2101), when the high-pressure air enters the vortex tube (2101), one end of the vortex tube (2101) can quickly generate cold air, without using too many electrical devices to generate cold air. The cold air can be sent into the thermal management pipeline of the outer shell of the electric engineering vehicle battery through the first air guide pipe (2102), the first electromagnetic three-way valve (2103) and the first delivery pipe (2104) to quickly cool the battery of the electric engineering vehicle; S3: When it is necessary to control the temperature of the gas ejected from the vortex tube (2101) or to close the regulating block (2108), a small servo motor (2114) is used in conjunction with the regulating block (2108) and the auxiliary frame (2118) to drive the worm (2115) to rotate, thereby driving the worm wheel (2113) and the rotating column (2111) to rotate, so that the regulating ball (2110) can adjust the horizontal angle of the through hole (2112) as the rotating column (2111) rotates, thereby changing the amount of air that enters the intake pipe (2107) through the through hole (2112) from the connecting pipe (2109), or completely closing the regulating block (2108) to change the pressure of the air entering the vortex tube (2101), thereby changing the temperature of the gas ejected from the vortex tube (2101); S4: When the battery of the electric engineering vehicle is subjected to temperature reduction thermal management, the hot air flow generated at the other end of the vortex tube (2101) can enter the interior of the brass coil (2206) through the second electromagnetic three-way valve (2202) and the connecting pipe (2205). The good thermal conductivity of the brass coil (2206) and the heat dissipation copper sheet (2209) can be used in conjunction with the heat dissipation frame (2201) to reduce the heat of the hot air flow. The hot air flow after the temperature is reduced is directly discharged to the outside through the exhaust pipe (2207) and the air outlet capillary (2208). When the hot air flow after the temperature is reduced is discharged to the outside from the air outlet capillary (2208), the air circulation speed around the heat dissipation copper sheet (2209) can be increased, thereby cooperating with the heat dissipation slot (2210) to improve the heat exchange efficiency of the heat dissipation copper sheet (2209), making the temperature of the discharged hot air flow relatively lower, thereby preventing the hot air flow from being directly discharged to the outside at an excessively high temperature and damaging other equipment on the electric engineering vehicle; S5: When the battery of the electric engineering vehicle is working in a relatively low temperature environment, the second electromagnetic three-way valve (2202) is opened to communicate with the second air duct (2203), and the connecting pipe (2205) is closed, so that the hot air generated in the vortex tube (2101) is sent into the thermal management pipeline of the battery shell of the electric engineering vehicle through the second air duct (2203) and the second delivery pipe (2204) to quickly heat up the battery of the electric engineering vehicle, so that the battery of the electric engineering vehicle can work in a relatively reasonable temperature environment. At this time, the first electromagnetic three-way valve (2103) is closed, so that the cold air generated by the vortex tube (2101) is discharged to the outside through the first air duct (2102) and the other end of the first electromagnetic three-way valve (2103), instead of continuing to be sent to the battery of the electric engineering vehicle; S6: When the electric air compressor (13) is running, it will suck outside air into the electric air compressor (13), and then a negative pressure environment can be formed inside the heat sink (2201) through the third air duct (302) and suction can be generated, allowing the outside air to enter the filter box (301) through the air delivery port (306) on the baffle (305), and then enter the heat sink (2201) after filtering impurities through the filter cotton plate (304). Because when the electric engineering vehicle battery is cooled and thermally managed, the brass coil (2206) and the heat dissipation copper sheet (2209) both have a certain high temperature, so the moisture in the air entering the heat sink (2201) can be dried to a certain extent, allowing the air to enter through the third air duct (302). The air is drier when entering the electric air compressor (13), so that the air will not carry too much moisture when passing through the air storage tank (14) and entering the thermal management pipeline of the battery shell of the electric engineering vehicle for cooling and thermal management. This can prevent the problem of rust on the thermal management pipeline of the battery shell of the electric engineering vehicle due to excessive water vapor in the air during the thermal management of the electric engineering vehicle. When the electric engineering vehicle battery is heated for thermal management, although there is no temperature inside the heat sink (2201), the cold air will not enter the thermal management pipeline of the battery shell of the electric engineering vehicle at this time. When the hot air passes through the thermal management pipeline of the battery shell of the electric engineering vehicle, even if there is a certain amount of water vapor, the temperature of the hot air flow will dry the moisture in the thermal management pipeline of the battery shell of the electric engineering vehicle.

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