Electric engineering vehicle thermal management system and electric engineering vehicle

Abstract

The invention relates to an electric engineering vehicle thermal management system and an electric engineering vehicle, the thermal management system comprises a battery pack, a cab, a compressor, a condenser, a throttling assembly, a first evaporator, a second evaporator and a first circulation loop, the battery pack is configured to provide electric power, the condenser communicates with an outlet of the compressor, and the throttling assembly communicates with an outlet of the compressor; the throttling assembly is communicated with an outlet of the condenser, the first evaporator is connected between an outlet of the throttling assembly and an inlet of the compressor, the compressor, the condenser, the throttling assembly and the first evaporator form a first refrigerating unit, and the first refrigerating unit is configured to reduce the temperature of a cab. The second evaporator is connected between an outlet of the throttling assembly and an inlet of the compressor, the compressor, the condenser, the throttling assembly and the second evaporator form a second refrigerating unit, the second refrigerating unit is configured to reduce the temperature of the battery pack, and a circulating medium flows on the first circulating loop; the first circulation loop is constructed to enable a circulation medium to exchange heat with a refrigerant in the condenser.

Description

Technical Field

[0001] This disclosure relates to the field of engineering machinery technology, and in particular to a thermal management system for electric engineering vehicles and an electric engineering vehicle. Background Technology

[0002] With the development of battery technology, the market demand for pure electric loaders is increasing. During summer operations, the loader's cab, battery system, hydraulic system, and electric drive system all require heat dissipation, resulting in significant cooling needs. During winter operations, the battery and cab require heating, while the hydraulic system and electric drive system also require cooling.

[0003] Currently, how to effectively utilize heat is a technical problem that urgently needs to be solved by those skilled in the art.

[0004] It should be noted that the information disclosed in the background section of this disclosure is intended only to enhance the understanding of the overall background of this disclosure, and should not be construed as an admission or implication in any way that such information constitutes prior art known to those skilled in the art. The foregoing statements are only intended to provide background information in relation to this application and do not necessarily constitute prior art. Summary of the Invention

[0005] This disclosure provides an electric engineering vehicle thermal management system and an electric engineering vehicle, which can optimize the heat utilization of the thermal management system.

[0006] According to one aspect of this disclosure, a thermal management system for an electric engineering vehicle is provided, comprising:

[0007] The battery pack is configured to provide electric power;

[0008] Driver's cab;

[0009] compressor;

[0010] The condenser is connected to the compressor outlet;

[0011] The throttling component is connected to the outlet of the condenser;

[0012] The first evaporator is connected between the outlet of the throttling component and the inlet of the compressor. The compressor, condenser, throttling component and the first evaporator together form the first refrigeration unit, which is configured to reduce the temperature of the cab.

[0013] A second evaporator is connected between the outlet of the throttling assembly and the inlet of the compressor. The compressor, condenser, throttling assembly, and second evaporator constitute a second refrigeration unit, which is configured to reduce the temperature of the battery pack.

[0014] The first circulation loop has a circulating medium flowing through it, and the first circulation loop is configured to allow the circulating medium to exchange heat with the refrigerant in the condenser.

[0015] In some embodiments, the thermal management system further includes a motor and a controller for controlling the motor, wherein a circulating medium on a first circulation loop flows through the motor and the controller to cool the motor and the controller.

[0016] In some embodiments, the first evaporator and the second evaporator are connected in parallel.

[0017] In some embodiments, the throttling assembly includes a first throttling element and a second throttling element, the first throttling element being connected between the condenser and the first evaporator, and the second throttling element being connected between the condenser and the second evaporator.

[0018] In some embodiments, the first circulation loop includes a first conduit disposed adjacent to the condenser, or the first conduit is wrapped around the outer periphery of the condenser.

[0019] In some embodiments, the thermal management system further includes a first heat exchanger and an air drive device, the first heat exchanger being disposed in a first circulation loop, and the air drive device being configured to drive airflow to accelerate heat exchange between the circulating medium in the first heat exchanger and the outside air.

[0020] In some embodiments, the thermal management system further includes a first liquid storage tank and a first liquid pump connected to the first circulation loop, the first liquid storage tank being configured to store the circulation medium and the first liquid pump being configured to drive the circulation medium to flow.

[0021] In some embodiments, the thermal management system further includes a second heat exchanger, a second liquid pump, an oil tank, and hydraulic lines. The second heat exchanger is disposed in the first circulation loop, and the hydraulic lines connect the second liquid pump and the oil tank. The second liquid pump is configured to drive hydraulic oil to flow out of the oil tank, through the second heat exchanger, and back to the oil tank. The hydraulic oil exchanges heat with the circulating medium in the second heat exchanger.

[0022] In some embodiments, the thermal management system further includes a second circulation loop, in which a battery pack is disposed, and a circulation medium flows through the second circulation loop, the second circulation loop being configured to allow heat exchange between the circulation medium and the refrigerant in the second evaporator.

[0023] In some embodiments, the thermal management system further includes a first reversing valve disposed between a first circulation loop and a second circulation loop. The first reversing valve is configured to switch between a first operating mode and a second operating mode. In the first operating mode, the first circulation loop and the second circulation loop operate independently. In the second operating mode, the first circulation loop and the second circulation loop are connected in series.

[0024] In some embodiments, the second circulation loop includes a second conduit disposed adjacent to the second evaporator, or the second conduit wraps around the periphery of the second evaporator.

[0025] In some embodiments, the thermal management system further includes a second liquid storage tank and a third liquid pump connected to the second circulation loop, the second liquid storage tank being configured to store the circulation medium and the third liquid pump being configured to drive the circulation medium to flow.

[0026] In some embodiments, the thermal management system further includes a third reservoir, a fourth liquid pump, and a heater. The third reservoir is configured to store a circulating medium, the fourth liquid pump is configured to drive the circulation of the circulating medium, and the fourth liquid pump and the heater are connected to form a third circulation loop. The circulating medium in the third circulation loop is configured to heat the cab and / or the battery pack.

[0027] In some embodiments, the thermal management system further includes a third heat exchanger and a blower disposed in the cab, the third heat exchanger being connected to a third circulation loop, and the blower being configured to accelerate the heat exchange rate between the circulating medium in the third heat exchanger and the air in the cab.

[0028] In some embodiments, the thermal management system further includes a second circulation loop and a second reversing valve. The battery pack is disposed in the second circulation loop, and a circulation medium flows through the second circulation loop. The second circulation loop is configured to allow heat exchange between the circulation medium and the refrigerant in the second evaporator. The second reversing valve is disposed between the second circulation loop and the third circulation loop and is configured to switch between a third operating mode and a fourth operating mode. In the third operating mode, the second circulation loop and the third circulation loop operate independently. In the fourth operating mode, the second circulation loop and the third circulation loop are connected in series.

[0029] In some embodiments, the thermal management system further includes a first reversing valve connected to a second reversing valve. The first and second reversing valves are configured to switch between a first integrated mode, a second integrated mode, and a third integrated mode. In the first integrated mode, the first, second, and third circulation loops operate independently. In the second integrated mode, the first and second circulation loops are connected in series, and the first and third circulation loops operate independently. In the third integrated mode, the first, second, and third circulation loops are connected in series.

[0030] According to another aspect of this disclosure, an electric engineering vehicle is provided, including the above-described electric engineering vehicle thermal management system.

[0031] Based on the above technical solution, the embodiments of this disclosure utilize a first refrigeration unit and a second refrigeration unit to cool the cab and battery pack respectively, facilitating the separate adjustment of the cooling temperature of the battery pack and the cab; the two refrigeration units share some components, which can effectively save costs and simplify the overall structure and layout; moreover, compared with air-cooled condensers, the heat released by the condensers in the two refrigeration units is carried away by the circulating medium in the first circulation loop, which can effectively avoid the problems of dust accumulation and serious blockage that affect the heat exchange effect in air-cooled methods, improve the heat dissipation efficiency of the condenser, and thus effectively improve the cooling efficiency of the refrigeration units. Attached Figure Description

[0032] The accompanying drawings, which are included to provide a further understanding of this disclosure and form part of this application, illustrate exemplary embodiments of this disclosure and are used to explain this disclosure, but do not constitute an undue limitation of this disclosure. In the drawings:

[0033] Figure 1 The diagram shows a structural schematic of some embodiments of the thermal management system for electric engineering vehicles provided in this disclosure.

[0034] Figure 2 Control flowcharts for some embodiments of the thermal management system for electric engineering vehicles provided in this disclosure.

[0035] In the picture:

[0036] 1. Battery pack; 2. Cab; 3. Compressor; 4. Condenser; 5. Throttling assembly; 51. First throttling element; 52. Second throttling element; 6. First evaporator; 7. Second evaporator; 8. First circulation loop; 81. First pipeline; 9. Motor; 10. Controller; 11. First heat exchanger; 12. Air drive unit; 13. First liquid reservoir; 14. First liquid pump; 15. Second heat exchanger; 16. Second liquid pump; 17. Fuel tank; 18. 19. Hydraulic pipeline; 20. Pressure relief valve; 21. Second circulation loop; 22. Second pipeline; 23. First directional valve; 24. Second reservoir; 25. Third liquid pump; 26. Third reservoir; 27. Fourth liquid pump; 28. Heater; 29. ​​Third circulation loop; 30. Third heat exchanger; 31. Blower; 32. Second directional valve; 33. First pressure sensor; 34. Second thermometer. Detailed Implementation

[0037] The technical solutions in the embodiments of this disclosure will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of this disclosure, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this disclosure without creative effort are within the scope of protection of this disclosure.

[0038] In the description of this disclosure, it should be understood that the terms "center," "lateral," "longitudinal," "front," "rear," "left," "right," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this disclosure.

[0039] like Figure 1 As shown, in some embodiments of the electric engineering vehicle thermal management system provided in this disclosure, the thermal management system includes a battery pack 1, a cab 2, a compressor 3, a condenser 4, a throttling assembly 5, a first evaporator 6, a second evaporator 7, and a first circulation loop 8. The battery pack 1 is configured to provide electric power. The condenser 4 is connected to the outlet of the compressor 3. The throttling assembly 5 is connected to the outlet of the condenser 4. The first evaporator 6 is connected between the outlet of the throttling assembly 5 and the inlet of the compressor 3. The compressor 3, condenser 4, throttling assembly 5, and first evaporator 6 form a first refrigeration unit, which is configured to reduce the temperature of the cab 2. The second evaporator 7 is connected between the outlet of the throttling assembly 5 and the inlet of the compressor 3. The compressor 3, condenser 4, throttling assembly 5, and second evaporator 7 form a second refrigeration unit, which is configured to reduce the temperature of the battery pack 1. A circulating medium flows on the first circulation loop 8, and the first circulation loop 8 is configured to allow heat exchange between the circulating medium and the refrigerant in the condenser 4.

[0040] In the above embodiments, the battery pack 1 is used to provide power for the electric engineering vehicle to move or operate. The battery pack 1 may include multiple battery modules, each containing multiple battery cells.

[0041] The cab 2 has a pre-set capacity, and the driver operates the vehicle to move or work within the cab 2.

[0042] The first and second refrigeration units use refrigerant. They share the compressor 3 and condenser 4. When the throttling element in the throttling assembly 5 is only one, the first and second refrigeration units also share the same throttling element. By sharing some components, the total number of components in the thermal management system can be reduced, saving costs; it also reduces space requirements, allowing for separate refrigeration units for the battery pack 1 and the cab 2 within a limited space, facilitating temperature control of both the battery pack 1 and the cab 2.

[0043] The circulating medium flowing in the first circulation loop 8 is a liquid circulating medium, such as water, or other flowing liquids with heat exchange function.

[0044] The circulating medium in the first circulation loop 8 can exchange heat with the refrigerant in the condenser 4 to carry away the heat released by the condenser 4 through the circulating medium.

[0045] In related technologies, condenser 4 is usually air-cooled, with external air blowing to dissipate heat from condenser 4. Although this method can gradually cool condenser 4, over time, a large amount of dust will accumulate on the surface or in the gaps of condenser 4, reducing the direct contact area between condenser 4 and air, reducing the heat exchange efficiency between the refrigerant inside condenser 4 and the outside air, and thus reducing the cooling efficiency of the refrigeration unit.

[0046] In the above embodiments, the first refrigeration unit and the second refrigeration unit are used to cool the cab 2 and the battery pack 1 respectively, which facilitates the adjustment of the cooling temperature of the battery pack 1 and the cab 2 respectively. The two refrigeration units share some components, which can effectively save costs and simplify the overall structure and layout. Moreover, compared with air-cooled condensers, the heat released by the condensers 4 in the two refrigeration units is carried away by the circulating medium on the first circulation loop 8, which can effectively avoid the problems of dust accumulation and serious blockage that affect the heat exchange effect in air-cooled methods, improve the heat dissipation efficiency of condensers 4, and thus effectively improve the cooling efficiency of the refrigeration units.

[0047] In some embodiments, the thermal management system further includes a motor 9 and a controller 10 for controlling the motor 9, wherein a circulating medium on the first circulation loop 8 flows through the motor 9 and the controller 10 to cool the motor 9 and the controller 10.

[0048] The number of motors 9 and controllers 10 can be one or more. Multiple motors 9 can be connected in series or in parallel, and multiple controllers 10 can also be connected in series or in parallel. Motors 9 and controllers 10 can be connected in series or in parallel.

[0049] In the above embodiment, the circulating medium on the first circulation loop 8, which cools the motor 9 and the controller 10, is used to dissipate heat from the condenser 4. There is no need to set up a dedicated heat dissipation loop for the condenser 4, which effectively saves the number of components and reduces the investment cost.

[0050] The circulating medium in the first circulation loop 8 can both cool the motor 9 and controller 10 and remove the heat dissipated by the condenser 4, thus realizing the dual function of the circulating medium.

[0051] The circulation medium flowing through the motor 9 and controller 10 can be understood as the circulation medium flowing through the inside or outside of the motor 9 and controller 10 without affecting their normal functions, so that the circulation medium can carry away the heat generated by the motor 9 and controller 10 during operation, thereby achieving the purpose of cooling the motor 9 and controller 10.

[0052] In some embodiments, the first evaporator 6 and the second evaporator 7 are connected in parallel.

[0053] By connecting the first evaporator 6 and the second evaporator 7 in parallel, the first refrigeration unit and the second refrigeration unit can operate independently, thereby achieving independent control of the temperature of the cab 2 and the battery pack 1 and meeting the different cooling requirements of the cab 2 and the battery pack 1.

[0054] In some embodiments, the throttling assembly 5 includes a first throttling element 51 and a second throttling element 52, wherein the first throttling element 51 is connected between the condenser 4 and the first evaporator 6, and the second throttling element 52 is connected between the condenser 4 and the second evaporator 7.

[0055] By setting two throttling elements, the first throttling element 51 and the second throttling element 52, the first and second refrigeration units can each have independent throttling elements, facilitating independent operation of the first and second refrigeration units by controlling the opening and closing of these elements. Furthermore, by adjusting the opening degree of the first throttling element 51 and the second throttling element 52, the cooling capacity of the first and second refrigeration units can be adjusted to meet the different cooling requirements of the cab 2 and the battery pack 1.

[0056] There are several ways to achieve the specific implementation of heat dissipation from the condenser 4 by the circulating medium in the first circulation loop 8.

[0057] In some embodiments, the first circulation loop 8 includes a first conduit 81 disposed adjacent to the condenser 4, or the first conduit 81 is wrapped around the outer periphery of the condenser 4.

[0058] By setting up a first pipe 81 and placing it near the condenser 4, or by wrapping the first pipe 81 around the outer periphery of the condenser 4, the heat exchange efficiency between the circulating medium and the refrigerant inside the condenser 4 can be effectively improved, and the heat dissipation speed of the condenser 4 can be accelerated.

[0059] Moreover, placing the first pipe 81 near the condenser 4, or wrapping the first pipe 81 around the outer periphery of the condenser 4, can minimize the modification or damage to the internal structure of the condenser 4. This can both eliminate the need for modification operations on the condenser 4 and avoid affecting the normal function of the condenser 4.

[0060] In other embodiments, the first pipe 81 is disposed inside the condenser 4. By having the first pipe 81 pass through the interior of the condenser 4, the contact area between the circulating medium in the first pipe 81 and the refrigerant in the condenser 4 can be increased, thereby enhancing the heat exchange effect between the circulating medium and the refrigerant.

[0061] In some embodiments, the thermal management system further includes a first heat exchanger 11 and an air drive device 12. The first heat exchanger 11 is disposed in a first circulation loop 8, and the air drive device 12 is configured to drive airflow to accelerate the heat exchange between the circulating medium in the first heat exchanger 11 and the outside air.

[0062] By setting up the first heat exchanger 11 and the air drive device 12, heat can be dissipated from the circulating medium in the first circulation loop 8, so that the temperature of the circulating medium rises after flowing through the condenser 4, the motor 9 and the controller 10, and then the heat is dissipated to the outside air in the first heat exchanger 11.

[0063] The air drive unit 12 is used to accelerate airflow, thereby improving the heat exchange efficiency between the circulating medium and the outside air. The air drive unit 12 can be a low-pressure fan or a high-pressure fan.

[0064] The number of air-driven devices 12 can be one or more, and can be flexibly set according to the heat dissipation requirements. Multiple air-driven devices 12 can be evenly arranged along the length or axial direction of the first heat exchanger 11.

[0065] The first heat exchanger 11 and the air drive device 12 can be integrated into a heat exchange module.

[0066] In some embodiments, the thermal management system further includes a first liquid storage tank 13 and a first liquid pump 14 connected to the first circulation loop 8, wherein the first liquid storage tank 13 is configured to store the circulation medium and the first liquid pump 14 is configured to drive the circulation medium to flow.

[0067] The first liquid storage tank 13 is used to store the circulating medium. The circulating medium on the first circulation loop 8 can enter the first liquid storage tank 13 or flow out of the first liquid storage tank 13.

[0068] In some embodiments, the first liquid storage tank 13 can be an expansion tank, which uses its own pressure to achieve the entry and exit of the circulating medium, and is conducive to ensuring the pressure stability of the first circulation loop 8.

[0069] The first liquid pump 14 is used to drive the circulation medium to flow, so that the circulation medium can circulate in the first circulation loop 8 and flow through the motor 9, controller 10, first heat exchanger 11 and condenser 4, so that the circulation medium can carry away the heat of the motor 9, controller 10 and condenser 4, and dissipate the heat to the outside air through the first heat exchanger 11.

[0070] In some embodiments, the thermal management system further includes a second heat exchanger 15, a second liquid pump 16, an oil tank 17, and a hydraulic line 18. The second heat exchanger 15 is disposed in the first circulation loop 8, and the hydraulic line 18 connects the second liquid pump 16 and the oil tank 17. The second liquid pump 16 is configured to drive hydraulic oil to flow out of the oil tank 17 and through the second heat exchanger 15 before returning to the oil tank 17. The hydraulic oil exchanges heat with the circulating medium in the second heat exchanger 15.

[0071] By setting up a second heat exchanger 15, the circulating medium in the first circulation loop 8 can be used to cool the hydraulic oil in the hydraulic system of the electric engineering vehicle. The hydraulic oil exchanges heat with the circulating medium in the second heat exchanger 15 to achieve the purpose of cooling the hydraulic oil.

[0072] Thus, the first circulation loop 8 has at least three functions: first, to cool down the motor 9 and controller 10; second, to remove the heat generated during the phase change of the refrigerant in the condenser 4; and third, to cool down the hydraulic oil in the hydraulic system.

[0073] In some embodiments, considering the high temperature of the hydraulic oil, the heat exchange module consisting of the second heat exchanger 15, the second liquid pump 16, the oil tank 17, and the hydraulic pipeline 18 is located downstream of the motor 9 and the controller 10.

[0074] In some embodiments, the thermal management system further includes a pressure relief valve 19 connected between the inlet and outlet of the second liquid pump 16, which is used to allow hydraulic oil to flow into the oil tank 17 when the oil pressure is high.

[0075] The second heat exchanger 15, the second liquid pump 16, the oil tank 17, the hydraulic pipeline 18, and the pressure relief valve 19 can be integrated into a single heat exchange module.

[0076] In addition, another heat exchange module can be set in the first circulation loop 8, either in parallel or in series with the heat exchange module mentioned above. This heat exchange module is used to reduce the temperature of the transmission oil in the hydraulic system.

[0077] In some embodiments, the thermal management system further includes a second circulation loop 20, a battery pack 1 disposed in the second circulation loop 20, a circulation medium flowing through the second circulation loop 20, and the second circulation loop 20 is configured to allow the circulation medium to exchange heat with the refrigerant in the second evaporator 7.

[0078] By setting up a second circulation loop 20, the cooling capacity of the second evaporator 7 can be transferred to the battery pack 1 through the circulating medium in the second circulation loop 20, thereby achieving the purpose of cooling the battery pack 1.

[0079] The circulating medium in the second circulation loop 20 exchanges heat with the refrigerant in the second evaporator 7. The refrigerant in the second evaporator 7 absorbs the heat of the circulating medium, causing the circulating medium to cool down. The cooled circulating medium flows through the battery pack 1, carrying away the heat generated by the battery pack 1 during charging or operation.

[0080] Compared to air-cooled cooling, using the circulating medium after it has absorbed heat from the second evaporator 7 to cool the battery pack 1 has advantages such as higher efficiency, cleaner cooling, and less impact on the internal circuitry and functions of the battery pack 1.

[0081] In addition, by setting a second circulation loop 20 for the battery pack 1, it can be connected in series with the first circulation loop 8 so as to use the heat of the motor 9 and the controller 10 to heat the battery pack 1 and overcome the impact of low temperature environment such as winter on the normal function of the battery pack 1.

[0082] In some embodiments, the thermal management system further includes a first reversing valve 21, which is disposed between the first circulation loop 8 and the second circulation loop 20. The first reversing valve 21 is configured to switch between a first operating mode and a second operating mode. In the first operating mode, the first circulation loop 8 and the second circulation loop 20 operate independently. In the second operating mode, the first circulation loop 8 and the second circulation loop 20 are connected in series.

[0083] By setting the first reversing valve 21, the first circulation loop 8 and the second circulation loop 20 can be connected in series, or the first circulation loop 8 and the second circulation loop 20 can be kept relatively independent.

[0084] When the first circulation loop 8 and the second circulation loop 20 are connected, the heat generated by the motor 9 and the controller 10 during operation can be used to heat the battery pack 1, and the circulating medium on the first circulation loop 8 can be used to cool the battery pack 1.

[0085] When the first circulation loop 8 and the second circulation loop 20 remain relatively independent, the first circulation loop 8 can avoid affecting the cooling effect of the second refrigeration unit on the battery pack 1 when the second refrigeration unit and the second circulation loop 20 are used to cool the battery pack 1.

[0086] In some embodiments, the second circulation loop 20 includes a second pipe 201 disposed adjacent to the second evaporator 7, or the second pipe 201 is wrapped around the outer periphery of the second evaporator 7.

[0087] By setting up a second pipe 201 and placing it near the second evaporator 7, or by wrapping the second pipe 201 around the outer periphery of the second evaporator 7, the heat exchange efficiency between the circulating medium and the refrigerant inside the second evaporator 7 can be effectively improved, and the cooling rate of the circulating medium can be accelerated.

[0088] Furthermore, by placing the second pipe 201 near the second evaporator 7, or by wrapping the second pipe 201 around the outer periphery of the second evaporator 7, the modification or damage to the internal structure of the second evaporator 7 can be minimized. This can both eliminate the need for modification operations on the second evaporator 7 and avoid affecting the normal function of the second evaporator 7.

[0089] In other embodiments, the second pipe 201 is disposed inside the second evaporator 7. By having the second pipe 201 pass through the interior of the second evaporator 7, the contact area between the circulating medium in the second pipe 201 and the refrigerant in the second evaporator 7 can be increased, thereby enhancing the heat exchange effect between the circulating medium and the refrigerant.

[0090] In some embodiments, the thermal management system further includes a second liquid storage tank 22 and a third liquid pump 23 connected to the second circulation loop 20, wherein the second liquid storage tank 22 is configured to store the circulation medium and the third liquid pump 23 is configured to drive the circulation medium to flow.

[0091] The second liquid storage tank 22 is used to store the circulating medium. The circulating medium on the second circulation loop 20 can enter the second liquid storage tank 22 or flow out of the second liquid storage tank 22.

[0092] In some embodiments, the second liquid storage tank 22 can be an expansion tank, which uses its own pressure to achieve the entry and exit of the circulating medium, and is conducive to ensuring the pressure stability of the second circulation loop 20.

[0093] The third liquid pump 23 is used to drive the circulation medium to circulate in the second circulation loop 20 and to flow through the second evaporator 7 and the battery pack 1, so that the circulation medium is cooled by the second evaporator 7 and carries away the heat of the battery pack 1.

[0094] In some embodiments, the thermal management system further includes a third reservoir 24, a fourth liquid pump 25, and a heater 26. The third reservoir 24 is configured to store a circulating medium, the fourth liquid pump 25 is configured to drive the circulation of the circulating medium, and the fourth liquid pump 25 and the heater 26 are connected to form a third circulation loop 27. The circulating medium on the third circulation loop 27 is configured to heat the cab 2 and / or the battery pack 1.

[0095] The third storage tank 24 is used to store the circulating medium. The circulating medium on the third circulation loop 27 can enter the third storage tank 24 or flow out of the third storage tank 24.

[0096] In some embodiments, the third liquid storage tank 24 can be an expansion tank, which uses its own pressure to achieve the entry and exit of the circulating medium, and is conducive to ensuring the pressure stability of the third circulation loop 27.

[0097] The fourth liquid pump 25 is used to drive the flow of the circulating medium, so that the circulating medium can circulate in the third circulation loop 27 and flow through the heater 26 so that the circulating medium can be heated by the heater 26, and the heated circulating medium can provide heat to the cab 2 and / or battery pack 1.

[0098] The heater 26 can be a heating device with various heating methods, and the structure of the heater 26 can also be selected in various ways. For example, the heater 26 can be an electric heater.

[0099] In this embodiment of the disclosure, the circulating medium on the third circulation loop 27 can be used to heat the cab 2 and / or the battery pack 1.

[0100] In other words, the circulating medium in the third circulation loop 27 has at least three functions: first, to heat the cab 2 separately; second, to heat the battery pack 1 separately; and third, to heat both the cab 2 and the battery pack 1 simultaneously. The specific implementation methods of these three heating functions will be described in detail later.

[0101] In some embodiments, the thermal management system further includes a third heat exchanger 28 and a blower 29 disposed in the cab 2. The third heat exchanger 28 is connected to a third circulation loop 27, and the blower 29 is configured to accelerate the heat exchange rate between the circulating medium in the third heat exchanger 28 and the air in the cab 2.

[0102] The heated circulating medium, installed in the third heat exchanger 28 and blower 29 within the cab 2, can be fed into the third heat exchanger 28. Within the third heat exchanger 28, the circulating medium exchanges heat with the air inside the cab 2, thereby increasing the air temperature and providing heating for the cab 2. The blower 29 can then direct the hot air to all corners of the cab 2, further accelerating the heat exchange between the circulating medium and the air, thus enhancing the heating effect.

[0103] The third heat exchanger 28 and the blower 29 can be integrated into a single temperature control module. This module integrates the third heat exchanger 28 and the blower 29, allowing the second evaporator 7 to be located outside the cab 2. This reduces the size and space occupied by the temperature control module, providing more space inside the cab 2 for accommodating other items. Furthermore, compared to installing a dedicated air conditioner inside the cab 2, this embodiment significantly reduces the space occupied by the temperature control module, including the third heat exchanger 28 and the blower 29, thus optimizing the internal structure of the cab 2.

[0104] The third heat exchanger 28 and blower 29 have another advantage: they can be used as temperature control modules to both heat up the cab 2 and cool down the cab 2.

[0105] When the fourth liquid pump 25 and heater 26 are turned on, the temperature of the circulating medium flowing into the third heat exchanger 28 increases. With the help of the blower 29 to accelerate the air flow, the air temperature in the cab 2 can gradually increase, thus achieving the effect of heating the cab 2.

[0106] When the first refrigeration unit and the fourth liquid pump 25 are turned on and the heater 26 is turned off, the circulating medium absorbs heat as it flows through the first evaporator 6. The cooled circulating medium flows into the third heat exchanger 28, and the blower 29 accelerates the air flow, which can gradually reduce the air temperature in the cab 2, thus achieving the effect of cooling the cab 2.

[0107] Therefore, it can be seen that the circulating medium on the third circulation loop 27 has at least a fourth function: to cool down the cab 2.

[0108] In some embodiments, the thermal management system further includes a second circulation loop 20 and a second reversing valve 30. The battery pack 1 is disposed in the second circulation loop 20, and a circulating medium flows through the second circulation loop 20. The second circulation loop 20 is configured to allow heat exchange between the circulating medium and the refrigerant in the second evaporator 7. The second reversing valve 30 is disposed between the second circulation loop 20 and the third circulation loop 27 and is configured to switch between a third operating mode and a fourth operating mode. In the third operating mode, the second circulation loop 20 and the third circulation loop 27 operate independently. In the fourth operating mode, the second circulation loop 20 and the third circulation loop 27 are connected in series.

[0109] By setting the second reversing valve 30, the second circulation loop 20 and the third circulation loop 27 can be connected in series, or the second circulation loop 20 and the third circulation loop 27 can be kept relatively independent.

[0110] When the second circulation loop 20 and the third circulation loop 27 are connected, the heater 26 can be used to heat the circulating medium flowing in the second circulation loop 20 and the third circulation loop 27, so as to simultaneously heat the cab 2 and the battery pack 1.

[0111] When the second circulation loop 20 and the third circulation loop 27 remain relatively independent, the second circulation loop 20 can be used alone to heat or cool the battery pack 1, and the third circulation loop 27 can be used alone to heat or cool the cab 2, thus meeting the different temperature requirements of the battery pack 1 and the cab 2.

[0112] In some embodiments, the thermal management system further includes a first reversing valve 21 connected to a second reversing valve 30. The first reversing valve 21 and the second reversing valve 30 are configured to switch between a first integrated mode, a second integrated mode, and a third integrated mode. In the first integrated mode, the first circulation loop 8, the second circulation loop 20, and the third circulation loop 27 operate independently. In the second integrated mode, the first circulation loop 8 and the second circulation loop 20 are connected in series, and the first circulation loop 8 and the third circulation loop 27 operate independently. In the third integrated mode, the first circulation loop 8, the second circulation loop 20, and the third circulation loop 27 are connected in series.

[0113] By setting the first reversing valve 21 and the second reversing valve 30, the first circulation loop 8, the second circulation loop 20 and the third circulation loop 27 can be switched between various different connection relationships, so that the thermal management system has a variety of different working modes to meet the different temperature requirements of the motor 9, the controller 10, the cab 2 and the battery pack 1.

[0114] In the first integrated mode, the first circulation loop 8, the second circulation loop 20, and the third circulation loop 27 operate independently without interfering with each other. The circulating medium in the first circulation loop 8 can cool the hydraulic oil in the motor 9, controller 10, and hydraulic lines 18. The circulating medium in the second circulation loop 20 can cool the battery pack 1. The circulating medium in the third circulation loop 27 can heat up or cool down the cab 2.

[0115] In the second integrated mode, the first circulation loop 8 and the second circulation loop 20 are connected in series. At this time, the heat from the motor 9, controller 10, and hydraulic oil can be used to heat the battery pack 1, overcoming the impact of low temperatures, such as in winter, on the performance of the battery pack 1. Alternatively, the cooling effect of the first heat exchanger 11 can be used to cool the battery pack 1 through the circulating medium. The first circulation loop 8 and the third circulation loop 27 operate independently, as do the second circulation loop 20 and the third circulation loop 27. In this mode, the circulating medium flowing through the first circulation loop 8 and the second circulation loop 20 will not mix with the circulating medium in the third circulation loop 27, and the circulating medium flowing through the first circulation loop 8 and the second circulation loop 20 will not affect the heating or cooling effect of the circulating medium in the third circulation loop 27 on the cab 2.

[0116] In the third integrated mode, the first circulation loop 8, the second circulation loop 20, and the third circulation loop 27 are connected in series. At this time, by switching the first reversing valve 21 and the second reversing valve 30, the purpose of connecting the first circulation loop 8, the second circulation loop 20, and the third circulation loop 27 in series can be achieved. After the three are connected in series, the circulating medium in the first circulation loop 8, the second circulation loop 20, and the third circulation loop 27 can circulate with each other, which can effectively utilize the heat of the motor 9, the controller 10, and the hydraulic oil to heat up the cab 2 and the battery pack 1.

[0117] The following is in conjunction with the appendix Figure 1 The structure and operation of one embodiment of the thermal management system for electric engineering vehicles disclosed herein will be described:

[0118] like Figure 1 As shown, in this embodiment, the thermal management system includes a battery pack 1, a cab 2, a compressor 3, a condenser 4, a throttling component 5, a first evaporator 6, a second evaporator 7, a first circulation loop 8, a motor 9, a controller 10, a first heat exchanger 11, an air drive device 12, a first liquid storage tank 13, a first liquid pump 14, a second heat exchanger 15, a second liquid pump 16, an oil tank 17, hydraulic lines 18, a pressure relief valve 19, a second circulation loop 20, a first reversing valve 21, a second liquid storage tank 22, a third liquid pump 23, a third liquid storage tank 24, a fourth liquid pump 25, a heater 26, a third circulation loop 27, a third heat exchanger 28, a blower 29, a second reversing valve 30, a first pressure sensor 31, a second pressure sensor 32, a first thermometer 33, and a second thermometer 34.

[0119] The throttling assembly 5 includes a first throttling element 51 and a second throttling element 52. The first throttling element 51 and the second throttling element 52 are used to regulate the refrigerant flow. The first circulation loop 8 includes a first pipe 81 that passes through the interior of the condenser 4. The second circulation loop includes a second pipe 201 that passes through the interior of the second evaporator 7. The third circulation loop 27 includes a third pipe that passes through the interior of the first evaporator 6. The hydraulic line 18 includes a fourth pipe that passes through the interior of the second heat exchanger 15.

[0120] The outlet of the first liquid pump 14 is connected to a motor module formed by two sets of motors 9 and two sets of controllers 10 connected in parallel. This motor module is connected to the second heat exchanger 15, which is connected to the first heat exchanger 11. The first heat exchanger 11 is connected to the first directional valve 21, and the pipeline connecting the first heat exchanger 11 and the first directional valve 21 flows through the condenser 4. The first directional valve 21 is also connected to the inlet of the first liquid pump 14, and the pipeline between the first directional valve 21 and the inlet of the first liquid pump 14 is connected to the opening of the first liquid storage tank 13.

[0121] The inlet and outlet of the second liquid pump 16 are connected to the oil tank 17 via hydraulic lines 18, and the line connecting the outlet of the second liquid pump 16 to the oil tank 17 flows through the second heat exchanger 15. A pressure relief valve 19 is also connected between the inlet and outlet of the second liquid pump 16.

[0122] Two air-driven devices 12 are arranged along the length of the outer side of the first heat exchanger 11.

[0123] The flow path of the circulating medium in the first circulation loop 8 is as follows: first liquid pump 14 → controller 10 → motor 9 → second heat exchanger 15 → first heat exchanger 11 → condenser 4 → first reversing valve 21 → first liquid storage tank 13 → first liquid pump 14.

[0124] The outlet of compressor 3 is connected to the inlet of condenser 4. The outlet of condenser 4 is connected to the first throttling element 51 and the second throttling element 52. The outlet of the first throttling element 51 is connected to the inlet of the first evaporator 6. The outlet of the first evaporator 6 is connected to the inlet of compressor 3. The outlet of the second throttling element 52 is connected to the inlet of the second evaporator 7. The outlet of the second evaporator 7 is connected to the inlet of compressor 3. The first evaporator 6 and the second evaporator 7 are connected in parallel. A first pressure sensor 31 is installed on the connecting pipe between condenser 4 and throttling element 5, and a second pressure sensor 32 is installed on the connecting pipe between the first evaporator 6 and the inlet of compressor 3.

[0125] The refrigerant flow path in the first refrigeration unit is: compressor 3 → condenser 4 → first throttling element 51 → first evaporator 6 → compressor 3.

[0126] The refrigerant flow path in the second refrigeration unit is: compressor 3 → condenser 4 → second throttling element 52 → second evaporator 7 → compressor 3.

[0127] The outlet of the third liquid pump 23 is connected to the battery pack 1. The battery pack 1 is connected to the first reversing valve 21, which in turn is connected to the second reversing valve 30. The second reversing valve 30 is connected to the inlet of the third liquid pump 23. Furthermore, the pipeline connecting the second reversing valve 30 and the third liquid pump 23 flows through the second evaporator 7, and this pipeline also connects to the opening of the second liquid storage tank 22. A second thermometer 34 is installed on the pipeline connecting the third liquid pump 23 and the battery pack 1.

[0128] The flow path of the circulating medium in the second circulation loop 20 is as follows: third liquid pump 23 → battery pack 1 → first reversing valve 21 → second reversing valve 30 → second evaporator 7 → second liquid storage tank 22 → third liquid pump 23.

[0129] The outlet of the fourth liquid pump 25 is connected to a heater 26, which in turn connects to a third heat exchanger 28. The third heat exchanger 28 is connected to a second directional valve 30, which in turn connects to the inlet of the fourth liquid pump 25. The pipe connecting the heater 26 and the third heat exchanger 28 flows through the first evaporator 6, and a first thermometer 33 is installed on this pipe. The blower 29 and the third heat exchanger 28 are integrated into a temperature control module, which is used to regulate the temperature inside the cab 2. The pipe connecting the second directional valve 30 and the inlet of the fourth liquid pump 25 is connected to the opening of the third liquid storage tank 24.

[0130] The flow path of the circulating medium in the third circulation loop 27 is as follows: third liquid pump 23 → battery pack 1 → first reversing valve 21 → second reversing valve 30 → second evaporator 7 → second liquid storage tank 22 → third liquid pump 23.

[0131] Both the first reversing valve 21 and the second reversing valve 30 are four-way valves. Port a1 of the first reversing valve 21 is connected to the battery pack 1; port b1 of the first reversing valve 21 is connected to the first liquid storage tank 13 and the first liquid pump 14; port c1 of the first reversing valve 21, after passing through the condenser 4, is connected to the first heat exchanger 11; and port d1 of the first reversing valve 21 is connected to port b2 of the second reversing valve 30. Port a2 of the second reversing valve 30, after passing through the second evaporator 7, is connected to the second liquid storage tank 22 and the third liquid pump 23; port b2 of the second reversing valve 30 is connected to port d1 of the first reversing valve 21. Port c2 of the second reversing valve 30 is connected to the third liquid storage tank 24 and the fourth liquid pump 25; and port d2 of the second reversing valve 30 is connected to the third heat exchanger 28.

[0132] The following describes two operating conditions of the thermal management system:

[0133] 1. Refrigeration mode:

[0134] When the cab 2 and battery pack 1 have cooling requirements, and the motor 9 and controller 10 have heat dissipation requirements, the b1 port of the first reversing valve 21 is connected to the c1 port, and the a1 port is connected to the d1 port. The a2 port of the second reversing valve 30 is connected to the b2 port, and the c2 port is connected to the d2 port. The first circulation loop 8, the second circulation loop 20 and the third circulation loop 27 are arranged independently in parallel. The first liquid pump 14 starts, and the air drive device 12 starts. The circulating medium flows through the first liquid pump 14, through the motor 9 and the controller 10, through the second heat exchanger 15, and into the first heat exchanger 11. The air drive device 12 cools the first heat exchanger 11. After cooling, the circulating medium enters the water-cooled condenser 4, then enters the c1 port of the first reversing valve 21, and then flows out from the b1 port of the first reversing valve 21. Finally, the circulating medium enters the inlet of the first liquid pump 14, forming the first circulation loop 8. At the same time, the compressor 3 starts, and the first throttling element 51 and the second throttling element 52 open. The refrigerant is formed into a high-temperature and high-pressure gas by the compressor 3, and then undergoes a phase change in the condenser 4. It exchanges energy with the circulating medium in the first circulation loop 8 and becomes a medium-temperature and high-pressure liquid. The heat is transferred to the circulating medium, and the heat of the circulating medium in the first heat exchanger 11 is carried away by the air drive device 12. Finally, the heat is released into the atmosphere. The refrigerant flows through the first throttling element 51 and the second throttling element 52 respectively, becoming a low-temperature, low-pressure gas. Then, a phase change occurs in the first evaporator 6 and the second evaporator 7. The valve is adjusted by the first throttling element 51, and the required refrigerant is diverted to the first evaporator 6. The first evaporator 6 cools the circulating medium on the third circulation loop 27, and then enters the third heat exchanger 28 in the cab 2. The blower 29 blows cold air into the third heat exchanger 28, and finally cools the cab 2. The refrigerant in the second evaporator 7 exchanges heat with the circulating medium on the second circulation loop 20, and finally cools the battery pack 1.

[0135] When only the cab 2 has a cooling requirement, or when only the battery pack 1 has a cooling requirement, the opening and closing of the first throttling element 51 and the second throttling element 52 can be adjusted, and the speed of the compressor 3 can be adjusted simultaneously to achieve single-circuit cooling of the cab 2 or single-circuit cooling of the battery pack 1.

[0136] Under the above refrigeration conditions, the temperature of the circulating medium entering the condenser 4 can be controlled by adjusting the rotation speed of the air drive device 12.

[0137] 2. Heating mode:

[0138] When only battery pack 1 requires heating, ports a1 and d1 of the first reversing valve 21 are connected, and ports b1 and c1 are connected. Ports a2 and d2 of the second reversing valve 30 are connected, and ports b2 and c2 are connected. The third liquid pump 23 and the fourth liquid pump 25 are turned on, and the heater 26 is turned on. The circulating medium is pressurized by the fourth liquid pump 25 and enters the heater 26 for heating. The heated circulating medium passes through the first evaporator 6 (at this time, the first refrigeration unit is turned off, and the heated circulating medium does not exchange with the refrigerant in the first evaporator 6). The heated circulating medium enters the second reversing valve 30 through ports d2 and a2 of the third heat exchanger 28, and then flows through the second evaporator 7 (at this time, the second refrigeration unit is closed, and the heated circulating medium does not exchange heat with the refrigerant in the second evaporator 7). The third liquid pump 23 performs secondary pressurization, and the heated circulating medium enters the battery pack 1, then flows through ports a1 and d1 of the first reversing valve 21, and through ports b2 and c2 of the second reversing valve 30, forming a series connection of the second circulation loop 20 and the third circulation loop 27, thereby heating the battery pack 1.

[0139] When the cab 2 needs to be heated at the same time, simply turn on the blower 29 and increase the heating power of the heater 26. The blower 29 blows hot air into the third heat exchanger 28 and sends hot air into the cab 2, so that the cab 2 and the battery pack 1 can be heated at the same time using one heater 26.

[0140] When the motor 9, controller 10 and hydraulic oil have residual heat available, the a1 port and b1 port of the first reversing valve 21 are connected, and the c1 port and d1 port are connected. The a2 port and d2 port of the second reversing valve 30 are connected, and the b2 port and c2 port are connected. The first liquid pump 14 is started, realizing the series arrangement of the first circulation loop 8, the second circulation loop 20 and the third circulation loop 27. After being pressurized by the first liquid pump 14, the circulating medium flows through the controller 10, the motor 9, and the second heat exchanger 15, where its temperature rises. Then, it passes through the first heat exchanger 11 (at which time the air drive device 12 is closed) and the condenser 4, entering the c1 and d1 ports of the first reversing valve 21. It then enters the b2 and c2 ports of the second reversing valve 30, passes through the fourth liquid pump 25, the heater 26 (at which time the heater 26 is closed to save energy), the first evaporator 6, and the third heat exchanger 28, before entering the d2 and a2 ports of the second reversing valve 30. After passing through the second evaporator 7 and being pressurized by the third liquid pump 23, it enters the battery pack 1. Finally, it returns to the first liquid pump 14 through the a1 and b1 ports of the first reversing valve 21, thus achieving the purpose of using the waste heat of the motor 9, the controller 10, and the hydraulic oil to heat the battery pack 1.

[0141] When the cab 2 needs to be heated, the blower 29 is turned on. The blower 29 blows hot air into the cab 2 through the third heat exchanger 28, thereby heating the cab 2 and using the residual heat of the motor 9, controller 10 and hydraulic oil to heat the cab 2 and battery pack 1 at the same time.

[0142] If the residual heat from the motor 9, controller 10, and hydraulic oil cannot meet the heating requirements of the cab 2 and battery pack 1, the heater 26 can be turned on to heat the cab 2 and battery pack 1 using the circulating medium heated by the heater 26 as described above.

[0143] The following is in conjunction with the appendix Figure 2 This section introduces the control methods of the thermal management system under different refrigeration conditions.

[0144] First, in the cooling state, port b1 of the first reversing valve 21 is connected to port c1, port a1 is connected to port d1, port a2 of the second reversing valve 30 is connected to port b2, port c2 is connected to port d2, and the first circulation loop 8, the second circulation loop 20 and the third circulation loop 27 are arranged independently in parallel.

[0145] When only the cab 2 requires cooling, the first liquid pump 14 is started, and the air drive unit 12 is activated. The speed of the air drive unit 12 in the corresponding scanned area is adjusted, using the temperature of the circulating medium at the outlet of the first heat exchanger 11 as the control target. The fourth liquid pump 25 is started to ensure the flow of the circulating medium in the third circulation loop 27. The speed of the compressor 3 is controlled by using the current setting of the blower 29 and the temperature difference between the inside and outside of the cab 2 as the feedforward value, and the temperature of the circulating medium entering the third heat exchanger 28 as the control target. Simultaneously, the flow rate of refrigerant entering the first evaporator 6 is adjusted by changing the opening of the first throttling element 51. At this time, the second throttling element 52 is in the closed state.

[0146] When only battery pack 1 requires cooling, the first liquid pump 14 is started, and the air drive unit 12 is started. The speed of the air drive unit 12 in the corresponding scanned area is adjusted with the temperature of the circulating medium at the outlet of the first heat exchanger 11 as the control target. The third liquid pump 23 is started to ensure the flow of the circulating medium in the second circulation loop 20. The speed of the compressor 3 is controlled with the temperature of the circulating medium entering battery pack 1 as the control target. Simultaneously, the flow rate of refrigerant entering the second evaporator 7 is adjusted by adjusting the opening of the second throttling element 52. At this time, the first throttling element 51 is in the closed state.

[0147] When both battery pack 1 and cab 2 require cooling, the first liquid pump 14 and air drive unit 12 are activated. The speed of the air drive unit 12 in the corresponding sweep area is adjusted, with the temperature of the circulating medium at the outlet of the first heat exchanger 11 as the control target. The third liquid pump 23 and the fourth liquid pump 25 are activated to ensure the flow of the circulating medium in the second circulation loop 20 and the third circulation loop 27. The speed of the compressor 3 is controlled, with the temperature of the circulating medium entering the third heat exchanger 28 as the first control target and the temperature of the circulating medium entering the battery pack 1 as the second control target. Simultaneously, the flow rate of the refrigerant in the two branches is distributed by adjusting the opening of the first throttling element 51 and the opening of the second throttling element 52.

[0148] When the motor 9 and controller 10 have a heat dissipation requirement, the first liquid pump 14 is started and the air drive device 12 is started. The speed of the air drive device 12 is adjusted with the outlet temperature of the condenser 4 as the control target to meet the heat dissipation requirements of the motor 9 and controller 10.

[0149] When the hydraulic oil requires cooling, the first liquid pump 14 and the second liquid pump 16 are started, and the air drive device 12 is started. The speed of the air drive device 12 is adjusted with the temperature of the circulating medium at the outlet of the first heat exchanger 11 as the control target. At the same time, with the temperature of the circulating medium at the outlet of the second heat exchanger 15 as the control target, the flow rate of the second liquid pump 16 is further adjusted to achieve control of the outlet temperature of the first heat exchanger 11.

[0150] In the above-mentioned single-cooling cab 2, single-cooling and dual-cooling battery pack 1, and motor heat dissipation conditions, the temperature of the circulating medium at the outlet of the first heat exchanger 11 is used as the control target. Since the maximum allowable temperature of the circulating medium entering the condenser 4 is generally ≤60℃, the maximum allowable temperature of the motor 9 and controller 10 is generally ≤65℃, and the maximum allowable oil temperature of the hydraulic oil is generally ≤85℃, the outlet temperature control target of the first heat exchanger 11 is ≤60℃, which can meet the heat dissipation requirements of the first heat exchanger 11, motor 9, controller 10, and hydraulic oil.

[0151] In this embodiment, during cooling, the frozen circulating medium is transported to the third heat exchanger 28 in the temperature control module inside the cab 2. During heating, the heated circulating medium is transported to the third heat exchanger 28 in the temperature control module via the heater 26, and then the required cold or hot air is delivered into the cab 2 via the blower 29. This realizes the replacement of the heater core and evaporator core in the evaporator box in related technologies with a third heat exchanger 28, solving the problem of difficulty in arranging the vehicle in the cab due to the large size of the evaporator box.

[0152] In this embodiment, the first heat exchanger 11 at the front end of the condenser 4 and the third heat exchanger 28 in the cab 2 can be plate heat exchangers. Plate heat exchangers are smaller in size and more flexible in arrangement, avoiding the structural form that requires the simultaneous arrangement of the heating core and the evaporation core in the evaporator box. This can greatly reduce the component size of the temperature control module and solve the problem of limited space in the cab 2.

[0153] Meanwhile, by adding a first reversing valve 21 and a second reversing valve 30, this embodiment of the present disclosure realizes the series and parallel switching of the first circulation loop 8, the second circulation loop 20 and the third circulation loop 27. Through the series and parallel switching, the battery pack 1 and the cab 2 can be heated by the same heater 26. At the same time, the waste heat of the motor 9, the controller 10 and the hydraulic oil can be transferred to the cab 2 for heating or the battery pack 1 for heating, thereby reducing the system cost.

[0154] In this embodiment, the combination of the first heat exchanger 11 and the water-cooled condenser 4 effectively reduces the problem of fin clogging caused by the stacking of multiple radiators. Furthermore, the battery pack 1 has the highest cooling demand during charging, when the motor 9, controller 10, and hydraulic system are not operating and have no cooling requirements. During operation, the cooling demand of the battery pack 1 is significantly reduced, while the cooling demands of the motor 9, controller 10, and hydraulic system increase. Therefore, the maximum heat dissipation power of each component occurs at different times under these two operating conditions, enabling the first heat exchanger 11 to be used in staggered peak times.

[0155] In this embodiment, the flow rate of the circulating medium entering the condenser 4 and the rotation speed of the air drive device 12 can be controlled. Therefore, frequent start-stop of the compressor due to low discharge pressure can be avoided when the ambient temperature is low and the cooling power demand is low, thus avoiding affecting the life of the compressor.

[0156] Based on the above-described electric engineering vehicle thermal management system, this disclosure also proposes an electric engineering vehicle that includes the above-described electric engineering vehicle thermal management system.

[0157] This electric engineering vehicle can be any type of engineering machinery that uses a battery pack as its power source, such as electric loaders and electric pump trucks.

[0158] The positive technical effects of the thermal management system for electric engineering vehicles in the above embodiments are also applicable to electric engineering vehicles, and will not be repeated here.

[0159] In this disclosure, the controller 10 may be a general-purpose processor, a programmable logic controller (PLC), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic device, discrete gate or transistor logic device, discrete hardware component, or any suitable combination thereof for performing the functions described herein.

[0160] The description of the various embodiments above tends to emphasize the differences between the various embodiments. The similarities or similarities between them can be referred to, and for the sake of brevity, they will not be repeated here.

[0161] Those skilled in the art will understand that, in the methods described in the specific embodiments, the order in which the steps are written does not imply a strict execution order and does not constitute any limitation on the implementation process. The specific execution order of each step should be determined by its function and possible internal logic.

[0162] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this disclosure and not to limit them; although this disclosure has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of this disclosure or equivalent substitutions can still be made to some technical features without departing from the principles of this disclosure, and such modifications and equivalent substitutions should all be covered within the scope of the technical solutions claimed in this disclosure.

Claims

1. An electrically powered engineering vehicle thermal management system, characterized by, The heat management system comprises: a battery pack (1) configured to provide electric power; a cab (2); a compressor (3); a condenser (4) in communication with an outlet of the compressor (3); a throttling assembly (5) in communication with an outlet of the condenser (4); a first evaporator (6) connected between an outlet of the throttling assembly (5) and an inlet of the compressor (3), the compressor (3), the condenser (4), the throttling assembly (5) and the first evaporator (6) forming a first refrigeration unit, the first refrigeration unit being configured to reduce a temperature of the cab (2); a second evaporator (7) connected between the outlet of the throttling assembly (5) and the inlet of the compressor (3), the compressor (3), the condenser (4), the throttling assembly (5) and the second evaporator (7) forming a second refrigeration unit, the second refrigeration unit being configured to reduce a temperature of the battery pack (1); and a first circulation loop (8) on which a circulating medium flows, the first circulation loop (8) being configured to cause the circulating medium to exchange heat with refrigerant in the condenser (4). The heat management system further comprises a motor (9) and a controller (10) for controlling the motor (9), the circulating medium on the first circulation loop (8) flowing through the motor (9) and the controller (10) to cool the motor (9) and the controller (10).

2. The electrically powered engineering vehicle thermal management system of claim 1, wherein, The first evaporator (6) and the second evaporator (7) are connected in parallel.

3. The electrically powered engineering vehicle thermal management system of claim 1, wherein, The throttling assembly (5) comprises a first throttling element (51) connected between the condenser (4) and the first evaporator (6), and a second throttling element (52) connected between the condenser (4) and the second evaporator (7).

4. The electrically powered engineering vehicle thermal management system of claim 1, wherein, The first circulation loop (8) comprises a first pipeline (81) disposed adjacent to the condenser (4), or the first pipeline (81) wraps around an outer periphery of the condenser (4).

5. The electrically powered engineering vehicle thermal management system of claim 1, wherein, The heat management system further comprises a first heat exchanger (11) disposed on the first circulation loop (8), and an air driving device (12) configured to drive air flow to accelerate heat exchange between the circulating medium in the first heat exchanger (11) and ambient air.

6. The electrically powered engineering vehicle thermal management system of claim 1, wherein, The heat management system further comprises a first liquid tank (13) connected to the first circulation loop (8) and a first liquid pump (14) configured to drive the circulating medium to flow.

7. The electrically powered engineering vehicle thermal management system of claim 1, wherein, ​ 8. The electrically powered engineering vehicle thermal management system of claim 1, wherein, The heat management system further comprises a second heat exchanger (15) arranged in the first circulation loop (8), a second liquid pump (16), an oil tank (17) and a hydraulic pipeline (18) connecting the second liquid pump (16) and the oil tank (17), the second liquid pump (16) being configured to drive hydraulic oil to flow out of the oil tank (17), pass through the second heat exchanger (15) and return to the oil tank (17), the hydraulic oil being heat-exchanged with the circulating medium in the second heat exchanger (15).

9. The electrically powered engineering vehicle thermal management system of claim 1, wherein, The heat management system further comprises a second circulation loop (20) in which the battery pack (1) is arranged, the second circulation loop (20) flowing with a circulating medium, the second circulation loop (20) being configured to heat-exchange the circulating medium with the refrigerant in the second evaporator (7).

10. The electrically powered engineering vehicle thermal management system of claim 9, wherein, The heat management system further comprises a first switching valve (21) arranged between the first circulation loop (8) and the second circulation loop (20), the first switching valve (21) being configured to switch between a first working mode and a second working mode, in the first working mode, the first circulation loop (8) and the second circulation loop (20) independently operate, in the second working mode, the first circulation loop (8) and the second circulation loop (20) are connected in series.

11. The electrically powered engineering vehicle thermal management system of claim 9, wherein, The second circulation loop (20) comprises a second pipeline (201) arranged adjacent to the second evaporator (7) or wrapped around the outer periphery of the second evaporator (7).

12. The electrically powered engineering vehicle thermal management system of claim 9, wherein, The heat management system further comprises a second liquid tank (22) connected to the second circulation loop (20) and a third liquid pump (23), the second liquid tank (22) being configured to store the circulating medium, the third liquid pump (23) being configured to drive the circulating medium to flow.

13. The electrically powered engineering vehicle thermal management system of claim 1, wherein, The heat management system further comprises a third liquid tank (24), a fourth liquid pump (25) and a heater (26), the third liquid tank (24) being configured to store the circulating medium, the fourth liquid pump (25) being configured to drive the circulating medium to flow, the fourth liquid pump (25) and the heater (26) being connected to form a third circulation loop (27), the circulating medium in the third circulation loop (27) being configured to heat the cab (2) and / or the battery pack (1).

14. The electrically powered engineering vehicle thermal management system of claim 13, wherein, The heat management system further comprises a third heat exchanger (28) arranged in the cab (2) and a blower (29), the third heat exchanger (28) being connected to the third circulation loop (27), the blower (29) being configured to accelerate the heat exchange speed between the circulating medium in the third heat exchanger (28) and the air in the cab (2).

15. The electrically powered engineering vehicle thermal management system of claim 13, wherein, The heat management system further comprises a second circulation loop (20) and a second reversing valve (30), the battery pack (1) is arranged in the second circulation loop (20), a circulating medium flows in the second circulation loop (20), the second circulation loop (20) is configured to exchange heat between the circulating medium and the refrigerant in the second evaporator (7); the second reversing valve (30) is arranged between the second circulation loop (20) and the third circulation loop (27), and the second reversing valve (30) is configured to switch between a third working mode and a fourth working mode, in the third working mode, the second circulation loop (20) and the third circulation loop (27) operate independently; in the fourth working mode, the second circulation loop (20) and the third circulation loop (27) are in series communication.

16. The electrically powered engineering vehicle thermal management system of claim 15, wherein, The heat management system further comprises a first reversing valve (21), the first reversing valve (21) is connected with the second reversing valve (30), and the first reversing valve (21) and the second reversing valve (30) are configured to switch between a first comprehensive mode, a second comprehensive mode and a third comprehensive mode, in the first comprehensive mode, the first circulation loop (8), the second circulation loop (20) and the third circulation loop (27) operate independently; in the second comprehensive mode, the first circulation loop (8) and the second circulation loop (20) are in series communication, and the first circulation loop (8) and the third circulation loop (27) operate independently; in the third comprehensive mode, the first circulation loop (8), the second circulation loop (20) and the third circulation loop (27) are in series communication.

17. An electrically powered engineering vehicle characterised in that An electric engineering vehicle heat management system comprising any one of claims 1 to 16. An electric engineering vehicle heat management system comprising any one of claims 1 to 16.

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