New energy engineering machinery thermal management system

Abstract

The invention discloses a new energy engineering machinery thermal management system, and belongs to the technical field of new energy engineering machinery, the thermal management system comprises a refrigerant circulation subsystem, a cooling liquid circulation subsystem, a sensor subsystem and a controller, the refrigerant circulation subsystem is composed of a refrigerant circulation loop and a cockpit thermal management branch; the cooling liquid circulation subsystem is composed of a unit heat management branch and a power battery heat management branch, and the unit heat management branch and a fourth heat exchanger of the refrigerant circulation loop can form a cooling liquid circulation loop, so that a cooling function is provided for the heat management system, and the reliability of the heat management system is guaranteed. The controller can control the refrigerant circulation loop, the cockpit thermal management branch, the unit thermal management branch and the power battery thermal management branch to independently or jointly perform thermal management on the thermal management system, the cockpit or the power battery, the load of the compressor is properly reduced, and energy conservation of the system is facilitated.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of new energy engineering machinery, in particular to a new energy engineering machinery thermal management system. BACKGROUND

[0002] New energy engineering vehicles are divided into high-temperature-resistant systems and non-high-temperature-resistant systems according to the actual temperature resistance values of components, wherein the high-temperature-resistant systems include range extenders, motors, electric controls and the like, which can work above 50 DEG C, and the non-high-temperature-resistant systems include batteries and cabs and the like, which need to work below 50 DEG C, and the optimal temperature thereof is usually about 25 DEG C. Therefore, when designing the whole vehicle thermal management of the new energy engineering vehicle, the thermal management system of the non-high-temperature-resistant system needs to be focused on.

[0003] In addition, the working conditions of engineering machinery are often harsh, and some models have the possibility of working above the atmospheric environment temperature, such as tunnel environment and high-temperature asphalt environment and the like, and various factors such as the compact structure of engineering machinery limiting the installation position and the high heat dissipation temperature of the range extender will make some components work in a very high temperature environment for a long time. If the new energy engineering machinery adopts the range extender technical route, the thermal management design of the non-high-temperature-resistant system of the new energy engineering machinery faces challenges. When the environmental temperature is high, the cooling temperature of the low-temperature thermal management system, i.e. the battery and cab cooling system, needs to be lower than the environmental temperature, and in order to achieve the refrigeration effect, a compressor and refrigerant refrigeration system are often used to make the refrigerant change phase to achieve the purpose of temperature reduction, so as to ensure the safety of the battery and the comfort of the operator.

[0004] Under the high-temperature working condition and technical route as described above, the environmental temperature, the power cabin and the cab form different temperature zones, and the temperature of the power cabin will be higher than the environmental temperature due to the limitation of the heat dissipation condition and the structure, which makes the power battery and the low-temperature thermal management component work in a high-temperature environment, which is extremely unfavorable for the cooling of the battery and the cab, especially the low-temperature thermal management system, which bears the work of heat transfer. If the working environment temperature is too high, it may affect the normal operation of the compressor in the low-temperature thermal management system, resulting in that the battery cannot be well cooled and the refrigeration effect of the cab is poor during the operation process, which seriously affects the normal operation of the whole vehicle. SUMMARY

[0005] The purpose of the present application is to overcome the deficiencies in the prior art, and provide a new energy engineering machinery thermal management system, which forms a corresponding cooling loop by increasing a thermal management branch for thermal management of the thermal management system itself, so as to achieve the purpose of ensuring the reliability of the thermal management system.

[0006] In order to achieve the above-mentioned purpose, the present application is implemented by using the following technical scheme: The present application provides a new energy engineering machinery thermal management system, comprising: The refrigerant circulation subsystem comprises a refrigerant circulation loop and a cabin thermal management branch for thermal management of the cabin; the refrigerant circulation loop comprises a pipeline-connected compressor, a second heat exchanger and a fourth heat exchanger, the second heat exchanger is used for cooling refrigerant; the fourth heat exchanger has refrigerant channels and coolant channels for refrigerant and coolant flow respectively, and the coolant is cooled by the refrigerant; the cabin thermal management branch is connected to the refrigerant circulation loop through a first valve; The coolant circulation subsystem comprises a machine thermal management branch for thermal management of the thermal management system itself and a power battery thermal management branch for thermal management of the power battery; the machine thermal management branch is connected to the coolant channels of the fourth heat exchanger through a second valve; the power battery thermal management branch is connected to the coolant channels of the fourth heat exchanger through a third valve, and is also connected to the machine thermal management branch through a fourth valve; The sensor subsystem is used for acquiring temperature information of the environment of the new energy engineering machinery, the environment of the thermal management system, the environment of the power battery and the atmospheric environment around the new energy engineering machinery; The controller is connected to the vehicle system of the new energy engineering machinery to acquire new energy engineering machinery state information, and controls the first valve, the second valve, the third valve and the fourth valve according to the temperature information and the new energy engineering machinery state information, so that the refrigerant circulation loop, the cabin thermal management branch, the machine thermal management branch and the power battery thermal management branch independently or jointly perform thermal management on the thermal management system, the cabin or the power battery.

[0007] Further, the refrigerant circulation loop further comprises a liquid storage tank connected to the refrigerant channels of the second heat exchanger and the fourth heat exchanger through a pipeline, and the liquid storage tank is used for supplying refrigerant; A first expansion valve is arranged between the liquid storage tank and the fourth heat exchanger.

[0008] Further, the cabin thermal management branch comprises a third heat exchanger and a third fan; the first valve is a second expansion valve; A first end of the third heat exchanger is connected to a first end of the second heat exchanger through the second expansion valve and the liquid storage tank, and a second end of the third heat exchanger is connected to a second end of the second heat exchanger through the compressor; the third fan is used for supplying air to the third heat exchanger.

[0009] Further, the controller acquires information that the cabin is in a manned state or an unmanned state according to the new energy engineering machinery state information; When the cockpit is in a manned state, the controller controls the second expansion valve to be opened, and the refrigerant is output from the liquid tank, passes through the second expansion valve and the third heat exchanger, the compressor and the second heat exchanger, and flows back to the liquid tank; When the cockpit is in an unmanned state, the controller controls the second expansion valve to be closed.

[0010] Further, the machine group thermal management branch includes a first heat exchanger, a first fan and a water pump; the second valve includes a first electromagnetic valve and a third electromagnetic valve; The first end of the first heat exchanger is connected to the first end of the cooling liquid channel through the first electromagnetic valve; the second end of the first heat exchanger is connected to the second end of the cooling liquid channel through the third electromagnetic valve and the water pump, and the first fan is used to send air to the first heat exchanger.

[0011] Further, the power battery thermal management branch includes a power battery; the third valve includes a second electromagnetic valve; the fourth valve includes a fourth electromagnetic valve; The first end of the power battery is connected to the second end of the first heat exchanger and the second electromagnetic valve through the fourth electromagnetic valve; the second electromagnetic valve is connected to the first end of the cooling liquid channel; the second end of the power battery is connected to the second end of the cooling liquid channel through the water pump.

[0012] Further, the sensor subsystem includes: A first sensor for sensing a first ambient temperature of an environment in which the thermal management system is located; A second sensor for sensing a second ambient temperature within a set range around the new energy engineering machinery; A fourth sensor for sensing a fourth ambient temperature of an environment in which the power battery is located; A fifth sensor for sensing a fifth ambient temperature of an atmospheric environment outside the set range around the new energy engineering machinery; The controller is further configured to control the operation of the compressor, the water pump, the second expansion valve, the first electromagnetic valve, the second electromagnetic valve, the third electromagnetic valve, the fourth electromagnetic valve, the first fan and the second fan according to the temperature information obtained by the sensor subsystem, so that the refrigerant circulation loop, the machine group thermal management branch and the power battery thermal management branch independently or jointly perform thermal management on the thermal management system or the power battery.

[0013] Further, the controller is specifically configured to: The controller obtains information about whether the range extender of the new energy engineering machinery is started according to the new energy engineering machinery state information; When the second ambient temperature is higher than the fifth ambient temperature and the new energy engineering machinery range extender is not started, the controller controls the first electromagnetic valve to be closed, the second electromagnetic valve to be opened, the third electromagnetic valve to be closed, the fourth electromagnetic valve to be opened, and the first fan to be inoperative, to realize the circulation of the power battery and the cooling liquid channel; wherein the cooling liquid flows out from the water pump, sequentially passes through the cooling liquid channel, the second electromagnetic valve, the fourth electromagnetic valve and the power battery, and then is input into the water pump.

[0014] Further, the controller is specifically used for: When the second ambient temperature is higher than the fifth ambient temperature and the range extender is started, the controller controls the second electromagnetic valve to be closed, the third electromagnetic valve to be closed, the first electromagnetic valve to be opened and the fourth electromagnetic valve to be opened, to realize the circulation of the first heat exchanger, the power battery and the cooling liquid channel; wherein the cooling liquid flows out from the water pump, sequentially passes through the cooling liquid channel, the first electromagnetic valve, the first heat exchanger, the fourth electromagnetic valve and the power battery, and then is input into the water pump.

[0015] Further, the controller is specifically used for: When the fourth ambient temperature is lower than the set temperature value, the controller controls the first electromagnetic valve to be opened, the second electromagnetic valve to be closed, the third electromagnetic valve to be opened, the fourth electromagnetic valve to be closed and the first fan to be started, to realize the circulation of the first heat exchanger and the cooling liquid channel; wherein the cooling liquid flows out from the water pump, sequentially passes through the cooling liquid channel, the first electromagnetic valve and the third electromagnetic valve, and then is input into the water pump.

[0016] Compared with the prior art, the present application has the following beneficial effects: The present application provides a new energy engineering machinery thermal management system, which is composed of a refrigerant circulation subsystem formed by a refrigerant circulation loop and a cockpit thermal management branch, and a cooling liquid circulation subsystem formed by a machine set thermal management branch and a power battery thermal management branch. The refrigerant circulation loop can be used to cool the cooling liquid by the refrigerant, and the machine set thermal management branch can form a cooling liquid circulation loop with the fourth heat exchanger of the refrigerant circulation loop, thereby providing cooling function for the thermal management system itself, thereby ensuring the reliability of the thermal management system.

[0017] The present application further comprises a sensor subsystem and a controller connected with the vehicle system, so that the first valve, the second valve, the third valve and the fourth valve can be controlled according to temperature information and new energy engineering machinery state information, so that the refrigerant circulation loop, the cockpit thermal management branch, the machine set thermal management branch and the power battery thermal management branch can independently or jointly perform thermal management on the thermal management system, the cockpit or the power battery, so as to flexibly adjust the load of the compressor, appropriately reduce the load of the compressor, and be beneficial to energy saving of the system. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 A low-temperature thermal management system schematic diagram provided in the specific embodiment of the present application; Figure 2 A first environment temperature is not high working condition schematic diagram provided in the specific embodiment of the present application; Figure 3 A first environment temperature is high working condition schematic diagram provided in the specific embodiment of the present application; Figure 4 A cooled object one alone working condition schematic diagram provided in the specific embodiment of the present application; Figure 5 A cooled object two alone working condition schematic diagram provided in the specific embodiment of the present application; In the figure, 001, low-temperature thermal management unit; 101, compressor; 102, first expansion valve; 103, fourth heat exchanger; 104, water pump; 105, first electromagnetic valve; 106, first heat exchanger; 107, second electromagnetic valve; 108, first fan; 109, third electromagnetic valve; 110, fourth electromagnetic valve; 201, liquid storage tank; 202, second heat exchanger; 203, second fan; 301, second expansion valve; 302, third heat exchanger; 303, third fan; 401, power battery. DETAILED DESCRIPTION

[0019] The application will be further described below with reference to the drawings. The following examples are only used to more clearly illustrate the technical solutions of the present application, and cannot be used to limit the protection scope of the present application.

[0020] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first", "second" and the like are only for the purpose of description and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features limited by "first", "second" and the like can explicitly or implicitly include one or more of the features. In the description of the present application, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0021] In the description of the present application, it should be noted that unless otherwise expressly specified and limited, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral connection; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium, or internal communication of two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances. Embodiment

[0022] As a consensus, the technical route and working condition of the new energy engineering machinery involved in the present application need to be briefly explained, and as a prerequisite for the present application.

[0023] The new energy engineering machinery involved in the present application is a vehicle adopting the route of range extender. Due to the limitation of space or overall structure, in general case, the range extender, motor controller, power battery and low-temperature thermal management unit 001 and other components will be placed in the power cabin. During operation, the vehicle of this technical route may have pure electric mode or may not have pure electric mode, but in most cases, the range extender will be started. Once the range extender is started, the operation of the engine will cause the temperature of the power cabin to be higher than the ambient temperature. In the case described in the present application, the thermal management unit has no external space and is still placed in the power cabin.

[0024] At the same time, the engineering machinery has various use scenarios, and may encounter situations such as closed space operation, asphalt transportation and asphalt paving operation, resulting in more severe environmental temperature than ordinary ambient temperature. At this time, the thermal management unit works in such high temperature environment, and under the superposition of various high temperature factors, the unit may lose function due to high temperature or high pressure, affecting the continuous operation of the vehicle.

[0025] During operation of the vehicle, the engine, generator, motor, motor controller, power battery, DCDC (direct current-dc converter) and other components need to be cooled at the same time. Some of these components are more resistant to high temperature, such as engine, motor, electric control and DCDC, with a temperature resistance of more than 50℃, and the cooling requirement is not high, generally using water cooling plus air cooling, which can meet the requirements. The optimal working temperature of the power battery is more than 20 degrees, similar to the comfortable temperature of the driver cabin operator. When the ambient temperature is higher than 20℃, reaching 30℃, 40℃ or even 50℃, a special low-temperature thermal management unit 001 is needed to use the phase change of working medium to cool the power battery 401 and the driver cabin.

[0026] For this type of vehicle and working condition, please refer to Figure 1The embodiment introduces a low-temperature thermal management system, which uses a heat exchange medium of a low-temperature thermal management unit 001 to circulate in the system and generate a lower temperature by phase change. In the embodiment, the heat exchange medium includes a refrigerant and a coolant.

[0027] In order to facilitate understanding and description, the components in the low-temperature thermal management system are divided into different regions according to the working space temperature in the embodiment, wherein the first environment temperature is the temperature of the power cabin, which is relatively high; the second environment temperature is the temperature of the vehicle working environment, which is close to the first environment temperature or lower than the first environment temperature; the third environment temperature is the temperature of the driver cabin, which is between 20℃ and 30℃; and the fourth environment temperature is the temperature of the power battery 401, which is close to the second environment temperature or close to the first environment temperature, depending on the placement position of the power battery 401. In the embodiment, the ambient temperature outside the set vehicle working range of the vehicle is also sensed and obtained, and is defined as the fifth environment temperature.

[0028] Please refer to Figure 1 The low-temperature thermal management system includes a low-temperature thermal management unit 001, a thermal management system heat dissipation part, a cooled object one and a cooled object two. In the embodiment, the cooled object one is the driver cabin, and the cooled object two is the power battery 401.

[0029] In the power cabin, the low-temperature thermal management unit 001 is accommodated in a further configured independent working space. It should be noted that the space has a heat insulation layer inside or outside, which is used to slow down the influence of the ambient temperature on the internal temperature of the low-temperature thermal management unit 001.

[0030] On this basis, when the low-temperature thermal management unit 001 works in a high-temperature environment for a long time, the internal temperature of the low-temperature thermal management unit 001 still needs to be cooled under the condition of heat preservation, so as to ensure the normal operation of the low-temperature thermal management unit 001 and the reliability of the working of the system components.

[0031] Therefore, in the embodiment, the low-temperature thermal management unit 11 is provided with a thermal management system refrigeration part and a thermal management system self-cooling part. The thermal management system refrigeration part and the thermal management system heat dissipation part form a refrigerant circulation loop.

[0032] The new energy engineering machinery thermal management system of the embodiment includes a refrigerant circulation subsystem, a coolant circulation subsystem, a sensor subsystem and a controller.

[0033] The refrigerant circulation subsystem includes a refrigerant circulation loop and a cockpit thermal management branch for thermal management of the cockpit. The refrigerant circulation loop includes a compressor 101, a second heat exchanger 202, and a fourth heat exchanger 103 connected by pipes. The second heat exchanger 202 is used to cool the refrigerant. The fourth heat exchanger 103 has a refrigerant passage and a coolant passage for refrigerant and coolant respectively, and cools the coolant through the refrigerant. The cockpit thermal management branch is connected to the refrigerant circulation loop through a first valve. The coolant circulation subsystem includes a unit thermal management branch for thermal management of the thermal management system itself and a power battery thermal management branch for thermal management of the power battery 401. The unit thermal management branch is connected to the coolant passage of the fourth heat exchanger 103 through a second valve. The power battery thermal management branch is connected to the coolant passage of the fourth heat exchanger 103 through a third valve, and is also connected to the unit thermal management branch through a fourth valve. The sensor subsystem is used to acquire temperature information about the vehicle's environment, the thermal management system's environment, the power battery 401's environment, and the ambient air around the vehicle. The controller connects to the vehicle's infotainment system to acquire vehicle status information, and controls the first, second, third, and fourth valves based on the temperature and vehicle status information, so that the refrigerant circulation loop, the cockpit thermal management branch, the generator set thermal management branch, and the power battery thermal management branch can individually or jointly manage the thermal management system, the cockpit, or the power battery 401.

[0034] Specifically, the refrigerant circulation loop also includes a liquid storage tank 201 that is connected to the refrigerant passages of the second heat exchanger 202 and the fourth heat exchanger 103 via a pipeline. The liquid storage tank 201 is used to supply refrigerant. A first expansion valve 102 is provided between the liquid storage tank 201 and the fourth heat exchanger 103.

[0035] Furthermore, the cockpit thermal management branch includes a third heat exchanger 302 and a third fan 303; the first valve is a second expansion valve 301; the first end of the third heat exchanger 302 is connected to the first end of the second heat exchanger 202 via the second expansion valve 301 and the liquid storage tank 201, and the second end of the third heat exchanger 302 is connected to the second end of the second heat exchanger 202 via the compressor 101; the third fan 303 is used to supply air to the third heat exchanger 302.

[0036] In addition, the unit's thermal management branch includes a first heat exchanger 106, a first fan 108, and a water pump 104; the second valve includes a first solenoid valve 105 and a third solenoid valve 109; the first end of the first heat exchanger 106 is connected to the first end of the coolant passage via the first solenoid valve 105; the second end of the first heat exchanger 106 is connected to the second end of the coolant passage via the third solenoid valve 109 and the water pump 104. The first fan 108 is used to supply air to the first heat exchanger 106.

[0037] The power battery thermal management branch includes a power battery 401; the third valve includes a second solenoid valve 107; the fourth valve includes a fourth solenoid valve 110; the first end of the power battery 401 is connected to the second end of the first heat exchanger 106 and the second solenoid valve 107 via the fourth solenoid valve 110; the second solenoid valve 107 is connected to the first end of the coolant passage; the second end of the power battery 401 is connected to the second end of the coolant passage via the water pump 104.

[0038] Specifically, the sensor subsystem includes a first sensor, a second sensor, a fourth sensor, and a fifth sensor. The first sensor is used to sense the first ambient temperature of the environment in which the thermal management system is located; the second sensor is used to sense the second ambient temperature within a set range around the vehicle; the fourth sensor is used to sense the fourth ambient temperature of the environment in which the power battery 401 is located; and the fifth sensor is used to sense the fifth ambient temperature of the atmospheric environment outside the set range around the vehicle. A third sensor may also be provided to sense the third ambient temperature of the cockpit. The controller is connected to the vehicle's infotainment system to obtain vehicle status information, and controls the operation of the compressor 101, water pump 104, second expansion valve 301, first solenoid valve 105, second solenoid valve 107, third solenoid valve 109, fourth solenoid valve 110, first fan 108, and second fan 203 based on the temperature information and vehicle status information, so that the refrigerant circulation loop, the unit thermal management branch, and the power battery thermal management branch can individually or jointly perform thermal management on the thermal management system or the power battery 401.

[0039] In some embodiments, please refer to Figure 2 The controller obtains information about whether the driver's cabin is in a manned or unmanned state based on vehicle status information. When the driver's cabin is in a manned state, the controller controls the second expansion valve 301 to open, and refrigerant is output from the liquid receiver 201, flows through the second expansion valve 301 and the third heat exchanger 302, the compressor 101 and the second heat exchanger 202, and flows back to the liquid receiver 201. Please refer to [link / reference]. Figure 5 When the cockpit is in an unmanned state, the controller closes the second expansion valve 301. In this operating mode, refrigerant no longer enters the third heat exchanger 302 of the cockpit thermal management branch. Specifically, when the vehicle is unmanned, no dedicated operator is needed to control the vehicle. In this case, turning off the cockpit cooling function reduces the load on the compressor 101, which also contributes to system energy saving. Conversely, when the cockpit is manned, the controller opens the second expansion valve 301 to create a conductive loop between the third and second heat exchange branches.

[0040] The main purpose of this invention is to ensure the working status of the thermal management unit under high temperature conditions. When the second ambient temperature is the same as the surrounding atmospheric temperature, the second ambient temperature is the normal operating condition. If the operating condition of this invention can be met, then there is no problem in meeting the requirements of normal operating conditions. Therefore, the implementation of the normal operating conditions will not be described in the embodiments of this invention.

[0041] Based on the above, when the vehicle's operating environment temperature is high—that is, the second ambient temperature is higher than the fifth ambient temperature, i.e., higher than the surrounding atmospheric temperature—but the range extender is not activated, the low-temperature thermal management system will execute the following... Figure 2 The workflow shown is as follows: the controller closes the first solenoid valve 105, opens the second solenoid valve 107, closes the third solenoid valve 109, and opens the fourth solenoid valve 110. The first fan 108 is not working (solid lines in the diagram indicate open circuits, and dashed lines indicate closed circuits). This achieves circulation between the power battery 401 and the coolant channel. The coolant flows from the water pump 104, passing sequentially through the coolant channel, the second solenoid valve 107, the fourth solenoid valve 110, and the power battery 401 before entering the water pump 104. Meanwhile, the compressor 101 compresses the refrigerant. The high-temperature, high-pressure refrigerant passes through the second heat exchanger 202 and, under the action of the second fan 203, becomes a high-temperature, high-pressure liquid refrigerant. After passing through the storage tank 201, it is divided into two paths.

[0042] One of the refrigerants passes through the first expansion valve 102 to become a low-temperature, low-pressure liquid refrigerant, then passes through the fourth heat exchanger 103 to absorb heat and become a gaseous refrigerant, and finally enters the compressor 101 to complete one working cycle.

[0043] At this time, the fourth heat exchanger 103 is used for heat exchange between the low-temperature refrigerant and the coolant. The coolant is drawn out of the power battery 401 by the water pump 104 and returns to the power battery 401 after being cooled in the fourth heat exchanger 103, in order to remove the heat from the power battery 401.

[0044] In addition, another refrigerant passes through the expansion valve 301 and becomes a low-temperature, low-pressure liquid refrigerant. It then enters the third heat exchanger 302 and, with the combined action of the third fan 303, absorbs ambient heat and becomes a gaseous refrigerant, which finally enters the compressor 101. Example

[0045] As another operating condition of the whole machine, such as Figure 3As shown, under the same second ambient temperature, starting the range extender and the engine will cause the engine compartment, i.e., the first ambient temperature, to rise rapidly. This is especially true when the engine cooling system draws air from the area near the vehicle's operating environment to achieve better cooling, or when the fan duct is close to a heat source, resulting in the first ambient temperature being higher than the second ambient temperature. As the operating time of new energy construction machinery gradually increases, the internal temperature of the low-temperature thermal management unit 001 may also gradually rise. At this time, it is necessary to force-cool the internal air temperature of the low-temperature thermal management unit 001, thus requiring the unit's thermal management branch to be adjusted to the working state simultaneously.

[0046] At this time, the thermal management system is Figure 2 Based on the content shown, proceed as follows Figure 3 The specific difference in the adjustment shown lies in the fact that, inside the low-temperature thermal management unit 001, the startup is as follows: Figure 1 The thermal management system shown is a self-cooling section. At this time, the controller closes the second solenoid valve 107 and the third solenoid valve 109, while opening the first solenoid valve 105 and the fourth solenoid valve 110, achieving circulation between the first heat exchanger 106, the power battery 401, and the coolant channel. Coolant flows out from the water pump 104, passing sequentially through the coolant channel, the first solenoid valve 105, the first heat exchanger 106, the fourth solenoid valve 110, and the power battery 401 before entering the water pump 104. Under the combined action of the first heat exchanger 106 and the first fan 108, the surrounding air is gradually cooled by the coolant flowing through the first heat exchanger 106. The coolant then enters the power battery 401, where it continues to exchange heat, thus cooling the power battery 401, which is the second object being cooled. Example

[0047] In this embodiment, when a cooled object no longer needs to operate, for example, when the fourth ambient temperature of the power battery 401 drops to the target temperature, cooling can be stopped. Figure 4 As shown, in Figure 3 Based on the shown operating state, the following adjustments are made: the controller controls the first solenoid valve 105 to open, the second solenoid valve 107 to close, the third solenoid valve 109 to open, and the fourth solenoid valve 110 to close, while the first fan 108 starts, realizing the circulation of the first heat exchanger 106 and the coolant passage. The coolant flows out from the water pump 104, passing sequentially through the coolant passage, the first solenoid valve 105, the first heat exchanger 106, and the third solenoid valve 107 before entering the water pump 104. At this point, the coolant after passing through the fourth heat exchanger 103 returns directly to the inlet of the water pump 104 after passing through the first heat exchanger 106, without needing to pass through the power battery 401. This reduces the heat exchange load, which helps the compressor 101 reduce power, achieving energy savings.

[0048] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this disclosure and not to limit its protection scope. Although this disclosure has been described in detail with reference to the above embodiments, those skilled in the art should understand that after reading this disclosure, they can still make various changes, modifications or equivalent substitutions to the specific implementation of the invention, but these changes, modifications or equivalent substitutions are all within the protection scope of the pending claims.

Claims

1. A thermal management system for new energy engineering machinery, characterized in that, include: The refrigerant circulation subsystem includes a refrigerant circulation loop and a cockpit thermal management branch for thermal management of the cockpit. The refrigerant circulation loop includes a compressor, a second heat exchanger, and a fourth heat exchanger connected by pipes. The second heat exchanger is used to cool the refrigerant. The fourth heat exchanger has a refrigerant passage and a coolant passage for the refrigerant and coolant respectively, and the coolant is cooled by the refrigerant. The cockpit thermal management branch is connected to the refrigerant circulation loop through a first valve. The coolant circulation subsystem includes a unit thermal management branch for thermal management of the thermal management system itself and a power battery thermal management branch for thermal management of the power battery; the unit thermal management branch is connected to the coolant passage of the fourth heat exchanger through a second valve; the power battery thermal management branch is connected to the coolant passage of the fourth heat exchanger through a third valve, and is also connected to the unit thermal management branch through a fourth valve; The sensor subsystem is used to acquire temperature information of the environment in which the new energy construction machinery is located, the environment in which the thermal management system is located, the environment in which the power battery is located, and the ambient temperature of the surrounding atmosphere of the new energy construction machinery. The controller is connected to the vehicle system of the new energy construction machinery to obtain the status information of the new energy construction machinery, and controls the first valve, the second valve, the third valve and the fourth valve according to the temperature information and the status information of the new energy construction machinery, so that the refrigerant circulation loop, the cockpit thermal management branch, the unit thermal management branch and the power battery thermal management branch can individually or jointly perform thermal management on the thermal management system, the cockpit or the power battery.

2. The new energy engineering machinery thermal management system according to claim 1, characterized in that, The refrigerant circulation loop also includes a liquid storage tank that is connected to the refrigerant passages of the second heat exchanger and the fourth heat exchanger via a pipeline, and the liquid storage tank is used to supply refrigerant. A first expansion valve is provided between the liquid storage tank and the fourth heat exchanger.

3. The thermal management system for new energy engineering machinery according to claim 2, characterized in that, The cockpit thermal management branch includes a third heat exchanger and a third fan; the first valve is a second expansion valve; The first end of the third heat exchanger is connected to the first end of the second heat exchanger via the second expansion valve and the liquid storage tank, and the second end of the third heat exchanger is connected to the second end of the second heat exchanger via the compressor; the third fan is used to supply air to the third heat exchanger.

4. The thermal management system for new energy engineering machinery according to claim 3, characterized in that, The controller obtains information on whether the cockpit is in a manned or unmanned state based on the new energy construction machinery status information. When the cockpit is in a manned driving state, the controller controls the second expansion valve to open, and the refrigerant is output from the liquid storage tank, passes through the second expansion valve and the third heat exchanger, the compressor and the second heat exchanger, and flows back to the liquid storage tank; When the cockpit is in an unmanned state, the controller controls the second expansion valve to close.

5. The thermal management system for new energy engineering machinery according to claim 2, characterized in that, The unit's thermal management branch includes a first heat exchanger, a first fan, and a water pump; the second valve includes a first solenoid valve and a third solenoid valve; The first end of the first heat exchanger is connected to the first end of the coolant channel via the first solenoid valve; the second end of the first heat exchanger is connected to the second end of the coolant channel via the third solenoid valve and the water pump; and the first fan is used to supply air to the first heat exchanger.

6. The thermal management system for new energy engineering machinery according to claim 5, characterized in that, The power battery thermal management branch includes a power battery; the third valve includes a second solenoid valve; the fourth valve includes a fourth solenoid valve. The first end of the power battery is connected to the second end of the first heat exchanger and the second solenoid valve via the fourth solenoid valve; the second solenoid valve is connected to the first end of the coolant channel; the second end of the power battery is connected to the second end of the coolant channel via the water pump.

7. The thermal management system for new energy engineering machinery according to claim 6, characterized in that, The sensor subsystem includes: The first sensor is used to sense the first ambient temperature of the environment in which the thermal management system is located. The second sensor is used to sense the ambient temperature within a set range around the new energy engineering machinery; The fourth sensor is used to sense the ambient temperature of the environment in which the power battery is located. The fifth sensor is used to sense the ambient temperature of the atmosphere outside the set range around the new energy engineering machinery. The controller is also used to control the operation of the compressor, water pump, second expansion valve, first solenoid valve, second solenoid valve, third solenoid valve, fourth solenoid valve, first fan and second fan according to the temperature information obtained by the sensor subsystem, so that the refrigerant circulation loop, the unit thermal management branch and the power battery thermal management branch can individually or jointly perform thermal management on the thermal management system or the power battery.

8. The thermal management system for new energy engineering machinery according to claim 7, characterized in that, The controller is specifically used for: The controller obtains information on whether the range extender of the new energy construction machinery has been started based on the status information of the new energy construction machinery. When the second ambient temperature is higher than the fifth ambient temperature and the new energy engineering machinery range extender is not started, the controller controls the first solenoid valve to close, the second solenoid valve to open, the third solenoid valve to close, the fourth solenoid valve to open, and the first fan to stop working, so as to realize the circulation between the power battery and the coolant channel; wherein, the coolant flows out from the water pump, passes through the coolant channel, the second solenoid valve, the fourth solenoid valve and the power battery in sequence, and then enters the water pump.

9. The thermal management system for new energy engineering machinery according to claim 8, characterized in that, The controller is specifically used for: When the second ambient temperature is higher than the fifth ambient temperature and the range extender is started, the controller controls the second solenoid valve to close, the third solenoid valve to close, the first solenoid valve to open, and the fourth solenoid valve to open, so as to realize the circulation of the first heat exchanger, the power battery, and the coolant channel; wherein, the coolant flows out from the water pump, passes through the coolant channel, the first solenoid valve, the first heat exchanger, the fourth solenoid valve, and the power battery in sequence, and then enters the water pump.

10. The thermal management system for new energy engineering machinery according to claim 9, characterized in that, The controller is specifically used for: When the fourth ambient temperature is lower than the set temperature value, the controller controls the first solenoid valve to open, the second solenoid valve to close, the third solenoid valve to open, the fourth solenoid valve to close, and the first fan to start, so as to realize the circulation of the first heat exchanger and the coolant channel; wherein, the coolant flows out from the water pump, passes through the coolant channel, the first solenoid valve, and the third solenoid valve in sequence, and then enters the water pump.

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