Whole vehicle thermal management integrated system for pure electric loader

Abstract

The utility model discloses a whole vehicle thermal management integrated system for a pure electric loader, and belongs to the technical field of electric loaders. Comprising a hydraulic oil thermal management module, a cockpit thermal management module and a battery thermal management module, and the battery thermal management module is used for supplying heat or cold to a battery pack; the driving system heat management module is used for cooling the driving assembly; the heat exchange module is used for conveying heat of the hydraulic oil heat management module to the cockpit heat management module; the cockpit thermal management module is provided with a condenser, and the condenser is matched with the radiator of the driving system thermal management module. The hydraulic oil heat management module, the cockpit heat management module, the battery heat management module and the driving system heat management module which are independently controlled are cooperatively controlled, heat is reasonably distributed and circulated in the system, the occupied space of equipment is reduced, control is simpler and more efficient, and energy is saved.

Description

Technical Field

[0001] The utility model belongs to the technical field of electric loaders, in particular to a whole-vehicle thermal management integrated system for pure electric loaders. Background Art

[0002] In existing electric loaders, the battery thermal management system, cab air conditioning thermal management, drive system heat dissipation, and hydraulic oil heat dissipation system are all decentralized and independent, and the control logic is decentralized and cumbersome, taking up space. In winter, the hydraulic system's hydraulic oil temperature is low, making it difficult to quickly enter an efficient working rhythm. Moreover, after working for a period of time, the heat generated by the hydraulic oil in the hydraulic system is not utilized, wasting energy. Utility Model Content

[0003] 1. Technical problems to be solved by the utility model

[0004] The purpose of the utility model is to solve the problem that the existing electric loader thermal management system cannot be uniformly coordinated and controlled, and wastes energy.

[0005] 2. Technical solution

[0006] In order to achieve the above-mentioned purpose, the technical solution provided by the present utility model is:

[0007] The utility model discloses a vehicle thermal management integrated system for a pure electric loader, comprising

[0008] A hydraulic oil thermal management module, the hydraulic oil thermal management module is used to output heat generated by the hydraulic oil system;

[0009] a cockpit thermal management module, the cockpit thermal management module being used to provide heating or cooling for the cockpit;

[0010] A battery thermal management module, which is used to provide heating or cooling for the battery pack;

[0011] A drive system thermal management module, which is used to cool the drive components;

[0012] a heat exchange module, the heat exchange module being used to transfer heat from the hydraulic oil thermal management module to the cockpit thermal management module;

[0013] The cockpit thermal management module is provided with a condenser, which is arranged in conjunction with the radiator of the drive system thermal management module; the condenser is also connected to the first passage of the liquid-cooled heat exchanger, and the second passage of the liquid-cooled heat exchanger is connected to the battery pack. The first passage and the second passage of the liquid-cooled heat exchanger are refrigerant or heat medium passages, respectively.

[0014] Preferably, the hydraulic oil thermal management module includes a hydraulic oil system and a hydraulic oil radiator that are interconnected.

[0015] Preferably, the heat exchange module includes a water-heating PTC II, a liquid-heat heat exchanger and a blower. The water-heating PTC II and the liquid-heat heat exchanger are connected, and the liquid-heat heat exchanger is arranged in conjunction with a hydraulic oil radiator.

[0016] Preferably, the cockpit thermal management module also includes an in-cabin evaporator, a compressor, and an expansion valve. The in-cabin evaporator is arranged in conjunction with the water heating PTC. Three-way valves are respectively provided at both ends of the in-cabin evaporator. The branch of one of the three-way valves connects the condenser, the compressor, the expansion valve to the other three-way valve in sequence, and the branches of the two three-way valves connect the two ends of the liquid-cooled heat exchanger.

[0017] Preferably, the drive system thermal management module also includes a drive motor, a working motor and an all-in-one controller. The heat dissipation pipes of the drive motor, the working motor and the all-in-one controller are connected to the radiator through a water pump, and the radiator is also connected to a kettle.

[0018] Preferably, the battery thermal management module includes a water pump and a water-heating PTC 1 connected to the heat dissipation pipeline of the battery pack, and the water-heating PTC 1 is connected to the second passage of the liquid-cooled heat exchanger.

[0019] 3. Beneficial effects

[0020] Compared with the prior art, the technical solution provided by this utility model has the following beneficial effects:

[0021] The utility model provides a vehicle thermal management integrated system for a pure electric loader, including a hydraulic oil thermal management module, which is used to output the heat generated by the hydraulic oil system; a cockpit thermal management module, which is used to heat or cool the cockpit; a battery thermal management module, which is used to heat or cool the battery pack; a drive system thermal management module, which is used to cool the drive components; a heat exchange module, which is used to transfer the heat of the hydraulic oil thermal management module to the cockpit thermal management module; the cockpit thermal management module is provided with a condenser, which is arranged in conjunction with the radiator of the drive system thermal management module; the condenser is also connected to a first passage of a liquid-cooled heat exchanger, and a second passage of the liquid-cooled heat exchanger is connected to the battery pack, and the first passage and the second passage of the liquid-cooled heat exchanger are respectively refrigerant or heat medium passages. The hydraulic oil thermal management module, cockpit thermal management module, battery thermal management module and drive system thermal management module, which were previously controlled separately, are coordinated and controlled to reasonably distribute and circulate heat within the system. This not only reduces the space occupied by the equipment, but also makes control simpler and more efficient, saving energy. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1The utility model is a schematic diagram of the overall structure of a vehicle thermal management integrated system for a pure electric loader.

[0023] Explanation of the numbers in the schematic diagram:

[0024] 100, battery thermal management module; 110, battery pack; 120, water heating PTC; 130, liquid cooling heat exchanger;

[0025] 200, cockpit thermal management module; 210, cabin evaporator; 220, condenser; 230, compressor; 240, expansion valve; 250, three-way valve;

[0026] 300, heat exchange module; 310, water heating PTC II; 320, liquid heat exchanger; 330, blower;

[0027] 400, drive system thermal management module; 410, radiator; 420, drive motor; 430, working motor; 440, all-in-one controller;

[0028] 500, hydraulic oil thermal management module; 510, hydraulic oil system; 520, hydraulic oil radiator;

[0029] 610. Kettle; 620. Water pump. DETAILED DESCRIPTION

[0030] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of this application.

[0031] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present application described here. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0032] In this application, terms such as "upper," "lower," "left," "right," "front," "back," "top," "bottom," "inner," "outer," "center," "vertical," "horizontal," "transverse," and "longitudinal" indicate positions or locations based on the positions or locations shown in the accompanying drawings. These terms are primarily intended to better describe this application and its embodiments and are not intended to limit the devices, elements, or components indicated to having a specific orientation, or to being constructed or operated in a specific orientation.

[0033] Furthermore, some of the above terms may be used to express other meanings besides indicating a position or location. For example, the term "on" may also be used to indicate a dependency or connection in certain circumstances. Those skilled in the art will understand the specific meanings of these terms in this application based on the specific circumstances.

[0034] Furthermore, the terms "installed," "disposed," "provided with," "connected," "connected," and "socketed" should be interpreted broadly. For example, they can refer to fixed connections, removable connections, or integral structures; mechanical connections or electrical connections; direct connections, indirect connections through an intermediary, or internal communication between two devices, elements, or components. Those skilled in the art will understand the specific meanings of these terms in this application based on the specific circumstances.

[0035] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0036] Example 1

[0037] Refer to the attached Figure 1 , a vehicle thermal management integrated system for a pure electric loader of this embodiment includes

[0038] A hydraulic oil thermal management module 500 , configured to output heat generated by a hydraulic oil system 510 ;

[0039] A cockpit thermal management module 200, which is used to provide heating or cooling for the cockpit;

[0040] A battery thermal management module 100 , which is used to provide heating or cooling for the battery pack 110 ;

[0041] A drive system thermal management module 400, which is used to cool the drive components;

[0042] A heat exchange module 300 , which is used to transfer heat from the hydraulic oil thermal management module 500 to the cockpit thermal management module 200 ;

[0043] The cockpit thermal management module 200 is provided with a condenser 220, which is arranged in conjunction with the radiator 410 of the drive system thermal management module 400; the condenser 220 is also connected to the first passage of the liquid-cooled heat exchanger 130, and the second passage of the liquid-cooled heat exchanger 130 is connected to the battery pack 110. The first passage and the second passage of the liquid-cooled heat exchanger 130 are refrigerant or heat medium passages, respectively.

[0044] The system of this embodiment coordinates the control of the hydraulic oil thermal management module 500, the cockpit thermal management module 200, the battery thermal management module 100 and the drive system thermal management module 400, which were previously controlled separately, and reasonably distributes and circulates heat within the system, which not only reduces the space occupied by the equipment, but also makes the control simpler and more efficient, saving energy.

[0045] The hydraulic oil thermal management module 500 includes a hydraulic oil system 510 and a hydraulic oil radiator 520 that are interconnected.

[0046] The heat exchange module 300 includes a water heating PTC 2 310 , a liquid heat exchanger 320 and a blower 330 . The water heating PTC 2 310 and the liquid heat exchanger 320 are connected. The liquid heat exchanger 320 is arranged in conjunction with a hydraulic oil radiator 520 .

[0047] The cockpit thermal management module 200 also includes an in-cabin evaporator 210, a compressor 230, and an expansion valve 240. The in-cabin evaporator 210 is configured in conjunction with a water-heating PTC 2 310. Three-way valves 250 are provided at both ends of the in-cabin evaporator 210. Branch a of one three-way valve 250 sequentially connects the condenser 220, the compressor 230, and the expansion valve 240 to the other three-way valve 250. Branch b of two three-way valves 250 connect both ends of the liquid-cooled heat exchanger 130. The drive system thermal management module 400 also includes a drive motor 420, a working motor 430, and an all-in-one controller 440. The heat dissipation pipelines of the drive motor 420, working motor 430, and all-in-one controller 440 are connected to the radiator 410 via a water pump. The radiator 410 is also connected to a kettle 610.

[0048] The battery thermal management module 100 includes a water pump 620 and a water heater PTC 120 connected to the heat dissipation pipeline of the battery pack 110. The water heater PTC 120 is connected to the second passage of the liquid cooling heat exchanger 130.

[0049] The hydraulic oil heat is transferred to the cab air conditioner via the liquid-cooled heat exchanger 130 for heating, thus reusing the hydraulic oil heat. The cab air conditioner and battery cooling share the condenser 220, which in turn shares the blower 330 with the drive system radiator 410, reducing costs. During heating, the control system uses the inlet and outlet water temperatures and the inlet and outlet hydraulic oil temperatures as control targets, with output power serving only as a process variable. A control algorithm precisely controls these temperatures. When the oil temperature is low, a water-heated PTC system heats the hydraulic oil. Once the oil temperature reaches a certain level, the heat is transferred to the cab via the liquid-cooled heat exchanger 130, meeting the heating requirements of the cab air conditioner. During cooling, the control system operates the compressor 230 within a set speed range, based on the vehicle's driving and parking conditions and the needs of the battery system and the driver. The system also controls the three-way valve 250 to deliver the required cooling capacity to the cab and battery system.

[0050] The above-mentioned embodiments only express a certain implementation method of the utility model, and the description thereof is relatively specific and detailed, but it cannot be understood as limiting the scope of the patent of the utility model. It should be pointed out that for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the utility model, which all fall within the scope of protection of the utility model. Therefore, the scope of protection of the utility model patent shall be based on the attached claims.

Claims

1. A vehicle thermal management integrated system for a pure electric loader, characterized by: include A hydraulic oil thermal management module (500), the hydraulic oil thermal management module (500) being used to output heat generated by the hydraulic oil system (510); A cockpit thermal management module (200), the cockpit thermal management module (200) being used to provide heating or cooling for the cockpit; A battery thermal management module (100), the battery thermal management module (100) being used to provide heating or cooling for a battery pack (110); A drive system thermal management module (400), the drive system thermal management module (400) being used to cool the drive components; a heat exchange module (300), the heat exchange module (300) being used to transfer heat from the hydraulic oil thermal management module (500) to the cockpit thermal management module (200); The cockpit thermal management module (200) is provided with a condenser (220), and the condenser (220) is arranged in conjunction with the radiator (410) of the drive system thermal management module (400); the condenser (220) is also connected to a first passage of a liquid-cooled heat exchanger (130), and a second passage of the liquid-cooled heat exchanger (130) is connected to the battery pack (110), and the first passage and the second passage of the liquid-cooled heat exchanger (130) are respectively refrigerant or heat medium passages.

2. The vehicle thermal management integrated system for a pure electric loader according to claim 1, characterized in that: The hydraulic oil thermal management module (500) comprises a hydraulic oil system (510) and a hydraulic oil radiator (520) that are interconnected.

3. The vehicle thermal management integrated system for a pure electric loader according to claim 2, characterized in that: The heat exchange module (300) includes a water-heating PTC 2 (310), a liquid-heat heat exchanger (320) and a blower (330). The water-heating PTC 2 (310) and the liquid-heat heat exchanger (320) are connected, and the liquid-heat heat exchanger (320) is arranged in conjunction with a hydraulic oil radiator (520).

4. The vehicle thermal management integrated system for a pure electric loader according to claim 3, characterized in that: The cockpit thermal management module (200) further includes an in-cabin evaporator (210), a compressor (230), and an expansion valve (240). The in-cabin evaporator (210) is arranged in conjunction with a water-heating PTC 2 (310). Three-way valves (250) are respectively provided at both ends of the in-cabin evaporator (210). A branch (a) of one of the three-way valves (250) is sequentially connected to the condenser (220), the compressor (230), the expansion valve (240) and the other three-way valve (250). The branches (b) of the two three-way valves (250) are connected to both ends of the liquid-cooled heat exchanger (130).

5. The vehicle thermal management integrated system for a pure electric loader according to claim 4, characterized in that: The drive system thermal management module (400) further comprises a drive motor (420), a working motor (430) and an all-in-one controller (440); heat dissipation pipes of the drive motor (420), the working motor (430) and the all-in-one controller (440) are connected to a radiator (410) via a water pump; and the radiator (410) is further connected to a kettle (610).

6. The vehicle thermal management integrated system for a pure electric loader according to claim 4, characterized in that: The battery thermal management module (100) includes a water pump (620) and a water-heating PTC (120) connected to a heat dissipation pipeline of a battery pack (110), wherein the water-heating PTC (120) is connected to a second passage of a liquid-cooled heat exchanger (130).

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