Electric engineering vehicle and thermal management system thereof

Abstract

The utility model provides an electric engineering vehicle and a thermal management system thereof. The thermal management system of the electric engineering vehicle comprises a motor cooling loop, an air conditioner refrigerating loop and a battery cooling loop, a radiator is arranged on the motor cooling loop, a condenser and an evaporator are arranged on the air conditioner refrigeration loop, and a heat exchanger is arranged on the battery cooling loop; a first branch is connected between the motor cooling loop and the battery cooling loop, a second branch is connected between the motor cooling loop and the battery cooling loop, the condenser is arranged on one side of the radiator, and a first fan assembly is arranged on one side of the radiator; wherein the cooling liquid in the motor cooling loop after cooling the motor can enter the battery cooling loop through the first branch to heat the battery, and the cooling liquid after heating the battery can enter the radiator through the second branch. According to the thermal management system of the electric engineering vehicle, redundant heat of a motor cooling loop can be used for heating the battery, and comprehensive utilization of the heat of the whole vehicle is facilitated.

Description

Technical Field

[0001] This utility model relates to the field of vehicle thermal management technology, and in particular to a thermal management system for electric engineering vehicles. Furthermore, this utility model also relates to an electric engineering vehicle equipped with this thermal management system. Background Technology

[0002] The performance of batteries in existing new energy electric engineering vehicles is significantly affected when operating in low-temperature conditions. Therefore, ensuring that the battery is maintained within a suitable operating temperature range has become crucial for guaranteeing the stable and efficient operation of new energy electric engineering vehicles.

[0003] In actual operating scenarios, the battery thermal management requirements of new energy electric engineering vehicles vary under different conditions. On the one hand, when starting or charging in low-temperature environments, the system needs to quickly heat the battery to enhance its activity in order to ensure the normal progress of internal chemical reactions and avoid performance degradation and safety hazards caused by excessively low temperatures. On the other hand, when new energy electric engineering vehicles are under continuous high-intensity operation, such as performing high-rate charge and discharge operations, the battery will rapidly heat up due to heat generated by internal resistance. If heat is not dissipated in time, it may trigger the overheat protection mechanism, limit power output, or even damage the battery. In this situation, the thermal management system must also have strong cooling capabilities to quickly and effectively reduce the battery temperature to a safe range.

[0004] Currently, electric engineering vehicles typically use separate cooling and heating components to form their thermal management systems, in order to meet the heating or cooling needs of electric engineering vehicles under different conditions. However, while this approach of configuring heating and cooling components separately according to needs can solve the battery temperature management problem to some extent, it also leads to increased system complexity and costs, and is not conducive to utilizing the heat redundancy of electric engineering vehicles, thus hindering the improvement of the overall heat utilization rate of the vehicle. Utility Model Content

[0005] In view of this, the present invention aims to propose a thermal management system for electric engineering vehicles, which is conducive to improving the overall utilization rate of heat in the vehicle.

[0006] In order to achieve the above-mentioned purpose, the technical solution of the utility model is achieved as follows:

[0007] A thermal management system for electric engineering vehicles includes a motor cooling circuit, an air conditioning cooling circuit, and a battery cooling circuit;

[0008] The motor cooling circuit is equipped with a radiator, the air conditioning refrigeration circuit is equipped with a condenser and an evaporator, and the battery cooling circuit is equipped with a heat exchanger.

[0009] A first branch is connected between the motor cooling circuit and the battery cooling circuit, and a second branch is connected between the motor cooling circuit and the battery cooling circuit. The condenser is located on one side of the radiator, and a first fan assembly is provided on one side of the radiator.

[0010] The coolant in the motor cooling circuit, after cooling the motor, can enter the battery cooling circuit through the first branch to heat the battery, and the coolant after heating the battery can enter the radiator through the second branch.

[0011] Furthermore, the motor cooling circuit includes the radiator, the first water pump unit, the electronic control module cooling unit, the motor cooling unit, and the first three-way valve connected in sequence; the first valve port of the first three-way valve is connected to the motor cooling unit, the second valve port of the first three-way valve is connected to the radiator, and the third valve port of the first three-way valve is connected to the first branch.

[0012] Furthermore, a third branch is connected between the motor cooling circuit and the battery cooling circuit; one end of the third branch is connected between the first water pump unit and the electronic control module cooling unit, the other end of the third branch is connected to the battery cooling circuit, and a second control valve is connected in series on the third branch.

[0013] Furthermore, the motor cooling circuit is provided with a second three-way valve and a fourth branch; the first valve port of the second three-way valve is connected to the second valve port of the first three-way valve, the second valve port of the second three-way valve is connected to the radiator, the third valve port of the second three-way valve is connected to one end of the fourth branch, and the other end of the fourth branch is connected between the radiator and the water pump unit.

[0014] Furthermore, the motor cooling circuit is provided with a first filter and a first expansion tank; the first filter is connected in series between the radiator and the first water pump unit, and the first expansion tank is connected in parallel between the radiator and the first water pump unit.

[0015] Furthermore, the air conditioning refrigeration circuit includes the condenser, the evaporator, and the compressor connected in sequence; the refrigerant passage of the plate heat exchanger is connected to the air conditioning refrigeration circuit through a fifth branch, one end of the fifth branch is connected between the condenser and the evaporator, the other end of the fifth branch is connected between the evaporator and the compressor, and an electronic expansion valve is connected in series on the fifth branch.

[0016] Furthermore, a warm air core is provided on one side of the evaporator, and a second fan assembly is provided on one side of the warm air core.

[0017] Furthermore, the battery cooling circuit includes a third three-way valve, the heat exchanger, and the battery pack connected in sequence; the first valve port of the third three-way valve is connected to the first branch, the second valve port of the third three-way valve is connected to the heat exchanger, and the third valve port of the third three-way valve is connected to the battery pack.

[0018] Furthermore, a second filter, a temperature sensor, and a second water pump unit are provided between the third three-way valve and the plate heat exchanger; and a second expansion tank is connected in parallel between the second filter and the second water pump unit.

[0019] Compared with the prior art, this utility model has the following advantages:

[0020] The electric engineering vehicle thermal management system of this utility model connects the battery cooling circuit and the battery cooling circuit through the setting of the first branch and the second branch. The coolant of the battery cooling circuit is introduced into the battery cooling circuit to heat the battery. It can also actively increase the heat of the motor by blocking the generator, so that the coolant cooling the motor has a higher heat value, which is beneficial for heating the battery in low-temperature conditions. This helps to improve the battery's operating temperature in low-temperature environments and keeps the battery's operating temperature within a suitable range. Furthermore, it makes full use of the redundant heat of the motor cooling circuit, which is beneficial to improving the overall heat utilization rate of the vehicle.

[0021] Furthermore, the inclusion of the first water pump unit facilitates increased coolant circulation efficiency and allows the motor cooling circuit to include both the electronic control module cooling unit and the motor cooling unit, reducing the need for additional cooling circuits and simplifying the cooling circuit structure. The first three-way valve allows for easy adjustment of coolant flow direction as needed, resulting in a simple structure that is easy to design and implement. The third branch allows coolant from the first water pump unit to be directly routed to the battery cooling circuit, and the second control valve facilitates control of the third branch's on / off state, further simplifying the design and implementation. The second three-way valve and the fourth branch provide coolant flow paths, allowing for adjustment of coolant flow direction according to usage requirements, improving coolant heat utilization and facilitating design and implementation. The inclusion of a filter and expansion tank improves coolant cleanliness and aids in water vapor separation, further simplifying the design and implementation.

[0022] Furthermore, connecting the air conditioning refrigeration circuit to the plate heat exchanger via the fifth branch facilitates efficient use of the refrigerant in the air conditioning refrigeration circuit to regulate the temperature of the coolant flowing to the battery. The structure is simple, allowing the air conditioning refrigeration circuit and the plate heat exchanger to share a single set of condenser, evaporator, and compressor, reducing the need for additional condensers, evaporators, and compressors, thus facilitating design and implementation. The combination of the heater core and fan assembly enables efficient and rapid heating, and its simple structure further facilitates design and implementation. The third three-way valve facilitates the introduction of coolant from the motor cooling circuit into the battery cooling circuit, and its simple structure allows for easy control of the on / off state of the motor cooling circuit and battery cooling circuit, further facilitating design and implementation. The filter helps maintain the cleanliness of the coolant in the battery cooling circuit, the temperature sensor facilitates the detection of the liquid temperature flowing to the battery, and the second water pump unit improves the coolant circulation effect in the battery cooling circuit, all contributing to design and implementation success.

[0023] In addition, another objective of this utility model is to provide an electric engineering vehicle equipped with the electric engineering vehicle thermal management system described above.

[0024] The electric engineering vehicle described in this utility model has the same beneficial effects as the electric engineering vehicle thermal management system described above compared to the prior art, so it will not be described again here. Attached Figure Description

[0025] The accompanying drawings, which constitute part of the present invention, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings:

[0026] Figure 1 This is a schematic diagram of the structure of the thermal management system for electric engineering vehicles according to an embodiment of the present invention;

[0027] Figure 2 This is a flow diagram of the low-temperature driving battery heating mode of the thermal management system for electric engineering vehicles described in this embodiment of the utility model.

[0028] Figure 3 This is a flow diagram of the low-temperature driving battery cooling mode of the thermal management system for electric engineering vehicles described in this embodiment of the utility model.

[0029] Figure 4 This is a flow diagram of the low-temperature charging battery heating mode of the thermal management system for electric engineering vehicles described in this embodiment of the utility model.

[0030] Figure 5 This is a flow diagram of the low-temperature charging battery cooling mode of the thermal management system for electric engineering vehicles described in this embodiment of the utility model.

[0031] Figure 6 This is a flow diagram of the high-temperature battery cooling mode of the thermal management system for electric engineering vehicles described in this embodiment of the utility model.

[0032] Explanation of reference numerals in the attached figures:

[0033] 1. Motor cooling circuit;

[0034] 101. Radiator; 102. First water pump unit; 103. Electronic control module cooling unit; 104. Motor cooling unit; 105. First three-way valve; 106. Second three-way valve;

[0035] 2. Air conditioning refrigeration circuit;

[0036] 201. Condenser; 202. Evaporator; 203. Compressor; 204. Heater core; 205. Pressure switch;

[0037] 3. Battery cooling circuit;

[0038] 301. Heat exchanger; 302. Third three-way valve; 303. Battery pack; 304. Second water pump unit;

[0039] 4. First branch road; 5. Second branch road;

[0040] 501. First control valve;

[0041] 6. First fan assembly;

[0042] 7. Third branch road;

[0043] 701. Second control valve;

[0044] 8. Fourth branch; 9. First filter; 10. First expansion tank;

[0045] 11. Fifth Branch Road;

[0046] 1101. Electronic expansion valve;

[0047] 12. Second fan assembly; 13. Second filter; 14. Temperature sensor; 15. Second expansion tank. Detailed Implementation

[0048] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0049] In the description of this utility model, it should be noted that the terms "upper," "lower," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model 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. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0050] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model in light of the specific circumstances.

[0051] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0052] Example 1

[0053] This embodiment relates to a thermal management system for electric engineering vehicles, which can improve the overall utilization rate of heat in the vehicle by optimizing the configuration of the thermal management system.

[0054] In terms of overall composition, such as Figure 1 As shown in the figure, the thermal management system of the electric engineering vehicle in this embodiment includes a motor cooling circuit 1, an air conditioning cooling circuit 2 and a battery cooling circuit 3. The motor cooling circuit 1 is equipped with a radiator 101, the air conditioning cooling circuit 2 is equipped with a condenser 201 and an evaporator 202, and the battery cooling circuit 3 is equipped with a heat exchanger 301.

[0055] A first branch 4 is connected between the motor cooling circuit 1 and the battery cooling circuit 3, and a second branch 5 is connected between the motor cooling circuit 1 and the battery cooling circuit 3. The condenser 201 is located on one side of the radiator 101, and a first fan assembly 6 is provided on one side of the radiator 101.

[0056] Among them, the coolant in the motor cooling circuit 4 after cooling the motor can enter the battery cooling circuit 3 through the first branch 7 to heat the battery pack 303, and the coolant after heating the battery pack 303 can enter the radiator 101 through the second branch 5.

[0057] As configured above, the thermal management system for electric engineering vehicles in this embodiment connects the motor cooling circuit 1 and the battery cooling circuit 3 through the first branch 4 and the second branch 5. The coolant from the motor cooling circuit is introduced into the battery cooling circuit 3 to heat the battery. It can also actively increase the heat of the motor by blocking the generator, so that the coolant cooling the motor has higher heat, which is beneficial for heating the battery in low-temperature conditions. This helps to improve the operating temperature of the battery pack in low-temperature environments, which is conducive to keeping the battery pack's operating temperature within a suitable range. Furthermore, it makes full use of the redundant heat of the motor cooling circuit 1, which is beneficial to improving the overall heat utilization rate of the vehicle.

[0058] Specifically, as a preferred exemplary structure, such as Figure 1 As shown in the figure, the motor cooling circuit 1 of the thermal management system of the electric engineering vehicle in this embodiment includes a radiator 101, a first water pump unit 102, an electronic control module cooling unit 103, a motor cooling unit 104, and a first three-way valve 105 connected in sequence. The first valve port of the first three-way valve 105 is connected to the motor cooling unit 104, the second valve port of the first three-way valve 105 is connected to the radiator 101, and the third valve port of the first three-way valve 105 is connected to the first branch 4. The setting of the first water pump unit 102 facilitates the increase of the circulation efficiency of the coolant, and the motor cooling circuit 1 includes the electronic control module cooling unit 103 and the motor cooling unit 104, which helps to reduce the setting of additional cooling circuits and facilitates the simplification of the cooling circuit structure. The setting of the first three-way valve 105 facilitates the adjustment of the coolant flow direction according to the needs. The structure is simple and conducive to design and implementation.

[0059] For ease of electrical control, a first control valve 501 is connected in series on the second branch 5 in this embodiment. The opening and closing of the second branch can be easily controlled by the opening and closing of the first control valve 501.

[0060] To better adapt to the different needs of the thermal management system of the electric engineering vehicle in this embodiment, a third branch 7 is connected between the motor cooling circuit 1 and the battery cooling circuit 3. One end of the third branch 7 is connected between the first water pump unit 102 and the electronic control module cooling unit 103, and the other end of the third branch 7 is connected to the battery cooling circuit 3. A second control valve 701 is connected in series on the third branch 7. The setting of the third branch 7 facilitates the direct flow of cooling water from the first water pump unit 102 to the battery cooling circuit 3. The setting of the second control valve 701 facilitates the control of the opening and closing of the third branch 7. The structure is simple and easy to design and implement.

[0061] To be more detailed, such as Figure 1As shown in the figure, the motor cooling circuit 1 of the thermal management system for electric engineering vehicles in this embodiment is also provided with a second three-way valve 106 and a fourth branch 8. The first valve port of the second three-way valve 106 is connected to the second valve port of the first three-way valve 105, the second valve port of the second three-way valve 106 is connected to the radiator 101, the third valve port of the second three-way valve 106 is connected to one end of the fourth branch 8, and the other end of the fourth branch 8 is connected between the radiator 101 and the first water pump unit 102. Through the setting of the second three-way valve 106 and the fourth branch 8, a flow path for the coolant can be provided, which makes it easy to adjust the flow direction of the coolant according to the usage requirements, helps to improve the utilization rate of the coolant heat, and facilitates the design and implementation.

[0062] It is worth mentioning that the coolant used in this embodiment is cooling water. The first water pump unit 102 in this embodiment may include two circulating water pumps, or the number of circulating water pumps may be one, three, or four, depending on the power of the circulating water pumps and the circulation requirements of the coolant. The first three-way valve 105 in this embodiment may be an electromagnetic three-way valve, which facilitates the electrical control of the three-way valve. In addition, the electronic control module cooling unit 103 in this embodiment includes branches flowing through the five-in-one module, the single electronic control module, and the DC-DC module. The motor cooling unit 104 in this embodiment includes two branches flowing through the front motor and the rear motor. After the coolant flows through the electronic control module cooling unit 103 and the motor cooling unit 104, it flows to the first three-way valve 105.

[0063] To further extend the service life of motor cooling circuit 1, such as... Figure 1 As shown in the figure, in this embodiment, a first filter 9 and a first expansion tank 10 are provided between the radiator 101 and the first water pump unit 102 in the motor cooling circuit 1 of the electric engineering vehicle thermal management system. The first filter 9 is connected in series between the radiator 101 and the first water pump unit 102, and the first expansion tank 10 is connected in parallel between the radiator 101 and the first water pump unit 102. The arrangement of the first filter 9 and the first expansion tank 10 helps to improve the cleanliness of the coolant and facilitates water vapor separation. The structure is simple and easy to design and implement.

[0064] In addition, to better simplify the composition of the thermal management system for electric engineering vehicles, such as Figure 1As shown in the figure, the air conditioning refrigeration circuit 2 in this embodiment includes a condenser 201, an evaporator 202, and a compressor 203 connected in sequence. The refrigerant passage of the heat exchanger 301 is connected to the air conditioning refrigeration circuit 2 through a fifth branch 11. One end of the fifth branch 11 is connected between the condenser 201 and the evaporator 202, and the other end of the fifth branch 11 is connected between the evaporator 202 and the compressor 203. After being compressed by the compressor 203, the refrigerant flows to the condenser 201, and after flowing through the condenser 201, it flows to the heat exchanger 301 and the evaporator 202 respectively. This allows the air conditioning refrigeration circuit 2 to be connected to the heat exchanger 301 through the fifth branch 11, which is beneficial for making full use of the refrigerant in the air conditioning refrigeration circuit 2 to regulate the temperature of the coolant flowing to the battery. The structure is simple, and the air conditioning refrigeration circuit 2 and the heat exchanger 301 share the same set of condenser 201, evaporator 202, and compressor 203, which is convenient for reducing the need to arrange additional condensers 201, evaporators 202, and compressors 203, and is conducive to design and implementation.

[0065] Specifically, in order to better control the opening and closing of the fifth branch road 11, such as Figure 1 As shown in the figure, an electronic expansion valve 1101 is connected in series on the fifth branch 11 in this embodiment before the liquid inlet end of the heat exchanger 301. The electronic expansion valve 1101 facilitates the control of whether the refrigerant flows into the heat exchanger 301 according to the cooling demand.

[0066] To better improve heat exchange efficiency, such as Figure 1 As shown in the figure, the evaporator 202 of the air conditioning refrigeration circuit 2 in this embodiment is provided with a warm air core 204 on one side and a second fan assembly 12 on the other side. The warm air core 204 in this embodiment is also the wind-heat driven PTC core (APTC core) in the prior art. Through the cooperation of the warm air core 204 and the second fan assembly 12, it can generate heat efficiently and quickly, and the structure is simple and easy to design and implement.

[0067] Based on this, in order to better improve the service life of the air conditioning refrigeration circuit 2, a pressure switch 205 is provided before the liquid inlet of the condenser 201 and the compressor 203 of the air conditioning refrigeration circuit 2 of the thermal management system of electric engineering vehicles in this embodiment. The setting of the pressure switch 205 helps to protect the condenser 201 and the compressor 203. The structure is simple and easy to design and implement.

[0068] In addition, the battery cooling circuit 3 in this embodiment is used to regulate the temperature of the battery pack, such as... Figure 1As shown in the figure, the battery cooling circuit 3 in this embodiment includes a third three-way valve 302, a heat exchanger 301, and a battery pack 303 connected in sequence. The first valve port of the third three-way valve 302 is connected to the first branch 4, the second valve port of the third three-way valve 302 is connected to the heat exchanger 301, and the third valve port of the third three-way valve 302 is connected to the battery pack 303. The coolant flows from the first branch 4 to the heat exchanger 301, from the heat exchanger 301 to the battery pack 303, and from the battery pack 303 to the second branch 5. The setting of the third three-way valve 302 facilitates the introduction of the coolant diverted from the motor cooling circuit 1 into the battery cooling circuit 3. It also has a simple structure and is easy to control the on / off state of the motor cooling circuit 1 and the battery cooling circuit 3 through the third three-way valve 302, which is beneficial for design and implementation.

[0069] To improve the performance of the battery cooling circuit 3 in this embodiment, a second filter 13, a temperature sensor 14, and a second water pump unit 304 are provided between the third three-way valve 302 and the heat exchanger 301 in the battery cooling circuit 3. A second expansion tank 15 is connected in parallel between the second filter 13 and the second water pump unit 304. The second filter 13 helps to maintain the cleanliness of the coolant in the battery cooling circuit 3. The temperature sensor 13 helps to detect the temperature of the liquid flowing to the battery. The second water pump unit 304 helps to improve the coolant circulation effect of the battery cooling circuit 3, which is beneficial to the design and implementation.

[0070] Specifically, in this embodiment, the second water pump unit 304 has one water pump. Of course, the number of water pumps in the second water pump unit 304 can also be two, three or four, depending on the power of the water pump and the circulation requirements of the battery circulation system.

[0071] The thermal management system for electric engineering vehicles in this embodiment has different operating modes corresponding to different usage conditions of the electric engineering vehicle battery. For example, it may include a low-temperature driving battery heating mode, a low-temperature driving battery cooling mode, a low-temperature charging battery heating mode, a low-temperature charging battery cooling mode, and a high-temperature battery cooling mode.

[0072] Specifically, in combination Figure 2 As shown, in the low-temperature driving battery heating mode of this embodiment, the coolant flows out of the heat exchanger and flows to the first water pump unit 102, and then flows through the electronic control module cooling unit 103 and the motor cooling unit 104 in sequence. After passing through the first branch 4 via the first three-way valve 105, it flows to the third three-way valve 302 of the battery cooling circuit 3. After flowing into the battery cooling circuit 3 from the third three-way valve 302, it flows to the battery and heats the battery. Then, it flows from the second branch 5 to the second three-way valve 106, and from the second three-way valve 106 to the heat exchanger, where it exchanges heat with the condenser 201.

[0073] It should be noted that the outlet water temperature of the first water pump unit 102 can be increased by adjusting the speed of the first fan assembly 6 to reduce the speed.

[0074] In the low-temperature driving battery heating mode, the refrigerant flows out from the compressor 203, flows through the condenser 201 and the evaporator 202 and then flows back to the compressor 203. At this time, the electronic expansion valve 1101 controls the fifth branch 11 to disconnect, so that the refrigerant does not flow through the heat exchanger 301.

[0075] Combination Figure 3 As shown, in the low-temperature driving battery cooling mode of this embodiment, the coolant flows out of the radiator 101, passes through the first water pump unit 102, and is then split. One part continues to flow through the electronic control module cooling unit 103 and the motor cooling unit 104, then flows through the first three-way valve 105 to the second three-way valve 106, and then flows back to the radiator 101. The other part flows from the third branch 7 to the battery cooling circuit 3, cools the battery pack, then flows through the second branch 5 to the second three-way valve 106, and then flows back to the radiator 101.

[0076] It should be noted that the outlet water temperature of the first water pump unit 102 can be reduced by adjusting the rotation speed of the first fan assembly 6.

[0077] In the low-temperature driving battery cooling mode, the refrigerant flows in the same direction as in the low-temperature driving battery heating mode. At this time, the electronic expansion valve 1101 is disconnected, and the refrigerant still does not flow through the heat exchanger 301.

[0078] Combination Figure 4 As shown, in the low-temperature rechargeable battery heating mode of this embodiment, after the coolant flows out from the first water pump unit 102, it flows through the electronic control module cooling unit 103 and the motor cooling unit 104. At this time, the motor can be stalled to heat the coolant in the motor cooling unit 104. After the coolant is heated, it flows to the battery cooling circuit 3 through the first branch 4 to heat the battery. After heating the battery, it flows back to the first water pump unit 102 through the second branch 5 and the fourth branch 8, and the battery is circulated and heated by the first water pump unit 102.

[0079] In the low-temperature charging battery heating mode, the refrigerant flows in the same direction as in the low-temperature driving battery heating mode. At this time, the electronic expansion valve 1101 is disconnected, and the refrigerant still does not flow through the heat exchanger 301.

[0080] Combination Figure 5As shown, in the low-temperature rechargeable battery cooling mode of this embodiment, after the coolant flows out of the radiator 101, it flows to the first water pump unit 102. After flowing through the first water pump unit 102, it is split. One part flows through the electronic control module cooling unit 103 and the motor cooling unit 104 in sequence and then flows to the battery cooling circuit 3. The other part flows to the battery cooling circuit 3 from the third branch 7. After cooling the battery, both parts flow back to the radiator 101 through the second branch 5.

[0081] In the low-temperature charging battery heating mode, the refrigerant flows in the same direction as in the low-temperature driving battery heating mode. At this time, the electronic expansion valve 1101 is disconnected, and the refrigerant still does not flow through the heat exchanger 301.

[0082] Combination Figure 6 As shown, in the high-temperature battery cooling mode of this embodiment, the coolant in the motor cooling circuit 1 and the battery cooling circuit 3 circulates independently without being connected to each other. At this time, the electronic expansion valve 1101 is connected, and the refrigerant flows into the heat exchanger 301 to reduce the temperature of the coolant in the battery cooling circuit 3, thereby completing the high-temperature battery cooling.

[0083] The electric engineering vehicle thermal management system in this embodiment connects the battery cooling circuit and the battery cooling circuit 3. The coolant from the battery cooling circuit is introduced into the battery cooling circuit 3 to heat the battery. It can also actively increase the heat of the motor by blocking the generator, so that the coolant cooling the motor has higher heat, which is beneficial for heating the battery in low-temperature conditions. This helps to improve the battery's operating temperature in low-temperature environments and keeps the battery's operating temperature within a suitable range. Furthermore, it makes full use of the redundant heat in the motor cooling circuit 1, which is beneficial for improving the overall heat utilization rate of the vehicle.

[0084] Example 2

[0085] This embodiment relates to an electric engineering vehicle, which is equipped with the electric engineering vehicle thermal management system described in Embodiment 1.

[0086] In this embodiment, the electric engineering vehicle, through the setting of the electric engineering vehicle thermal management system in Embodiment 1, can actively increase the heat of the motor by blocking the generator to increase the heat of the coolant cooling the motor, which is beneficial for coping with the heating of the battery in low-temperature conditions. This helps to improve the battery's operating temperature in low-temperature environments, and keeps the battery's operating temperature within a suitable range. Furthermore, it makes full use of the redundant heat in the motor cooling circuit, which is beneficial for improving the overall heat utilization rate of the vehicle.

[0087] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A thermal management system for electric engineering vehicles, characterized in that: It includes a motor cooling circuit (1), an air conditioning cooling circuit (2), and a battery cooling circuit (3). The motor cooling circuit (1) is equipped with a radiator (101), the air conditioning cooling circuit (2) is equipped with a condenser (201) and an evaporator (202), and the battery cooling circuit (3) is equipped with a heat exchanger (301). A first branch (4) is connected between the motor cooling circuit (1) and the battery cooling circuit (3), and a second branch (5) is connected between the motor cooling circuit (1) and the battery cooling circuit (3). The condenser (201) is located on one side of the radiator (101), and a first fan assembly (6) is provided on one side of the radiator (101). The coolant in the motor cooling circuit (1) after cooling the motor can enter the battery cooling circuit (3) through the first branch (4) to heat the battery pack (303), and the coolant after heating the battery pack (303) can enter the radiator (101) through the second branch (5).

2. The thermal management system for electric engineering vehicles according to claim 1, characterized in that: The motor cooling circuit (1) includes the radiator (101), the first water pump unit (102), the electronic control module cooling unit (103), the motor cooling unit (104), and the first three-way valve (105) connected in sequence. The first port of the first three-way valve (105) is connected to the motor cooling unit (104), the second port of the first three-way valve (105) is connected to the radiator (101), and the third port of the first three-way valve (105) is connected to the first branch (4).

3. The thermal management system for electric engineering vehicles according to claim 2, characterized in that: A third branch (7) is connected between the motor cooling circuit (1) and the battery cooling circuit (3). One end of the third branch (7) is connected between the first water pump unit (102) and the electronic control module cooling unit (103), and the other end of the third branch (7) is connected to the battery cooling circuit (3), and a second control valve (701) is connected in series on the third branch (7).

4. The thermal management system for electric engineering vehicles according to claim 2, characterized in that: The motor cooling circuit (1) is equipped with a second three-way valve (106) and a fourth branch (8). The first valve port of the second three-way valve (106) is connected to the second valve port of the first three-way valve (105), the second valve port of the second three-way valve (106) is connected to the radiator (101), the third valve port of the second three-way valve (106) is connected to one end of the fourth branch (8), and the other end of the fourth branch (8) is connected between the radiator (101) and the first water pump unit (102).

5. The thermal management system for electric engineering vehicles according to claim 4, characterized in that: The motor cooling circuit is equipped with a first filter (9) and a first expansion tank (10). The first filter (9) is connected in series between the radiator (101) and the first water pump unit (102), and the first expansion tank (10) is connected in parallel between the radiator (101) and the first water pump unit (102).

6. The thermal management system for electric engineering vehicles according to claim 1, characterized in that: The air conditioning refrigeration circuit (2) includes the condenser (201), the evaporator (202) and the compressor (203) connected in sequence. The refrigerant passage of the heat exchanger (301) is connected to the air conditioning refrigeration circuit (2) through the fifth branch (11). One end of the fifth branch (11) is connected between the condenser (201) and the evaporator (202), and the other end of the fifth branch (11) is connected between the evaporator (202) and the compressor (203). An electronic expansion valve (1101) is connected in series on the fifth branch (11).

7. The thermal management system for electric engineering vehicles according to claim 6, characterized in that: A warm air core (204) is provided on one side of the evaporator (202), and a second fan assembly (12) is provided on one side of the warm air core (204).

8. The thermal management system for electric engineering vehicles according to any one of claims 1-7, characterized in that: The battery cooling circuit (3) includes a third three-way valve (302), the heat exchanger (301), and the battery pack (303) connected in sequence. The first port of the third three-way valve (302) is connected to the first branch (4), the second port of the third three-way valve (302) is connected to the heat exchanger (301), and the third port of the third three-way valve (302) is connected to the battery pack (303).

9. The thermal management system for electric engineering vehicles according to claim 8, characterized in that: A second filter (13), a temperature sensor (14), and a second water pump unit (304) are provided between the third three-way valve (302) and the heat exchanger (301). A second expansion tank (15) is connected in parallel between the second filter (13) and the second water pump unit (304).

10. An electric engineering vehicle, characterized in that: The electric engineering vehicle is equipped with an electric engineering vehicle thermal management system as described in any one of claims 1 to 9.

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