CN216545648U - Thermal management system and engineering machinery - Google Patents

Abstract

The utility model provides a thermal management system and engineering machinery, which belong to the technical field of engineering machinery and comprise the following components: water source heating return circuit, warm braw core heating return circuit and battery heating return circuit, the water source heating return circuit the warm braw core heating return circuit with all be suitable for the antifreeze of the electrically driven subassembly that circulates in the battery heating return circuit, the water source heating return circuit and/or warm braw core heating return circuit is suitable for the carriage heat supply to engineering machine tool, battery heating return circuit is suitable for heating the power battery, the water source heating return circuit the warm braw core heating return circuit with battery heating return circuit has the mode of separately opening respectively, still has the mode of combination opening. According to the thermal management system provided by the utility model, heat of the antifreeze solution of the electric drive assembly is utilized to provide heat for the carriage and/or the power battery, waste heat generated by the electric drive assembly is fully utilized, and energy is saved.

Description

Thermal management system and engineering machinery

Technical Field

The utility model relates to the technical field of engineering machinery, in particular to a thermal management system and engineering machinery.

Background

With the continuous development of new energy technology, the engineering machinery field accelerates the pace of researching and developing electric engineering machinery. With the development of electric engineering machines, the problems faced by the electric engineering machines are gradually highlighted. Heating energy consumption is higher in winter, spontaneous combustion and charging and discharging efficiency are reduced due to overhigh temperature of the power battery in summer, battery failure and charging and discharging efficiency are reduced due to overlow temperature of the power battery in winter, and the like. Therefore, the overall thermal management and energy saving of the electric engineering machinery are more and more important. In the prior art, heating and battery heating of engineering machinery respectively adopt independent heating systems for heating, so that waste heat generated by electric control of a motor and the like is not fully utilized, and energy waste is caused.

SUMMERY OF THE UTILITY MODEL

Therefore, the technical problem to be solved by the utility model is to overcome the defect that the waste heat generated by electric control of the motor is not utilized by the heat management system in the prior art, so that energy is wasted, thereby providing the heat management system and the engineering machinery.

In order to solve the above problem, the present invention provides a thermal management system comprising: water source heating return circuit, warm braw core heating return circuit and battery heating return circuit, the water source heating return circuit the warm braw core heating return circuit with all be suitable for the antifreeze of the electrically driven subassembly that circulates in the battery heating return circuit, the water source heating return circuit and/or warm braw core heating return circuit is suitable for the carriage heat supply to engineering machine tool, battery heating return circuit is suitable for heating the power battery, the water source heating return circuit the warm braw core heating return circuit with battery heating return circuit has the mode of separately opening respectively, still has the mode of combination opening.

Optionally, the battery heating circuit comprises a direct heating circuit in which the electrically driven assembly is adapted to circulate anti-icing fluid directly to the power cell and an indirect heating circuit in which the electrically driven assembly is adapted to flow anti-icing fluid through a heat exchange structure by which the power cell is heated.

Optionally, the direct heating circuit comprises the electric drive assembly and a first switch valve which are connected in sequence, the direct heating circuit flows through the power battery, and the on/off of the antifreeze liquid in the direct heating circuit can be controlled by opening or closing the first switch valve.

Optionally, the first switch valve includes a first valve and a second valve, the second valve is disposed at the downstream of the first valve, the second valve is a three-way valve, the second valve includes a first branch and a second branch, the electric driving assembly sequentially communicates the first valve and the first branch to form the direct heating loop, and the electric driving assembly sequentially communicates the first valve, the second branch and the heat exchange structure to form the indirect heating loop.

Optionally, the water source heating loop comprises the electric drive assembly, a second switch valve and a water source heating structure which are sequentially communicated, and the on-off of the antifreeze liquid in the water source heating loop can be controlled by the on-off of the second switch valve.

Optionally, the second ooff valve includes third valve and fourth valve, the fourth valve set up in the low reaches of third valve, the fourth valve is the three-way valve, the fourth valve includes third branch road and fourth branch road, the subassembly of driving electricity the third valve the third branch road with water source heating structure communicates in proper order and forms water source heating return circuit, the subassembly of driving electricity the third valve the fourth branch road and warm braw core communicate in proper order and form warm braw core heating return circuit.

Optionally, the thermal management system further includes a heat dissipation loop, and the antifreeze is adapted to flow through the heat dissipation loop to dissipate heat.

Optionally, the heat dissipation loop includes the electricity that connects gradually and drives subassembly, fifth valve and radiator, the warm braw core passes through the radiator with it drives the subassembly to drive to be connected, heat transfer structure pass through the radiator with it drives the subassembly to drive to be connected.

Optionally, the thermal management system further comprises a refrigeration circuit adapted to refrigerate the cabin of the work machine and/or the power battery.

The utility model also provides engineering machinery comprising the thermal management system.

The utility model has the following advantages:

1. according to the thermal management system provided by the utility model, the water source heating loop and/or the warm air core heating loop are used for supplying heat to the carriage of the engineering machinery, the battery heating loop is used for heating the power battery, and the antifreeze of the electric drive assembly can flow through the water source heating loop, the warm air core heating loop and the battery heating loop, so that the heat of the antifreeze of the electric drive assembly can be used for supplying heat to the carriage and/or the power battery, the waste heat generated by the electric drive assembly is fully utilized, and the energy is further saved.

2. According to the thermal management system provided by the utility model, because the antifreeze cannot be directly used for heating the power battery when the temperature of the antifreeze is too high, the battery heating loop is set to be a direct heating loop and an indirect heating loop, when the temperature of the antifreeze is proper, the antifreeze flows through the direct heating loop to heat the power battery, when the temperature of the antifreeze is too high, the antifreeze flows through the heat exchange structure to dissipate heat so as to reduce the temperature and then heats the power battery, and under the condition that the power battery is not damaged, the heat generated by the electric drive assembly is more fully utilized.

3. According to the thermal management system provided by the utility model, the antifreeze liquid flowing out of the electric drive assembly is branched by using the three-way valve so as to selectively control the antifreeze liquid flowing through the direct heating loop or the indirect heating loop, and the pipeline structure is simpler.

4. According to the thermal management system provided by the utility model, the antifreeze flowing out of the electric drive assembly is branched by using the three-way valve so as to selectively control the antifreeze flowing through the water source heating loop and/or the warm air core heating loop, and the pipeline structure is simpler.

5. According to the heat management system provided by the utility model, the redundant heat of the anti-freezing solution is dissipated by arranging the heat dissipation loop, so that the anti-freezing solution in the heat management system is prevented from being overheated, and the safe operation of each component in the heat management system is ensured.

6. According to the heat management system provided by the utility model, the antifreeze can be directly radiated by using the radiator, and the antifreeze flowing out of the warm air core and the antifreeze flowing out of the heat exchange structure can also be radiated, so that the antifreeze can be further prevented from being overheated.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.

FIG. 1 is a schematic diagram illustrating the overall architecture of a thermal management system provided by an embodiment of the present invention;

FIG. 2 is a schematic diagram of a heating system of a water heating circuit according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of a heating loop of a heater core according to an embodiment of the present invention;

FIG. 4 is a schematic diagram of a water heating circuit and a warm air core heating circuit for supplying heat together according to an embodiment of the present invention;

FIG. 5 is a schematic diagram of a direct heating circuit according to an embodiment of the present invention;

FIG. 6 is a schematic diagram illustrating an indirect heating circuit according to an embodiment of the present invention;

FIG. 7 is a schematic diagram showing the direct heating circuit, the water heating circuit, and the heater core heating circuit all open according to an embodiment of the present invention;

FIG. 8 is a schematic diagram of an indirect heating circuit, a water heating circuit, and a heater core heating circuit all open according to an embodiment of the present invention;

fig. 9 is a schematic structural view illustrating the heating of the air PTC according to the embodiment of the present invention;

FIG. 10 is a schematic diagram illustrating a water source circuit according to an embodiment of the present invention;

fig. 11 shows a schematic structural view of a first implementation of the refrigeration circuit provided by an embodiment of the present invention;

FIG. 12 is an enlarged view taken at A in FIG. 1;

FIG. 13 is an enlarged view at B of FIG. 1;

FIG. 14 is an enlarged view at C of FIG. 1;

FIG. 15 is an enlarged view taken at D in FIG. 1;

fig. 16 shows a schematic structural view of a second implementation of the refrigeration circuit provided by the example of the utility model;

FIG. 17 illustrates a control flow diagram for a thermal management system provided by an embodiment of the present invention.

Description of reference numerals:

100. a water source heating loop; 110. a water source heating structure; 120. a third valve; 130. a fourth valve; 131. a third branch; 132. a fourth branch; 200. a warm air core heating loop; 210. a warm air core body; 300. a battery heating circuit; 310. a direct heating loop; 311. a first valve; 312. a second valve; 3121. a first branch; 3122. a second branch circuit; 320. an indirect heating loop; 321. a heat exchange structure; 330. a sixth valve; 331. a fifth branch; 332. a sixth branch; 400. an electric drive assembly; 410. a seventh valve; 411. a seventh branch; 412. an eighth branch; 413. a ninth branch; 420. a first temperature sensor; 500. a power battery; 600. a heat dissipation loop; 610. a fifth valve; 620. a heat sink; 630. an eighth valve; 640. a ninth valve; 700. a refrigeration circuit; 710. a car refrigeration circuit; 711. a compressor; 712. a condenser; 713. a first expansion valve; 714. an evaporator; 720. a battery refrigeration circuit; 721. a second expansion valve; 800. a water source loop; 810. a water pump; 820. an expansion tank; 830. a second temperature sensor; 840. a third temperature sensor; 850. PTC of water; 900. air PTC.

Detailed Description

The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In addition, the technical features involved in the different embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

One embodiment of a thermal management system as shown in fig. 1-17, comprising: the system comprises a water source heating loop 100, a warm air core heating loop 200 and a battery heating loop 300, wherein the water source heating loop 100 and/or the warm air core heating loop 200 can supply heat to a carriage of the engineering machinery, and the battery heating loop 300 can heat the power battery 500. The antifreeze of the electric drive assembly 400 can flow into the water source heating circuit 100, the warm air core heating circuit 200 and the battery heating circuit 300, so that the heat of the antifreeze of the electric drive assembly 400 can be utilized to provide heat for the carriage and/or the power battery 500, the waste heat generated by the electric drive assembly 400 is fully utilized, and the energy is saved.

The water source heating circuit 100, the heater core heating circuit 200, and the battery heating circuit 300 have operation modes that are individually turned on, and also have operation modes that are turned on in combination. Specifically, as shown in fig. 2, when there is a demand for useful heat in the vehicle cabin and the power battery 500 does not have the demand for useful heat, the water source heating circuit 100 is used alone to heat; as shown in fig. 3, when there is a demand for useful heat in the vehicle cabin and the power battery 500 does not have the demand for useful heat, the warm air core heating loop 200 is used alone to perform heating; as shown in fig. 4, when there is a demand for useful heat in the vehicle cabin and the power battery 500 does not have the demand for useful heat, the water source heating circuit 100 and the warm air core heating circuit 200 are used for heating at the same time; as shown in fig. 5 and 6, when there is no heat demand in the vehicle cabin and the power battery 500 has a useful heat demand, the battery heating circuit 300 is used to heat the power battery 500; as shown in fig. 7 and 8, when there is a demand for useful heat in the vehicle cabin and the power battery 500 also has a demand for useful heat, the power battery 500 is heated by the battery heating circuit 300, and heating is performed by the water source heating circuit 100, heating is performed by the hot air core heating circuit 200, or heating is performed by both the water source heating circuit 100 and the hot air core heating circuit 200.

In the present embodiment, as shown in fig. 1, 5 and 6, the battery heating circuit 300 includes a direct heating circuit 310 and an indirect heating circuit 320, wherein the antifreeze of the electric drive assembly 400 directly flows to the power battery 500 in the direct heating circuit 310, and the antifreeze of the electric drive assembly 400 flows through the heat exchange structure 321 in the indirect heating circuit 320, so as to heat the power battery 500 through the heat exchange structure 321.

Because the antifreeze cannot be directly used to heat the power battery 500 when the temperature of the antifreeze is too high, the battery heating circuit 300 is provided as the direct heating circuit 310 and the indirect heating circuit 320, when the temperature of the antifreeze is proper, the antifreeze flows through the direct heating circuit 310 to heat the power battery 500, when the temperature of the antifreeze is too high, the antifreeze flows through the heat exchange structure 321 to dissipate heat to reduce the temperature and then heats the power battery 500, and the heat generated by the electric drive assembly 400 is more fully utilized under the condition that the power battery 500 is not damaged.

As shown in fig. 1 and 5, the direct heating circuit 310 includes an electric drive assembly 400 and a first switch valve connected in sequence, the direct heating circuit 310 flows through the power battery 500, and the antifreeze solution can be controlled to be switched on and off in the direct heating circuit 310 by opening or closing the first switch valve. Specifically, referring to fig. 5 and 12, the first switch valve includes a first valve 311 and a second valve 312, the second valve 312 is disposed downstream of the first valve 311, the second valve 312 is a three-way valve, and the second valve 312 includes a first branch 3121 and a second branch 3122. The electric drive assembly 400, the first valve 311, and the first branch 3121 are sequentially connected to form the direct heating circuit 310, and the electric drive assembly 400, the first valve 311, the second branch 3122, and the heat exchange structure 321 are sequentially connected to form the indirect heating circuit 320.

The antifreeze solution flowing out of the electric drive assembly 400 is branched by the three-way valve so as to selectively control the antifreeze solution flowing through the direct heating circuit 310 or the indirect heating circuit 320, and the pipeline structure is simpler.

Of course, a switch valve may be respectively disposed on the direct heating circuit 310 and the indirect heating circuit 320, and the direct heating or the indirect heating of the power battery 500 may be selected by opening and closing the two switch valves respectively.

It is noted that the direct heating circuit 310 and the indirect heating circuit 320 may be two separate circuits, and the antifreeze solution of the electric drive assembly 400 may pass through the direct heating circuit 310 or the indirect heating circuit 320, respectively, to heat the power battery 500.

In this embodiment, the heat exchanging structure 321 is a double-effect plate heat exchanger.

In this embodiment, as shown in fig. 1 and fig. 6, the power battery 500, the water pump 810 and the heat exchanging structure 321 are connected to form a water source loop 800, the water pump 810 is connected to the expansion water tank 820, and the water source can circulate in the heat exchanging structure 321 and the power battery 500 by using the water pump 810 and the expansion water tank 820. When the power battery 500 is indirectly heated, the antifreeze in the indirect heating loop 320 transfers heat to the water source loop 800 through the heat exchange structure 321, and the water source flows through the power battery 500 to heat the battery.

In this embodiment, as shown in fig. 1, the battery heating circuit 300 further includes a sixth valve 330, the sixth valve 330 is disposed downstream of the second valve 312 and the heat exchange structure 321, the sixth valve 330 is a three-way valve, the sixth valve 330 includes a fifth branch 331 and a sixth branch 332, the fifth branch 331 is connected to the first branch 3121, the sixth branch 332 is connected to the heat exchange structure 321, and the antifreeze solution flowing through the first branch 3121 or the water source flowing through the heat exchange structure 321 flows to the power battery 500 through the fifth branch 331 and the sixth branch 332, respectively.

As shown in fig. 1 and 2, the water source heating circuit 100 includes an electric drive assembly 400, a second switch valve and the water source heating structure 110, which are connected in sequence, and the antifreeze solution can be controlled to be switched on or off in the water source heating circuit 100 by opening or closing the second switch valve. Specifically, the second switching valve includes a third valve 120 and a fourth valve 130, the fourth valve 130 is disposed downstream of the third valve 120, the fourth valve 130 is a three-way valve, and the fourth valve 130 includes a third branch 131 and a fourth branch 132. The electric drive assembly 400, the third valve 120, the third branch 131 and the water source heating structure 110 are sequentially communicated to form a water source heating loop 100; the electric drive assembly 400, the third valve 120, the fourth branch 132 and the heater core 210 are sequentially communicated to form the heater core heating loop 200.

The antifreeze solution flowing out of the electric drive assembly 400 is branched by the three-way valve so as to selectively control the antifreeze solution flowing through the water source heating circuit 100 and/or the warm air core heating circuit 200, and the pipeline structure is simpler.

Of course, a switch valve may be provided on each of the water source heating circuit 100 and the heater core heating circuit 200, and the two switch valves may be opened and closed to select different heating modes for the vehicle compartment.

It should be noted that the hydronic circuit 100 and the heater core heating circuit 200 may be two separate circuits, and the antifreeze solution of the electric drive assembly 400 may be passed through the hydronic circuit 100 and/or the heater core heating circuit 200, respectively, to heat the passenger compartment.

In this embodiment, the water heating structure 110 is a floor heating structure disposed at the bottom of the cabin. Of course, the water source heating structure 110 may be another structure capable of performing heat radiation heating, such as a duct structure, and may be provided at the floor of the vehicle compartment or at the side wall of the vehicle body.

As shown in fig. 1, the thermal management system further includes a heat dissipation circuit 600, and the antifreeze can flow through the heat dissipation circuit 600 to dissipate heat. By arranging the heat dissipation loop 600 to dissipate redundant heat of the anti-freezing solution, the anti-freezing solution in the heat management system is prevented from being overheated, and safe operation of all parts in the heat management system is guaranteed.

Specifically, in the present embodiment, as shown in fig. 1 and fig. 3, the heat dissipation circuit 600 includes an electric drive assembly 400, a fifth valve 610, and a heat sink 620, which are connected in sequence, and the warm air core 210 is connected to the electric drive assembly 400 through the heat sink 620, and the heat exchange structure 321 is communicated with the electric drive assembly 400 through the heat sink 620, so that the antifreeze can be directly dissipated by the heat sink 620, and the antifreeze flowing out from the warm air core 210 and the antifreeze flowing out from the heat exchange structure 321 can also be dissipated, so as to further ensure that the antifreeze does not overheat.

In this embodiment, as shown in fig. 1, the thermal management system further includes a seventh valve 410, the seventh valve 410 is disposed downstream of the electric drive assembly 400 and adjacent to the electric drive assembly 400, the seventh valve 410 is a four-way valve, the seventh valve 410 includes a seventh branch 411, an eighth branch 412 and a ninth branch 413, the seventh branch 411 is communicated with the third valve 120, the eighth branch 412 is communicated with the first valve 311, and the ninth branch 413 is communicated with the fifth valve 610. Thus, by providing the seventh valve 410, the antifreeze fluid of the electric drive assembly 400 can be circulated in three paths toward the head unit heating circuit 100 and/or the warm air core heating circuit 200, the battery heating circuit 300, and the heat rejection circuit 600, respectively.

In this embodiment, as shown in fig. 1, the thermal management system further includes an eighth valve 630, the eighth valve 630 is disposed at the upstream of the radiator 620 and disposed close to the radiator 620, the eighth valve 630 is a four-way valve, and three branches of the eighth valve 630 are respectively connected to the fifth valve 610, the warm air core 210 and the heat exchange structure 321, so that the antifreeze solution in the heat dissipation circuit 600, the warm air core heating circuit 200 and the indirect heating circuit 320 can be gathered by the eighth valve 630 and then flows to the radiator 620.

In this embodiment, as shown in fig. 1, a ninth valve 640 is disposed between the radiator 620 and the electric drive assembly 400, the ninth valve 640 is a four-way valve, three branches of the ninth valve 640 are respectively connected to the radiator 620, the power battery 500 and the water source heating structure 110, and the antifreeze solution flowing through the radiator 620, the power battery 500 and the water source heating structure 110 is collected by the ninth valve 640 and then flows to the electric drive assembly 400.

In this embodiment, the first valve 311, the third valve 120, and the fifth valve 610 are all electronic cut-off valves, and the second valve 312, the fourth valve 130, and the sixth valve 330 are all electronic three-way valves, and it should be noted that all three branches of the electronic three-way valves can be opened or closed individually.

As shown in fig. 1, a first temperature sensor 420 is disposed between the electric drive assembly 400 and the seventh valve 410, a second temperature sensor 830 is disposed upstream of the power cell 500, and a third temperature sensor 840 is disposed downstream of the power cell 500. The first temperature sensor 420 is electrically connected to the first valve 311, the third valve 120, the fourth valve 130, and the fifth valve 610, respectively, and the second temperature sensor 830 is electrically connected to the second valve 312 and the sixth valve 330, respectively. The first temperature sensor 420 is used for detecting the temperature of the antifreeze solution flowing out of the electric drive assembly 400, the second temperature sensor 830 is used for detecting the temperature of the antifreeze solution flowing into the power battery 500, and the third temperature sensor 840 is used for detecting the temperature of the antifreeze solution flowing out of the power battery 500.

When the temperature of the antifreeze solution of the electric drive assembly 400 is detected to be low by the first temperature sensor 420 but reaches the first threshold when the vehicle needs heat, as shown in fig. 2, the third valve 120 and the third branch 131 are opened, the antifreeze solution flows through the water source heating circuit 100, and the vehicle naturally radiates heat to the vehicle using a floor heating mode to achieve the heating purpose, so that the problem that the antifreeze solution with low temperature cannot effectively heat the warm air core 210, so that the members feel cold air is solved, and the heat utilization of the antifreeze solution of the electric drive assembly 400 with lower temperature can be realized without using a heat pump air conditioner.

When there is a demand for heat in the cabin, if the first temperature sensor 420 detects that the temperature of the antifreeze solution in the electric drive assembly 400 reaches the second threshold value, as shown in fig. 3, the third valve 120 and the fourth branch 132 are opened, and the antifreeze solution flows through the warm air core heating circuit 200 to rapidly dissipate heat to the cabin by means of forced convection.

When the power battery 500 has a heat demand, if the first temperature sensor 420 detects that the temperature of the antifreeze solution of the electric drive assembly 400 reaches the third threshold value and the second temperature sensor 830 detects that the temperature of the antifreeze solution is lower than the fourth threshold value, as shown in fig. 5, the first valve 311, the first branch 3121 and the fifth branch 331 are opened, and the antifreeze solution flows through the direct heating circuit 310, so that the power battery 500 can be directly heated.

When the power battery 500 has a heat demand, if the first temperature sensor 420 detects that the temperature of the antifreeze solution in the electric drive assembly 400 reaches the third threshold value and the second temperature sensor 830 detects that the temperature of the antifreeze solution is higher than the fourth threshold value, as shown in fig. 6, the first valve 311, the second branch 3122, and the sixth branch 332 are opened, and the antifreeze solution flows through the indirect heating circuit 320 and is indirectly heated for the power battery 500 by the double-effect plate heat exchanger, so that the liquid inlet temperature of the power battery 500 can be effectively maintained, the problem that the antifreeze solution cannot be utilized due to an excessively high temperature is solved, and the utilization rate of heat is increased.

When the demand of the unused heat of the compartment, the demand of the unused heat of the power battery 500, or the residual heat after the heat is used is still high, the fifth valve 610 is opened, and the antifreeze flows through the heat dissipation loop 600 for heat dissipation.

As shown in fig. 1 and 9, the thermal management system further includes an air PTC900, and when there is a heating demand in the vehicle cabin and the temperature of the antifreeze does not reach the first threshold, the air PTC900 alone can be used to heat the vehicle cabin.

As shown in fig. 1 and 10, a water PTC850 is disposed between the sixth valve 330 and the second temperature sensor 830, and when the power battery 500 has a useful heat demand and the temperature of the antifreeze does not reach the third threshold, the water PTC850 alone may be used to heat the water source in the water source circuit 800 to heat the power battery 500.

The heating requirements of the compartment and the power battery 500 are met by arranging the air PTC900 for heating and the water PTC850 for heating, and the comfort of compartment heating and the performance of the power battery 500 in the early stage of starting can be considered to the maximum extent under the condition of effectively utilizing waste heat.

It is noted that the air PTC900 heating can be combined with the hydronic heating structure 110 and the heater core 210 to be opened for heating.

As shown in fig. 1 and 11, the thermal management system further includes a refrigeration circuit 700, and when the cabin and/or the power battery 500 has a refrigeration demand, the cabin and/or the power battery 500 can be cooled by the refrigeration circuit 700. The refrigeration circuit 700 includes a cabin refrigeration circuit 710 and a battery refrigeration circuit 720, the cabin refrigeration circuit 710 includes a compressor 711, a condenser 712, a first expansion valve 713, and an evaporator 714 that are sequentially connected, and the compressor 711, the condenser 712, a second expansion valve 721, and a heat exchange structure 321 are sequentially connected to form the battery refrigeration circuit 720. The first expansion valve 713 is a thermostatic expansion valve and the second expansion valve 721 is an electronic expansion valve.

It is worth noting that as shown in fig. 16, the cabin refrigeration circuit 710 and the battery refrigeration circuit 720 may be two separate circuits.

In the present embodiment, the electric drive assembly 400 includes an electric motor, an electric controller, an all-in-one controller, etc. arranged in series or in parallel.

In this embodiment, as shown in fig. 1 and 9, the air PTC900, the heater core 210 and the evaporator 714 are arranged side by side, and a fan is further provided at one side of the air PTC900 to enhance convective heat transfer.

The present embodiment also provides an embodiment of a construction machine, which includes a cabin, a power battery 500, an electric drive assembly 400, and the thermal management system described above. The water source heating loop 100 and/or the warm air core heating loop 200 are used for supplying heat to a compartment of the engineering machinery, the battery heating loop 300 is used for heating the power battery 500, and the antifreeze of the electric drive assembly 400 can flow through the water source heating loop 100, the warm air core heating loop 200 and the battery heating loop 300, so that the heat of the antifreeze of the electric drive assembly 400 can be used for supplying heat to the compartment and/or the power battery 500, the waste heat generated by the electric drive assembly 400 is fully utilized, and the energy is further saved.

According to the above description, the present invention has the following advantages:

1. when the temperature of the antifreeze of the electric drive assembly is low (but reaches a first threshold), the carriage can be heated, and the problem of high requirement on the temperature of the antifreeze when a warm air core and a blower are used for heating is solved; when the temperature of the antifreeze solution of the electric drive assembly is higher (reaches a second threshold value), forced convection heating can be carried out by adopting a warm air core body and an air blower, so that the heat exchange efficiency is improved;

2. when the temperature of the antifreeze of the electric drive assembly is low (reaches the third threshold value but is lower than the fourth threshold value), the power battery can be directly heated, and when the temperature of the antifreeze of the electric drive assembly is high (reaches the fourth threshold value), the double-effect plate heat exchanger can be used for indirectly heating the power battery, so that the problem that the power battery cannot be used due to the fact that the temperature of the antifreeze is too high is solved, and the utilization rate is improved.

It should be understood that the above examples are only for clarity of illustration and are not intended to limit the embodiments. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. And obvious variations or modifications therefrom are within the scope of the utility model.

Claims (10)

1. A thermal management system, comprising: the anti-freezing system comprises a water source heating loop (100), a warm air core heating loop (200) and a battery heating loop (300), wherein the water source heating loop (100), the warm air core heating loop (200) and the battery heating loop (300) are internally provided with anti-freezing liquid suitable for circulating an electric drive assembly (400), the water source heating loop (100) and/or the warm air core heating loop (200) are suitable for supplying heat to a compartment of the engineering machinery, the battery heating loop (300) is suitable for heating a power battery (500), and the water source heating loop (100), the warm air core heating loop (200) and the battery heating loop (300) have working modes which are respectively and independently opened and also have working modes which are opened in a combined mode.

2. The thermal management system according to claim 1, characterized in that the battery heating circuit (300) comprises a direct heating circuit (310) and an indirect heating circuit (320), in which direct heating circuit (310) the electric drive assembly (400) is adapted to circulate anti-icing fluid directly to the power battery (500), and in which indirect heating circuit (320) the electric drive assembly (400) is adapted to circulate anti-icing fluid through a heat exchanging structure (321), by means of which heat exchanging structure (321) the power battery (500) is heated.

3. The thermal management system according to claim 2, characterized in that said direct heating circuit (310) comprises said electric drive assembly (400) and a first on-off valve connected in series, said direct heating circuit (310) flowing through said power battery (500), said antifreeze fluid being controllable to be switched on and off in said direct heating circuit (310) by opening or closing said first on-off valve.

4. The thermal management system of claim 3, wherein the first switch valve comprises a first valve (311) and a second valve (312), the second valve (312) is disposed downstream of the first valve (311), the second valve (312) is a three-way valve, the second valve (312) comprises a first branch (3121) and a second branch (3122), the electric drive assembly (400), the first valve (311), and the first branch (3121) are in sequential communication to form the direct heating loop (310), and the electric drive assembly (400), the first valve (311), the second branch (3122), and the heat exchange structure (321) are in sequential communication to form the indirect heating loop (320).

5. The thermal management system according to any of the claims 2-4, characterized in that the water source heating circuit (100) comprises the electric drive assembly (400), a second on-off valve and a water source heating structure (110) in sequential communication, and the antifreeze liquid can be switched on and off in the water source heating circuit (100) by opening or closing the second on-off valve.

6. The thermal management system of claim 5, wherein the second switch valve comprises a third valve (120) and a fourth valve (130), the fourth valve (130) is disposed downstream of the third valve (120), the fourth valve (130) is a three-way valve, the fourth valve (130) comprises a third branch (131) and a fourth branch (132), the electric drive assembly (400), the third valve (120), the third branch (131), and the water source heating structure (110) are sequentially communicated to form the water source heating circuit (100), and the electric drive assembly (400), the third valve (120), the fourth branch (132), and the heater core (210) are sequentially communicated to form the heater core heating circuit (200).

7. The thermal management system of claim 6, further comprising a heat dissipation circuit (600), said heat dissipation circuit (600) adapted to circulate said anti-icing fluid therein for heat dissipation.

8. The thermal management system of claim 7, wherein the heat dissipation circuit (600) comprises an electric drive assembly (400), a fifth valve (610) and a heat sink (620) connected in series, the warm air core (210) is connected to the electric drive assembly (400) through the heat sink (620), and the heat exchange structure (321) is connected to the electric drive assembly (400) through the heat sink (620).

9. The thermal management system according to any of claims 1-4, further comprising a refrigeration circuit (700), said refrigeration circuit (700) being adapted to refrigerate a cabin of the work machine and/or the power cell (500).

10. A working machine comprising a thermal management system according to any one of claims 1-9.

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