Electric light truck heat management unit

Abstract

The application discloses an electric light truck heat management unit, and relates to the technical field of new energy heat management, which comprises a unit frame, an electric compressor, a heat exchanger and a battery water pump arranged in the unit frame, the heat exchanger comprising an independent refrigerant side and a cooling liquid side, and a condenser and an evaporator arranged outside the unit frame; the exhaust end of the electric compressor is communicated with the air inlet end of the condenser, the air outlet end of the condenser is communicated with a three-way shunt pipe fitting; one outlet of the three-way shunt pipe fitting is communicated with the refrigerant side inlet of the heat exchanger through a first refrigerant pipeline, and the refrigerant side outlet of the heat exchanger is communicated with the air return end of the electric compressor; the other outlet of the three-way shunt pipe fitting is communicated with the air inlet end of the evaporator through a second refrigerant pipeline, and the air outlet end of the evaporator is communicated with the air return end of the electric compressor through a pipeline; the cooling liquid side of the plate heat exchanger is connected with a battery cooling circuit in series, and the battery water pump is connected in the battery cooling circuit in series. The application has the effect of reducing production cost.

Description

Technical Field

[0001] This application relates to the technical field of thermal management of new energy sources, and in particular to a thermal management unit for electric light trucks. Background Technology

[0002] Electric light trucks are a core category of new energy commercial vehicles, widely used in urban delivery, short-distance logistics, and other commercial scenarios. Their power batteries provide the power source for the entire vehicle. The battery thermal management unit is a core component of electric light trucks, used to regulate the operating temperature of the power battery and ensure stable operation within a safe temperature range. It is a key component determining the vehicle's range, battery life, and driving comfort.

[0003] The existing electric light truck thermal management unit mainly consists of a refrigeration system, a battery cooling system, and a motor heat dissipation system. The refrigeration system achieves heat exchange and cooling by driving the refrigerant circulation through a compressor, the battery cooling system removes battery heat through coolant circulation, and the motor heat dissipation system dissipates heat from the motor and electronic control system through natural air cooling. The three systems are independently deployed and operate separately, each completing the temperature control work of its corresponding component.

[0004] In practical applications, the air conditioning cooling in the passenger cabin and the power battery cooling use two independent cooling circuits, which require separate compressors and matching pipes and valves. This not only significantly increases the overall vehicle manufacturing cost and assembly difficulty, but also occupies a large amount of chassis installation space. It cannot meet the lightweight and miniaturized design requirements of electric light trucks, nor can it meet the OEM's requirements for integrated and low-cost mass production. Summary of the Invention

[0005] To address the aforementioned technical issues, this application provides an electric light truck thermal management unit.

[0006] This application provides a thermal management unit for an electric light truck, which adopts the following technical solution: An electric light truck thermal management unit includes a unit frame, an electric compressor, a heat exchanger and a battery water pump are installed inside the unit frame, the heat exchanger includes an independent refrigerant side and a coolant side, and a condenser and an evaporator are installed outside the unit frame. The discharge end of the electric compressor is connected to the inlet end of the condenser, and the outlet end of the condenser is connected to a three-way diverter. One outlet of the three-way splitter is connected to the refrigerant inlet of the heat exchanger via the first refrigerant line, and the refrigerant outlet of the heat exchanger is connected to the return gas end of the electric compressor; the other outlet of the three-way splitter is connected to the inlet of the evaporator via the second refrigerant line, and the outlet of the evaporator is connected to the return gas end of the electric compressor via a line. The coolant side of the heat exchanger is connected in series with a battery cooling circuit, and a battery water pump is connected in series with the battery cooling circuit to provide circulating coolant to the battery pack.

[0007] Optionally, the battery cooling circuit is a closed-loop pipeline structure, the inlet of the battery water pump is used to connect to the outlet of the battery pack, the coolant inlet of the heat exchanger is connected to the outlet of the battery water pump, and the coolant outlet of the heat exchanger is used to connect to the inlet of the battery pack.

[0008] Optionally, an electronic expansion valve is connected in series on the first refrigerant line, and the electronic expansion valve is located between the three-way diverter and the heat exchanger; a solenoid valve is connected in series on the second refrigerant line.

[0009] Optionally, a control module is also included. The control module is electrically connected to the electric compressor, the electronic expansion valve, and the solenoid valve. The control module is used to adjust the opening of the electronic expansion valve in the first refrigerant pipeline according to the heat exchange load on the heat exchanger side, and synchronously match the refrigerant flow rate distributed to the heat exchanger by the three-way diverter fitting.

[0010] Optionally, the control module is electrically connected to the solenoid valve and is used to control the refrigerant flow from the three-way diverter to the evaporator by switching the solenoid valve on the second refrigerant pipeline on and off, thereby realizing independent switching between the second refrigerant branch and the first refrigerant branch where the heat exchanger is located.

[0011] Optionally, the control module is used to increase the output displacement of the electric compressor according to the simultaneous conduction state of the first refrigerant pipeline and the second refrigerant pipeline, so as to adapt to the total refrigerant supply after the two-way diversion fitting.

[0012] Optionally, the control module is used to collect the coolant temperature of the battery cooling circuit, and adjust the opening of the electronic expansion valve in conjunction to change the refrigerant heat exchange of the heat exchanger, thereby regulating the coolant temperature of the battery cooling circuit in a closed loop, and the solenoid valve remains in its current on / off state during the regulation process.

[0013] Optionally, the unit frame is provided with an independent motor cooling circuit. The motor cooling circuit includes a low-temperature radiator and a motor water pump connected in series. The low-temperature radiator is closely integrated with the condenser and the two share the same windward heat dissipation surface.

[0014] Optionally, the unit frame is provided with a mounting base corresponding to the position of the battery water pump. The mounting base includes a trigger rod, a buffer plate, and a buffer component. The buffer plate is placed horizontally and slidably connected to the bottom plate of the unit frame. The buffer component is disposed between the buffer plate and the bottom plate of the unit frame to provide upward support and buffering force for the buffer plate. The trigger rod is set vertically and slides through the buffer plate, extending upward to contact the bolt hole at the bottom of the battery water pump. An unlocking component is provided between the trigger rod and the buffer plate to lock the position of the buffer plate. When the battery water pump presses down on the trigger rod, the trigger rod unlocks the buffer plate through the unlocking component to provide buffer support for the battery water pump.

[0015] In summary, this application includes at least one of the following beneficial effects: 1. By integrating an independent electric compressor, heat exchanger, and battery water pump into the unit frame, and externalizing the condenser and evaporator, the overall installation volume of the thermal management unit can be effectively reduced. A three-way diversion pipe is installed at the outlet end of the external condenser, connecting the heat exchanger and the external evaporator as two refrigerant branches respectively. The high-pressure refrigerant output by the single electric compressor is cooled by the condenser and then diverted to the battery cooling branch and the air conditioning cooling branch through the three-way diversion pipe. After independent heat exchange, the two refrigerants return to the electric compressor. This eliminates the dual-compressor, dual-circuit design in conventional units, significantly reducing the number of unit parts, lowering the overall vehicle manufacturing cost, and reducing the overall size of the unit to fit the narrow installation space of the electric light truck chassis. 2. An independent closed-loop battery cooling circuit is formed by connecting the coolant side of the heat exchanger in series. The circuit has a built-in battery water pump and power battery pack, which are isolated from the refrigerant circuit. The coolant circulates under the drive of the battery water pump to remove the heat from the power battery pack. Then, it indirectly exchanges heat with the low-temperature refrigerant in the heat exchanger to cool down. The refrigerant and coolant do not mix, realizing water-electricity isolated heat exchange, eliminating the safety hazard of high voltage leakage, ensuring stable and uniform temperature control, ensuring the safe operation of the power battery, and at the same time avoiding the impact of refrigerant circuit failure on the battery cooling system. 3. A mounting base for the battery water pump is installed on the base plate of the unit frame. When the battery water pump needs to be installed, the pump is raised above the trigger rod of the mounting base and then lowered. The bottom of the pump contacts the top of the trigger rod and is then pressed down. The top of the trigger rod corresponds to the bolt at the bottom of the pump, which can play a role in precise positioning. After the trigger rod is pressed down, the buffer plate is unlocked through the unlocking component. After unlocking, the buffer plate is released and can slide up and down slightly along the base plate of the unit frame. After the buffer is unlocked, it extends and is supported under the buffer plate, which can support and buffer the entire battery water pump, effectively reducing the harmful vibrations experienced by the battery water pump during operation and improving the stability of the battery water pump operation. Attached Figure Description

[0016] Figure 1This is a schematic diagram illustrating the overall structure of the thermal management unit as shown in the embodiments of this application; Figure 2 This is a top view schematic diagram illustrating the thermal management unit in an embodiment of this application; Figure 3 This is a schematic diagram illustrating the working principle of the thermal management unit in an embodiment of this application; Figure 4 This is a partial installation schematic diagram of the battery water pump shown in an embodiment of this application; Figure 5 This is a cross-sectional schematic diagram illustrating the mounting base in an embodiment of this application.

[0017] Explanation of reference numerals in the attached drawings: 1. Unit frame; 11. Electric compressor; 111. Compressor outlet pipe; 112. Compressor inlet pipe; 12. Heat exchanger; 13. Battery water pump; 14. Motor cooling circuit; 141. Low-temperature radiator; 142. Motor water pump; 15. Mounting base; 151. Trigger rod; 152. Buffer plate; 153. Buffer component; 154. Unlocking plate; 155. Unlocking block; 2. Condenser; 3. Evaporator; 4. Tee-type diversion fittings; 5. First refrigerant piping; 51. Electronic expansion valve; 6. Second refrigerant piping; 61. Solenoid valve; 7. Battery cooling circuit. Detailed Implementation

[0018] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0019] This application discloses a thermal management unit for an electric light truck, see reference. Figure 1 and Figure 2 The electric light truck thermal management unit includes a unit frame 1, and an electric compressor 11, a heat exchanger 12, and a battery water pump 13 installed within the unit frame 1. A condenser 2 and an evaporator 3 are also installed externally on the unit frame 1. External placement of the condenser 2 and evaporator 3 reduces internal space pressure on the unit frame 1, maximizing the volume of the thermal management unit, and facilitating future maintenance and heat dissipation. Simultaneously, the external design allows the condenser 2 and evaporator 3 to be optimally arranged according to the vehicle's airflow pattern, improving the synergy between overall vehicle thermal management efficiency and aerodynamic performance.

[0020] For example, the unit frame 1 is the load-bearing base of the whole machine. It can be preferably made of Q235B cold-rolled carbon structural steel and welded into shape. The whole is a rectangular open frame structure. The unit frame 1 includes columns, crossbars and base plate welded together. The columns and crossbars are reinforced with ribs to improve the structural rigidity and torsional performance. All components in the unit frame 1 are installed and fixed on the base plate. The components in the unit frame 1 are interconnected with each other and with the components inside and outside the unit frame 1 through pipelines.

[0021] Specifically, the electric compressor 11 within the unit frame 1 is a single unit, preferably a scroll-type high-pressure electric compressor 11. The electric compressor 11 is fixed to the compressor bracket in the unit frame 1 by four sets of bolts. A thick rubber shock-absorbing pad is installed between the bracket and the base plate of the unit frame 1 to initially isolate vibration. The electric compressor 11 provides the sole power for refrigerant circulation. After being powered on, it drives the scroll plate to compress the refrigerant, compressing the low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gaseous refrigerant, which is then delivered to the condenser 2 for heat dissipation. The single-compressor design eliminates the traditional dual-unit configuration of air conditioning compressor and battery-cooled compressor, reducing the number of core components, lowering manufacturing costs and failure rates, and significantly reducing the unit's installation space.

[0022] In some embodiments, the exhaust end of the electric compressor 11 is connected to the inlet end of the external condenser 2 of the unit through the compressor outlet pipe 111. The outlet end of the condenser 2 is connected to a three-way diverter 4 through a pipeline. The three-way diverter 4 is preferably a brass forged one-piece three-way connector with no welded splicing structure, and includes a main inlet and two diverter outlets.

[0023] The heat exchanger 12 is preferably a plate heat exchanger, comprising an independent refrigerant side and a coolant side. The refrigerant side is for refrigerant flow, while the coolant side is for battery coolant flow. One branch outlet of the three-way branch fitting 4 is connected to the refrigerant side inlet of the heat exchanger 12 via a first refrigerant line 5. The refrigerant side outlet of the heat exchanger 12 is connected to the compressor inlet pipe 112 via a pipe and ultimately returns to the electric compressor 11. The other branch outlet of the three-way branch fitting 4 is connected to the inlet of the external evaporator 3 via a second refrigerant line 6. The outlet of the evaporator 3 is connected to the compressor inlet pipe 112 via a pipe and ultimately returns to the electric compressor 11. Both the first refrigerant line 5 and the second refrigerant line 6 are preferably made of seamless 304 stainless steel high-pressure piping, and the bends in the piping are cold-bent.

[0024] In some embodiments, an electronic expansion valve 51 is connected in series on the first refrigerant line 5. The electronic expansion valve 51 is preferably a DC electronic expansion valve 51, used for throttling and reducing the pressure of the refrigerant. The electronic expansion valve 51 is located between the three-way branch pipe 4 and the heat exchanger 12. One branch outlet of the three-way branch pipe 4 is connected to the inlet end of the electronic expansion valve 51, and the outlet end of the electronic expansion valve 51 is connected to the refrigerant inlet of the heat exchanger 12. A solenoid valve 61 is connected in series on the second refrigerant line 6. The solenoid valve 61 is preferably a normally closed two-position two-way solenoid valve 61, used to control the flow of refrigerant through the evaporator 3. The evaporator 3 is externally installed inside the instrument panel of the passenger compartment, providing cooling capacity to the passenger compartment.

[0025] Understandably, the high-pressure refrigerant output by a single electric compressor 11 is cooled by the condenser 2 and then split into the battery cooling branch and the air conditioning cooling branch through the three-way splitter pipe 4. The two refrigerants exchange heat independently and then return to the electric compressor 11. This eliminates the dual-compressor, dual-circuit design found in conventional units, significantly reducing the number of unit components, lowering the overall vehicle manufacturing cost, and reducing the overall size of the unit. This achieves miniaturized integration of the unit, reducing its overall size by 40% compared to traditional dual-compressor units. It is perfectly suited to the narrow installation space of electric light truck chassis, while also improving the overall assembly efficiency and reducing the overall vehicle assembly time by 30%.

[0026] In some embodiments, a battery cooling circuit 7 is connected in series on the coolant side of the heat exchanger 12, and a battery water pump 13 is connected in series in the battery cooling circuit 7 to provide circulating coolant to the battery pack. The battery cooling circuit 7 is a closed-loop pipeline structure. The inlet of the battery water pump 13 is connected to the outlet of the battery pack, the coolant inlet of the heat exchanger 12 is connected to the outlet of the battery water pump 13, and the coolant outlet of the heat exchanger 12 is connected to the inlet of the battery pack through a pipeline, thereby forming a closed-loop circuit.

[0027] The closed-loop battery cooling circuit 7 is isolated from the refrigerant circuit. The coolant circulates under the drive of the battery water pump 13 to remove the heat from the power battery pack. Then, it undergoes indirect heat exchange with the low-temperature refrigerant in the heat exchanger 12 to cool down. The refrigerant and coolant do not mix, achieving water-electricity isolated heat exchange. Even if the refrigerant circuit leaks, it will not contaminate the battery cooling system, eliminating the safety hazard of high-voltage leakage. At the same time, the closed-loop circulation has no heat loss, the temperature control response is fast, and the cell temperature difference is controlled within 5°C, which greatly extends the battery cycle life.

[0028] For example, the thermal management unit also includes a control module (not shown), which preferably adopts an automotive ECU integrated control board and is electrically connected to the electric compressor 11, the electronic expansion valve 51 and the solenoid valve 61 respectively.

[0029] The control module can collect the inlet and outlet refrigerant temperatures and coolant temperatures of the heat exchanger 12 in real time, calculate the current heat exchange load, and when the battery heat exchange load increases, the control module outputs a pulse signal to increase the opening of the electronic expansion valve 51, thereby increasing the refrigerant flow rate of the first refrigerant pipeline 5. The three-way branch pipe 4 automatically distributes more refrigerant to the branches of the heat exchanger 12 to match the heat exchange demand. When the load decreases, the opening of the electronic expansion valve 51 is reduced to decrease the refrigerant flow rate and achieve energy-saving operation.

[0030] The control module can collect the start / stop commands of the air conditioning in the passenger cabin and output a switch signal to control the opening and closing of the solenoid valve 61. When air conditioning is not required, the solenoid valve 61 remains closed, cutting off the second refrigerant line 6, and all refrigerant in the three-way shunt fitting 4 is supplied to the battery cooling circuit 7. When the air conditioning is turned on, the solenoid valve 61 is energized and opened, connecting the second refrigerant line 6, realizing independent switching of the two branches, meeting the temperature control requirements of different operating conditions of the vehicle, and the switching process is shock-free and pressure-free.

[0031] When the control module detects that the electronic expansion valve 51 and the solenoid valve 61 are synchronously activated, that is, when both branches are working at the same time, it automatically increases the operating speed and output displacement of the electric compressor 11, increases the total refrigerant circulation volume, adapts to the refrigerant supply demand after the two-way diversion fitting 4 splits the flow, and avoids insufficient cooling capacity and temperature control failure when both branches are running at the same time; when a single branch is running, it reduces the displacement of the electric compressor 11 to reduce the overall energy consumption.

[0032] The control module can collect the inlet and outlet temperatures of the coolant in the battery cooling circuit 7 in real time via temperature sensors. Using the optimal battery operating temperature of 25-35℃ as the target value, it adjusts the opening of the electronic expansion valve 51 in a closed loop. When the temperature is too high, the opening is increased to enhance heat exchange; when the temperature is too low, the opening is decreased to reduce heat exchange. During the adjustment process, the solenoid valve 61 remains in its current on / off state, ensuring that air conditioning operation does not affect battery temperature control, thus achieving precise closed-loop management of battery temperature. The control module is deeply integrated with the hardware structure, providing fully automated control suitable for unattended vehicle operation. It accurately matches the dual-branch refrigerant supply, balancing temperature control accuracy and energy efficiency. Independent control logic avoids functional interference, improving overall operational stability. The control scheme is simple and reliable, adapting to the mass production calibration requirements of commercial vehicles.

[0033] In some embodiments, an independent motor cooling circuit 14 is provided outside the unit frame 1. The motor cooling circuit 14 includes a low-temperature radiator 141 and a motor water pump 142 connected in series. The low-temperature radiator 141 is integrated with the condenser 2 in close contact, and the two share the same windward heat dissipation surface. The motor cooling circuit 14 is a dedicated cooling system for the drive motor and motor controller, completely independent of the refrigerant circuit and battery cooling circuit 7. There is no heat interaction or pipeline connection. It adopts natural air cooling, eliminating the need for a compressor to provide a cold source. This achieves thermal decoupling between motor cooling and the refrigeration system, preventing motor heat from interfering with battery cooling and air conditioning cooling, improving the overall temperature control stability of the unit, and eliminating the need for an additional cooling fan, reliably and significantly reducing energy consumption and noise.

[0034] In some embodiments, a mounting base 15 is provided on the unit frame 1 corresponding to the position of the battery water pump 13. The mounting base 15 includes a trigger rod 151, a buffer plate 152, and a buffer element 153. The buffer plate 152 is placed horizontally and vertically slidably connected to the top of the base plate of the unit frame 1. A groove is provided inside the base plate for the buffer plate 152 to slide up and down, and the sliding of the buffer plate 152 is limited to prevent the buffer plate 152 from sliding out of the base plate. Multiple buffer elements 153 are provided and evenly distributed on the bottom of the buffer plate 152. The buffer element 153 is preferably a compression spring. All buffer elements 153 are vertically arranged. The top end of the buffer element 153 is fixedly connected to the buffer plate 152, and the bottom end is fixedly connected to the inner wall of the base plate, so as to provide an upward restoring force for the buffer plate 152.

[0035] Furthermore, the trigger rod 151 is vertically positioned and slides through the buffer plate 152, extending upwards. Multiple trigger rods 151 can be provided, corresponding to the mounting bolt holes at the bottom of the battery water pump 13. The number and position of the trigger rods 151 can be adjusted according to the mounting bolt holes at the bottom of the battery water pump 13. An unlocking plate 154 is fixed to the bottom end of the trigger rod 151 below the buffer plate 152. A compression spring is provided at the bottom of the unlocking plate 154, which can push the trigger rod 151 to maintain its upward extension. An unlocking block 155 is horizontally slidably connected to the inner wall of the base plate corresponding to the unlocking plate 154. The unlocking block 155 has an abutting slope on its side wall facing the unlocking plate 154. Both ends of the unlocking plate 154 slide in contact with the abutting slopes of the unlocking blocks 155, allowing the unlocking plate 154 to slide horizontally into the base plate when it moves up and down. Correspondingly, a return spring is provided inside the base plate to provide restoring force to the unlocking block 155. When the battery water pump 13 is not installed, the unlocking block 155 remains extended under the action of the return spring. The buffer plate 152 is engaged by the notch formed by the abutting slope of the unlocking block 155 and cannot move upwards. At this time, the buffer 153 is in a compressed state, the unlocking plate 154 is lifted by the return spring, and the trigger rod 151 is in a high position.

[0036] Understandably, when it is necessary to install the battery water pump 13, the battery water pump 13 is raised above the trigger rod 151 of the mounting base 15 and then lowered. The bottom of the battery water pump 13 contacts the top of the trigger rod 151 and is then pressed down. The top of the trigger rod 151 corresponds to the mounting bolt at the bottom of the battery water pump 13, which can play a role in precise positioning and improve the ease of operation for the staff. After the trigger rod 151 is pressed down, the unlocking plate 154 moves downward, pushing the unlocking block 155 to slide into the bottom plate. Then, the unlocking block 155 no longer engages with the buffer plate 152. The buffer plate 152 rises under the upward restoring force provided by the buffer member 153 until it contacts the inner top wall of the bottom plate, thus releasing the buffer plate 152. At this time, the buffer plate 152 can slide up and down slightly along the bottom plate of the unit frame 1. After the buffer member 153 is unlocked, it extends and is supported under the buffer plate 152, which can support and buffer the entire battery water pump 13, effectively reducing the harmful vibrations suffered by the battery water pump 13 during operation and improving the stability of the battery water pump 13 operation.

[0037] The implementation principle of the thermal management unit for an electric light truck in this application embodiment is as follows: A single electric compressor 11 is first connected to an external condenser 2 through a pipeline, and then divided into two paths through a three-way diverter 4. One path is connected to the refrigerant side of the heat exchanger 12 through the first refrigerant pipeline 5 and flows back to the electric compressor 11 to complete the circulation of the battery refrigerant branch. The coolant side of the heat exchanger 12 is connected to a closed battery cooling circuit 7, which can achieve precise temperature control of the battery pack. The other path is connected to the external evaporator 3 through the second refrigerant pipeline 6 and finally flows back to the electric compressor 11. The evaporator 3 can participate in the refrigeration cycle of the passenger compartment. Finally, the single compressor simultaneously drives the two major circuits of battery cooling and passenger compartment cooling, which significantly improves the system's energy efficiency ratio and space utilization.

[0038] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0039] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0040] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A thermal management unit for an electric light truck, characterized in that: The unit includes a frame (1), an electric compressor (11), a heat exchanger (12) and a battery water pump (13) are installed inside the frame (1). The heat exchanger (12) includes an independent refrigerant side and a coolant side. A condenser (2) and an evaporator (3) are installed outside the frame (1). The exhaust end of the electric compressor (11) is connected to the inlet end of the condenser (2), and the outlet end of the condenser (2) is connected to a three-way diverter (4). One outlet of the three-way splitter fitting (4) is connected to the refrigerant side inlet of the heat exchanger (12) through the first refrigerant line (5), and the refrigerant side outlet of the heat exchanger (12) is connected to the return end of the electric compressor (11); the other outlet of the three-way splitter fitting (4) is connected to the inlet of the evaporator (3) through the second refrigerant line (6), and the outlet of the evaporator (3) is connected to the return end of the electric compressor (11) through a line. The coolant side of the heat exchanger (12) is connected in series with the battery cooling circuit (7), and the battery water pump (13) is connected in series with the battery cooling circuit (7) to provide circulating coolant to the battery pack.

2. The electric light truck thermal management unit according to claim 1, characterized in that: The battery cooling circuit (7) is a closed-loop pipeline structure. The inlet of the battery water pump (13) is used to connect to the outlet of the battery pack. The coolant inlet of the heat exchanger (12) is connected to the outlet of the battery water pump (13). The coolant outlet of the heat exchanger (12) is used to connect to the inlet of the battery pack.

3. The electric light truck thermal management unit according to claim 2, characterized in that: An electronic expansion valve (51) is connected in series on the first refrigerant line (5). The electronic expansion valve (51) is located between the three-way diversion pipe (4) and the heat exchanger (12). A solenoid valve (61) is connected in series on the second refrigerant line (6).

4. The electric light truck thermal management unit according to claim 3, characterized in that: It also includes a control module, which is electrically connected to the electric compressor (11), the electronic expansion valve (51) and the solenoid valve (61). The control module is used to adjust the opening of the electronic expansion valve (51) in the first refrigerant pipeline (5) according to the heat exchange load on the heat exchanger (12) side, and synchronously match the refrigerant flow rate distributed to the heat exchanger (12) by the three-way diversion pipe fitting (4).

5. The electric light truck thermal management unit according to claim 4, characterized in that: The control module is electrically connected to the solenoid valve (61) and is used to control the refrigerant flow from the three-way diversion pipe (4) to the evaporator (3) by switching the solenoid valve (61) on the second refrigerant pipeline (6), thereby realizing the independent switching of the second refrigerant branch and the first refrigerant branch where the heat exchanger (12) is located.

6. The electric light truck thermal management unit according to claim 4, characterized in that: The control module is used to increase the output displacement of the electric compressor (11) according to the simultaneous conduction state of the first refrigerant pipeline (5) and the second refrigerant pipeline (6) to adapt to the total refrigerant supply after the two-way diversion fitting (4) is diverted.

7. The electric light truck thermal management unit according to claim 4, characterized in that: The control module is used to collect the coolant temperature of the battery cooling circuit (7), and adjust the opening of the electronic expansion valve (51) in conjunction to change the refrigerant heat exchange of the heat exchanger (12), thereby regulating the coolant temperature of the battery cooling circuit (7) in a closed loop, and the solenoid valve (61) remains unchanged in its current on / off state during the adjustment process.

8. The thermal management unit for electric light trucks according to claim 1, characterized in that: The unit frame (1) is provided with an independent motor heat dissipation circuit (14). The motor heat dissipation circuit (14) includes a low-temperature radiator (141) and a motor water pump (142) connected in series. The low-temperature radiator (141) and the condenser (2) are closely integrated and share the same windward heat dissipation surface.

9. The thermal management unit for electric light trucks according to claim 1, characterized in that: The unit frame (1) is provided with a mounting base (15) corresponding to the position of the battery water pump (13). The mounting base (15) includes a trigger rod (151), a buffer plate (152) and a buffer component (153). The buffer plate (152) is placed horizontally and vertically slidably connected to the bottom plate of the unit frame (1). The buffer component (153) is set between the buffer plate (152) and the bottom plate of the unit frame (1) to provide upward support and buffering force for the buffer plate (152). The trigger rod (151) is set vertically and slides through the buffer plate (152) and extends upward to contact the bottom bolt hole of the battery water pump (13). An unlocking component is provided between the trigger rod (151) and the buffer plate (152) to lock the position of the buffer plate (152). When the battery water pump (13) presses down the trigger rod (151), the trigger rod (151) unlocks the buffer plate (152) through the unlocking component to provide buffer support for the battery water pump (13).

Images