A pure electric light truck double battery pack system and new energy logistics vehicle
Patent Information
- Application Number
- CN202611177979.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-08-05
- Publication Date
- 2026-10-16
AI Technical Summary
[0005]本发明的目的在于提供一种纯电轻卡双电池包系统与新能源物流车，以解决上述背景技术中提出当前技术超过165度单包电池可满足多数应用场景，但如继续增加电量，将面临车架横梁取消、电池包双层布置的问题，对底盘整体稳定性、双包电池装配性均有较大挑战的问题
[0017]1.通过第一电池包与第二电池包串联电连接的双包中置布局结构，并将第二电池包布置于车架尾部、第一电池包布置于车架中段，实现配电量提升，且不改变车架横梁连接强度、不降低电池离地间隙、不改动上装安装，产生突破新能源轻卡行业最大电量、覆盖城际跨城运输场景的有益效果；
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Figure CN122914795A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the technical field of dual battery pack systems for light trucks, specifically a dual battery pack system for pure electric light trucks and a new energy logistics vehicle. Background Technology
[0002] The current mainstream solution for large-capacity integrated single-pack electric light trucks is a mid-mounted, bottom-mounted design with the battery pack positioned longitudinally in the middle of the frame's longitudinal beams. This has completely replaced the earlier dual-pack side-mounted design and is the standardized layout for long-range urban distribution and intercity light trucks. The battery pack is completely housed under the inner sides of the two straight longitudinal beams on the left and right, and is located longitudinally in the hollow area of the frame behind the cab and in front of the electric drive axle.
[0003] Current mainstream technology for developing light trucks uses single-pack batteries, with the battery located in the middle of the chassis and the battery pack partially hidden within the longitudinal beam supports. Limited by the size of existing new energy light trucks and battery energy density, the mid-mounted capacity is limited to 140kWh. Increasing the capacity further would require eliminating the middle chassis crossbeams and adopting a double-layer battery pack arrangement, in which case the battery would be higher than the top plane of the chassis. Current technology allows single-pack batteries exceeding 165 kWh to meet most application scenarios, but further increases in capacity would present challenges related to eliminating the chassis crossbeams and implementing a double-layer battery pack arrangement, posing significant challenges to the overall chassis stability and the assemblability of the double-pack batteries.
[0004] Existing double-layer layout schemes all involve changes to the frame structure and the elimination of crossbeams, resulting in insufficient overall chassis stability and assemblability. Summary of the Invention
[0005] The purpose of this invention is to provide a dual-battery pack system for pure electric light trucks and new energy logistics vehicles, in order to solve the problem mentioned in the background art that while current technology can meet most application scenarios with a single battery pack exceeding 165 degrees, further increasing the battery capacity will lead to issues such as the elimination of the frame crossbeams and the need for a double-layer battery pack arrangement, which pose significant challenges to the overall stability of the chassis and the assemblability of the dual-battery packs.
[0006] To achieve the above objectives, the present invention provides the following technical solution: A pure electric light truck dual battery pack system and new energy logistics vehicle, comprising: a frame, the frame including left and right longitudinal beams and a frame crossbeam connecting the two longitudinal beams; The first battery pack is disposed between the two longitudinal beams and located in the middle section of the vehicle frame. The first battery pack is fixedly connected to the lower flange of the longitudinal beams by a battery bracket. The second battery pack is disposed between the two longitudinal beams and located at the rear of the vehicle frame. The second battery pack is fixedly connected to the rear of the vehicle frame via a transition bracket. The first battery pack and the second battery pack are connected in series.
[0007] In a preferred embodiment of the present invention, the first battery pack has a capacity of 165 kWh, the second battery pack has a capacity of 37 kWh, and the total capacity of the first battery pack and the second battery pack connected in series is 202 kWh.
[0008] In a preferred embodiment of the present invention, the battery bracket includes a first substructure, a second substructure and a third substructure. The upper part of the first substructure is assembled and connected to the longitudinal beam by bolts, the lower part of the second substructure is assembled and connected to the first battery pack by bolts, and the third substructure is a reinforcing rib structure connected between the first substructure and the second substructure.
[0009] In a preferred embodiment of the present invention, the third substructure is disposed on the back of the battery bracket, and the first substructure, the second substructure and the third substructure are welded together.
[0010] In a preferred embodiment of the present invention, the transition bracket is fixedly connected to the rear of the vehicle frame, and the second battery pack is hoisted from above and lowered into the preset installation position of the transition bracket.
[0011] In a preferred embodiment of the present invention, a coolant circulation loop is further included, the coolant circulation loop comprising a first branch and a second branch connected in parallel, the first branch flowing through the first battery pack and the second branch flowing through the second battery pack.
[0012] In a preferred embodiment of the present invention, a three-way proportional valve A and a three-way proportional valve B are further included. The three-way proportional valve A is disposed at the branch end of the coolant circulation loop and is used to adjust the coolant flow distribution into the first branch and the second branch. The three-way proportional valve B is disposed at the confluence end of the coolant circulation loop and is used to adjust the coolant flow distribution out of the first branch and the second branch.
[0013] In a preferred embodiment of the present invention, a VCU controller is further included. The VCU controller is signal-connected to both the three-way proportional valve A and the three-way proportional valve B. The VCU controller is used to control the opening degree of the three-way proportional valve A and the three-way proportional valve B according to the water resistance calibration values of the first battery pack and the second battery pack at different temperatures and flow rates, so as to coordinately regulate the flow rate of coolant flowing through the first battery pack 2 and the second battery pack 4.
[0014] In a preferred embodiment of the present invention, the water resistance calibration value includes water resistance values within a flow rate range of 9 L / min to 17 L / min under temperature conditions of 15°C and 40°C; when the coolant temperature is ≥40°C, the water resistance calibration value of 40°C is used; when the coolant temperature is ≤15°C, the water resistance calibration value of 15°C is used.
[0015] A new energy logistics vehicle includes the aforementioned pure electric light truck dual battery pack system.
[0016] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
[0017] 1. A dual-pack mid-mounted layout structure with the first and second battery packs connected in series, and the second battery pack is placed at the rear of the frame and the first battery pack is placed in the middle of the frame, can improve the power distribution without changing the connection strength of the frame beam, reducing the battery ground clearance, or modifying the upper structure installation. This results in a breakthrough in the maximum power capacity of the new energy light truck industry and covers intercity and cross-city transportation scenarios. 2. By using a battery bracket consisting of a first substructure, a second substructure, and a third substructure welded together, the first battery pack is directly fixed to the lower edge of the longitudinal beam, achieving a high degree of integration between the battery and the vehicle frame and direct bolt assembly. This results in a weight reduction of more than 1 kg for the overall battery bracket, while ensuring connection reliability and manufacturability within limited space.
[0018] 3. A coolant circulation loop is formed by connecting the first and second branches in parallel. Three-way proportional valves A and B are respectively installed at the branching and merging ends. In conjunction with the VCU controller, the valve opening is automatically adjusted according to the water resistance calibration values of the first and second battery packs at different temperatures and flow rates. This enables independent adjustment and intelligent on-demand distribution of coolant flow between the two battery packs, thereby solving the problem of uneven thermal management caused by differences in module power and cooling water path length between the first and second battery packs, and achieving the beneficial effect of uniform cooling and heating of both packs.
[0019] 4. By arranging the second battery pack 4 at the rear of the frame 1 and fixing it to the rear of the frame 1 via the transition bracket 5, and by adding the second battery pack 4 and modifying the connecting harness to achieve series connection when the basic model is only equipped with the first battery pack 2, the basic 165kWh model and the long-range 202kWh model can be mutually converted by adding the second battery pack 4 and modifying the wiring harness. This produces the beneficial effect of platform-based flexible expansion and convenient after-sales modification without changing the basic layout of the vehicle or eliminating the frame crossbeams. Attached Figure Description
[0020] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the main structure of a dual-battery pack system for a pure electric light truck and a new energy logistics vehicle. Figure 2 This is a schematic diagram of the installation structure of the first battery pack in a pure electric light truck dual battery pack system and a new energy logistics vehicle. Figure 3 This is a schematic diagram showing the connection between the battery bracket and the vehicle frame in a pure electric light truck dual-battery pack system and a new energy logistics vehicle. Figure 4 A schematic diagram of a three-dimensional structure of a dual-battery pack system for a pure electric light truck and a battery bracket in a new energy logistics vehicle; Figure 5 A schematic diagram of the bottom structure of the battery bracket in a pure electric light truck dual-battery pack system and a new energy logistics vehicle; Figure 6 This is a schematic diagram of a dual-battery pack system for a pure electric light truck and the battery pack installation structure in a new energy logistics vehicle. Figure 7 A schematic diagram of a transition bracket structure in a pure electric light truck dual-battery pack system and a new energy logistics vehicle; Figure 8 This is a schematic diagram of the cooling water circuit connection structure between a dual-battery pack system for a pure electric light truck and a new energy logistics vehicle.
[0021] In the diagram: frame 1, longitudinal beam 11, first battery pack 2, battery bracket 3, first substructure 31, second substructure 32, third substructure 33, second battery pack 4, transition bracket 5. Detailed Implementation
[0022] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.
[0023] Example 1: As Figures 1-7 ,include: The frame 1 includes two longitudinal beams 11 on the left and right and a frame crossbeam connecting the two longitudinal beams 11. The first battery pack 2 is located between two longitudinal beams 11, in the middle section of the frame 1. The first battery pack 2 is fixedly connected to the lower flange of the longitudinal beam 11 by a battery bracket 3. The second battery pack 4 is located between the two longitudinal beams 11 at the rear of the frame 1. The second battery pack 4 is fixedly connected to the rear of the frame 1 by a transition bracket 5. The first battery pack 2 and the second battery pack 4 are connected in series. The first battery pack 2 has a capacity of 165 kWh, and the second battery pack 4 has a capacity of 37 kWh. The total capacity of the first battery pack 2 and the second battery pack 4 connected in series is 202 kWh.
[0024] The specific application scenario of this embodiment is as follows: The frame 1 serves as the basic load-bearing skeleton of the entire vehicle, comprising two left and right longitudinal beams 11 and multiple frame crossbeams connecting the two longitudinal beams 11, together forming a closed trapezoidal frame structure. In this structure, the first battery pack 2 is arranged in the middle section of the frame 1, located in the central channel formed between the two longitudinal beams 11. Its gravity load is evenly transferred to the lower flanges of the left and right longitudinal beams 11 through the battery bracket 3. Since the lower flanges are extensions of the main structure of the longitudinal beams 11 and have a large bending section modulus, this connection method makes the weight of the first battery pack 2 an effective component of the overall bending stiffness of the frame, rather than an additional attached mass suspended at the bottom of the frame. This avoids any weakening of the original frame crossbeam connection strength, and there is no need to add additional crossbeams or reinforcing plates for reinforcement. The second battery pack 4 is located in the rear area of the frame 1, also between the two longitudinal beams 11. The weight of the second battery pack 4 is distributed to the end of the longitudinal beam 11 and the rear crossbeam at the rear end of the frame via the transition bracket 5. The rear end of the frame was originally used to support the spare tire or rear accessories. The original frame design has reserved sufficient strength margin. Therefore, the addition of the second battery pack 4 at the rear will not cause the rear of the frame to be overloaded. The first battery pack 2 has a capacity of 165kWh, and the second battery pack 4 has a capacity of 37kWh. The two are connected in series through a high-voltage wiring harness. The total capacity after series connection reaches 202kWh. The significant increase in energy density directly extends the driving range of the vehicle in intercity transportation scenarios.
[0025] It is worth emphasizing that, since both the first battery pack 2 and the second battery pack 4 are located in the inner space between the longitudinal beams 11, and the bottom height of the batteries is not lower than the lowest point of the original lower flange of the frame, the ground clearance of the batteries remains completely consistent with the base model, and the vehicle's passability is not affected in any way. At the same time, the number, spacing, and connection method of the frame crossbeams have not been modified, and all the mounting holes and connection points of the upper cargo box have been completely retained. This allows the assembly process of the chassis and the upper body to share the same set of process equipment as the original base model, without the need to develop new assembly tools or adjust the production line pace, greatly reducing the mass production introduction cost of the new model.
[0026] Example 2: Figure 4 and Figure 5The battery bracket 3 includes a first substructure 31, a second substructure 32, and a third substructure 33. The upper part of the first substructure 31 is assembled and connected to the longitudinal beam 11 by bolts. The lower part of the second substructure 32 is assembled and connected to the first battery pack 2 by bolts. The third substructure 33 is a reinforcing rib structure, which is connected between the first substructure 31 and the second substructure 32. The third substructure 33 is located on the back of the battery bracket 3. The first substructure 31, the second substructure 32, and the third substructure 33 are welded together.
[0027] The specific application scenario of this embodiment is as follows: The battery bracket 3 is composed of three parts: a first substructure 31, a second substructure 32, and a third substructure 33. The first substructure 31 serves as an upper connecting plate, with precision-machined bolt holes on its upper part. It is rigidly assembled with the lower flange of the longitudinal beam 11 by high-strength bolts. This connection point is the main load-bearing suspension point of the entire battery bracket system. The second substructure 32 serves as a lower bracket, with positioning countersunk holes on its lower plane that precisely match the boss of the first battery pack 2 shell. The first battery pack 2 shell is firmly clamped to the bracket support surface by bolts. The third substructure 33 serves as a back reinforcing rib, which is inclinedly connected to the bending corner of the first substructure 31 and the second substructure 32. The three are connected into an integral load-bearing component by a welding process. When the vehicle is traveling on bumpy, potholed, or emergency braking conditions, the vertical impact load and longitudinal inertial force generated by the first battery pack 2 are first borne by the lower support surface of the second substructure 32, and then transferred to the third substructure 33. The back reinforcement decomposes the vertical load into compressive and tensile stresses along its own axis, and introduces them into the first substructure 31 in the form of diagonal bracing. Finally, the lower flange of the longitudinal beam 11 bears and distributes the load to the entire frame 1. This triangular stable structure significantly increases the overall bending section modulus of the bracket. Under the same load-bearing capacity, the plate thickness of each substructure can be appropriately reduced, thereby achieving a weight reduction of more than 1 kg for each battery bracket. More importantly, the welded structure can be welded and assembled in stages within the limited space inside the frame. The first substructure 31 is first pre-assembled and positioned with the longitudinal beam 11, then the third substructure 33 is welded, and finally the second substructure 32 is connected to the battery pack. This sequential assembly strategy effectively ensures manufacturability and dimensional accuracy in narrow spaces, while also reducing the number of bolt connections and lowering the risk of loosening under long-term vibration conditions.
[0028] Example 3: Figure 1 and Figure 7 The transition bracket 5 is fixedly connected to the rear of the vehicle frame 1, and the second battery pack 4 is hoisted from above and lowered into the preset installation position of the transition bracket 5.
[0029] The specific application scenario of this embodiment is as follows: The transition bracket 5 is pre-fixed to the last crossbeam and the end extensions of the two longitudinal beams 11 of the frame 1 by bolts or rivets, forming an upward-facing U-shaped or frame-shaped bracket structure. The bracket has a guide ramp and a limiting block on its inner side. The second battery pack 4 is vertically lowered from above by a workshop crane or after-sales hoist. The positioning pin at the bottom of the battery pack first contacts the guide ramp of the transition bracket 5, automatically slides down and is coarsely positioned by gravity, and then completes precise positioning by the lateral limiting block. Finally, the second battery pack 4 is locked in the preset installation position by fastening bolts. The overhead mounting scheme above the transition bracket 5 allows for the installation and removal of the second battery pack 4 without lifting the entire vehicle or requiring operators to crawl under it. All operations can be completed from the side or overhead space between the cargo box and the chassis, greatly improving assembly efficiency and after-sales service convenience. In terms of platform expansion, if the base model is only equipped with the first battery pack 2 providing 165kWh of power, when the user's operating scenario is upgraded from short-distance urban distribution to long-distance intercity transportation, no destructive modifications to the original vehicle are required. The chassis crossbeams, longitudinal beams 11, and the first battery pack 2 do not need to be removed. The second battery pack 4 only needs to be hoisted into the transition bracket 5, and the high-voltage series connection harness and coolant branch connectors need to be modified. The flexible upgrade from 165kWh to 202kWh can be completed within a few hours. Conversely, the long-range model can also quickly remove the second battery pack 4 to revert to the base model. This mutually convertible design allows the vehicle manufacturer to cover multiple power configuration requirements with a single chassis platform, significantly reducing mold development costs and the variety of parts in inventory.
[0030] Example 4: Figure 7 It also includes a coolant circulation loop, which comprises a first branch and a second branch connected in parallel. The first branch flows through the first battery pack 2, and the second branch flows through the second battery pack 4. It also includes a three-way proportional valve A and a three-way proportional valve B. The three-way proportional valve A is located at the branch end of the coolant circulation loop and is used to regulate the coolant flow distribution into the first branch and the second branch. The three-way proportional valve B is located at the confluence end of the coolant circulation loop and is used to regulate the coolant flow distribution out of the first branch and the second branch. It also includes a VCU controller, which is connected to the three-way proportional valves. Both valve A and three-way proportional valve B are signal connected. The VCU controller is used to control the opening of three-way proportional valves A and B according to the water resistance calibration values of the first battery pack 2 and the second battery pack 4 at different temperatures and flow rates, so as to coordinately regulate the flow rate of coolant through the first battery pack 2 and the second battery pack 4. The water resistance calibration values include water resistance values in the range of 9L / min to 17L / min under temperature conditions of 15℃ and 40℃. When the coolant temperature is ≥40℃, the water resistance calibration value of 40℃ is used; when the coolant temperature is ≤15℃, the water resistance calibration value of 15℃ is used. A new energy logistics vehicle, including a pure electric light truck dual battery pack system.
[0031] The specific application scenario of this embodiment is as follows: the coolant circulation loop adopts a first branch and a second branch connected in parallel. The first branch flows through the internal cooling water channel of the first battery pack 2, and the second branch flows through the internal cooling water channel of the second battery pack 4. Since the first battery pack 2 has a capacity of 165kWh and a large number of internal cell modules, the cooling water channel is long and has many bends. Its flow resistance characteristics are significantly different from those of the second battery pack 4. If a single series water channel is used, the branch with low flow resistance will receive too much flow while the branch with high flow resistance will not be cooled enough. To this end, a three-way proportional valve A is installed at the branch end of the coolant circulation loop to regulate the initial flow ratio of coolant entering the first branch and the second branch; a three-way proportional valve B is installed at the confluence end to regulate the back pressure balance when the two branches merge. The two valves work together to achieve independent and precise control of the two parallel branches within the flow range of 9L / min to 17L / min. The VCU controller is connected to both the three-way proportional valve A and the three-way proportional valve B via a CAN signal line, and simultaneously collects the internal temperature of the first battery pack 2 and the second battery pack 4 as well as the temperature of the main coolant pipeline in real time. The VCU has two sets of precise water resistance calibration values pre-stored, corresponding to the water resistance data of the two battery packs at flow rates of 9L / min, 11L / min, 13L / min, 15L / min, and 17L / min under low-temperature conditions of 15℃ and normal-temperature conditions of 40℃, respectively. When the coolant temperature is below or equal to 15℃, the coolant viscosity is high, and the resistance flowing through the water channels of both battery packs is relatively high. At this time, the VCU calls the 15℃ water resistance calibration value, predicts the basic pressure difference between the two branches, and adjusts the T-junction accordingly. The initial opening of proportional valve A is set to favor the first branch with higher flow resistance. At the same time, the confluence opening of three-way proportional valve B is adjusted to avoid backflow impact and prevent the flow of a certain branch from being too small or even interrupted due to low temperature and high viscosity. When the coolant temperature reaches or exceeds 40°C, the coolant viscosity decreases significantly and the flow resistance decreases. The VCU is switched to the 40°C water resistance calibration value. The opening of three-way proportional valve A to the first branch is recalculated and increased so that more coolant flows to the first battery pack 2, which has greater heat generation and more urgent heat dissipation requirements. During dynamic adjustment, the VCU adopts a closed-loop collaborative strategy: the three-way proportional valve A is responsible for coarse adjustment of the flow ratio at the shunt end, and the three-way proportional valve B is responsible for fine adjustment and micro-compensation of the back pressure at the merging end. For example, when the real-time temperature of the first battery pack 2 is more than 5°C higher than that of the second battery pack 4, the VCU gradually increases the opening of the three-way proportional valve A to the first branch and simultaneously fine-tunes the return opening of the three-way proportional valve B, so that the flow rate of the first branch approaches the upper limit of 17L / min, while the second branch maintains a minimum flow rate of about 9L / min. This achieves enhanced heat dissipation of the first battery pack while avoiding excessive cooling of the second battery pack. This dual-valve collaborative adjustment not only ensures that the temperature difference between the two battery packs is always controlled within a reasonable range throughout the charging and discharging process, eliminating the problem of unbalanced thermal management caused by differences in module power and cooling water circuit length, but also reduces the additional energy consumption of the electric water pump by optimizing the total circulation flow, so that the thermal management system achieves the optimal balance between heat dissipation efficiency and parasitic power consumption, ultimately extending the cycle life of the battery cells and ensuring the charging rate under fast charging conditions.
[0032] The working principle of this invention is as follows: When used by those skilled in the art, after the vehicle is started, the first battery pack 2 and the second battery pack 4 supply power to the drive motor and the vehicle's electrical equipment through a series high-voltage circuit. The first battery pack 2 provides 165kWh of power, and the second battery pack 4 provides 37kWh of power, for a total output of 202kWh, which meets the requirements for long driving range. In terms of structural support, the frame 1 consists of two longitudinal beams 11 on the left and right sides and several frame crossbeams forming a rigid frame. The first battery pack 2 is located in the middle section of the frame and is fixed to the lower flange bolts of the longitudinal beams 11 by the battery bracket 3. The battery bracket 3 is welded together from a first substructure 31, a second substructure 32, and a third substructure 33. The upper part of the first substructure 31 is connected to the longitudinal beams 11, the lower part of the second substructure 32 is connected to the first battery pack 2, and the third substructure 33 serves as a back reinforcement to enhance overall rigidity and ensure the stability of the first battery pack 2 under driving vibration and impact. The second battery pack 4 is located at the rear of the frame and is fixed to the rear of the frame 1 by a transition bracket 5. The second battery pack 4 is hoisted from above and lowered into the installation position of the transition bracket 5 and locked, making full use of the rear space. The original connection strength of the frame crossbeams is not changed, the ground clearance of the battery is not reduced, and the installation interface of the upper cargo box is not affected. In terms of thermal management, the coolant circulation loop includes a first branch and a second branch connected in parallel. The coolant is driven by an electric water pump and splits through a three-way proportional valve A. Part of the coolant flows into the first battery pack 2 via the first branch, and the other part flows into the second battery pack 4 via the second branch. After carrying away heat or providing heating energy, the two branches merge at the confluence point through a three-way proportional valve B, returning to the radiator or heater. The VCU controller monitors the temperatures of the two battery packs and the coolant temperature in real time. Based on stored water resistance calibration values at 15℃ and 40℃, it determines the current coolant temperature range. If the coolant temperature is greater than or equal to 40℃, the 40℃ water resistance calibration value is used; if it is less than or equal to 15℃, the 15℃ water resistance calibration value is used. The VCU dynamically adjusts the opening of the three-way proportional valve A and the three-way proportional valve B by combining the actual temperature difference between the two battery packs and the required heat dissipation or heating power. This ensures that the ratio of coolant flow into the two battery packs is precisely matched to their respective thermal management needs, compensating for the water resistance differences caused by the differences in module charge and internal water path length. This ensures that the temperature field of the two battery packs is uniform during charging and discharging, avoids local overheating or overcooling, and improves system safety and cycle life.
[0033] Furthermore, the modular design of this system allows the basic 165kWh model to be easily expanded to a 202kWh model by simply adding a second battery pack and modifying the series high-voltage wiring harness and cooling branch, without altering the chassis crossbeams or superstructure. This achieves flexible platform expansion and convenient after-sales modification. When the vehicle is operating, all components work together to achieve multiple functional goals, including high power capacity, high reliability, balanced thermal management, and scalability.
[0034] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims
1. A dual-battery pack system for a pure electric light truck, characterized in that, include: The frame (1) includes two longitudinal beams (11) on the left and right sides and a frame crossbeam connected between the two longitudinal beams (11); The first battery pack (2) is disposed between the two longitudinal beams (11) and located in the middle section of the frame (1). The first battery pack (2) is fixedly connected to the lower edge of the longitudinal beam (11) by a battery bracket (3). The second battery pack (4) is disposed between the two longitudinal beams (11) and located at the rear of the frame (1). The second battery pack (4) is fixedly connected to the rear of the frame (1) by a transition bracket (5). The first battery pack (2) and the second battery pack (4) are connected in series.
2. The dual-battery pack system for a pure electric light truck according to claim 1, characterized in that, The first battery pack (2) has a capacity of 165 kWh, the second battery pack (4) has a capacity of 37 kWh, and the total capacity of the first battery pack (2) and the second battery pack (4) connected in series is 202 kWh.
3. The dual-battery pack system for a pure electric light truck according to claim 1, characterized in that, The battery bracket (3) includes a first substructure (31), a second substructure (32) and a third substructure (33). The upper part of the first substructure (31) is assembled and connected to the longitudinal beam (11) by bolts. The lower part of the second substructure (32) is assembled and connected to the first battery pack (2) by bolts. The third substructure (33) is a reinforcing rib structure and is connected between the first substructure (31) and the second substructure (32).
4. The dual-battery pack system for a pure electric light truck according to claim 3, characterized in that, The third substructure (33) is disposed on the back of the battery bracket (3), and the first substructure (31), the second substructure (32) and the third substructure (33) are welded together.
5. The dual-battery pack system for a pure electric light truck according to claim 1, characterized in that, The transition bracket (5) is fixedly connected to the rear of the vehicle frame (1), and the second battery pack (4) is hoisted from above and falls into the preset installation position of the transition bracket (5).
6. The dual-battery pack system for a pure electric light truck according to claim 1, characterized in that, It also includes a coolant circulation loop, which includes a first branch and a second branch connected in parallel. The first branch flows through the first battery pack (2), and the second branch flows through the second battery pack (4).
7. The dual-battery pack system for a pure electric light truck according to claim 6, characterized in that, It also includes a three-way proportional valve A and a three-way proportional valve B. The three-way proportional valve A is located at the branch end of the coolant circulation loop and is used to adjust the coolant flow distribution into the first branch and the second branch. The three-way proportional valve B is located at the confluence end of the coolant circulation loop and is used to adjust the coolant flow distribution out of the first branch and the second branch.
8. The dual-battery pack system for a pure electric light truck according to claim 7, characterized in that, It also includes a VCU controller, which is signal-connected to both the three-way proportional valve A and the three-way proportional valve B. The VCU controller is used to control the opening of the three-way proportional valve A and the three-way proportional valve B according to the water resistance calibration values of the first battery pack (2) and the second battery pack (4) at different temperatures and flow rates, so as to coordinately regulate the flow rate of coolant flowing through the first battery pack (2) and the second battery pack (4).
9. A dual-battery pack system for a pure electric light truck according to claim 8, characterized in that, The water resistance calibration values include water resistance values within a flow rate range of 9L / min to 17L / min under temperature conditions of 15℃ and 40℃; when the coolant temperature is ≥40℃, the water resistance calibration value at 40℃ is used; when the coolant temperature is ≤15℃, the water resistance calibration value at 15℃ is used.
10. A new energy logistics vehicle, characterized in that, Includes the pure electric light truck dual battery pack system as described in any one of claims 1 to 9.