NL2039995A

NL2039995A - A battery pack cooling device for new energy vehicles

Info

Publication number: NL2039995A
Application number: NL2039995A
Authority: NL
Inventors: Feng Xueli
Original assignee: Hangzhou Polytechnic
Priority date: 2024-04-09
Filing date: 2025-03-18
Publication date: 2025-04-24
Also published as: NL2039995B1

Abstract

The heat dissipation device for the battery pack of new energy vehicles includes a battery box and multiple battery packs. A partition is ﬁxedly installed inside the battery box, and the battery packs are detachably mounted on the partition. It also includes multiple sets of identical thermal conductive components. Each thermal conductive component includes two thermal plates symmetrically mounted on the partition, with the battery pack positioned between the two thermal plates during installation. The partition divides the battery box into an upper chamber and a lower chamber, with the battery packs installed in the upper chamber, and the lower chamber being sealed. The lower chamber is ﬁlled with coolant, and the thermal plates extend into the lower chamber. Additionally, the device includes a heat exchange component, which consists of a heat exchange pipe made up of multiple sets of S-shaped bent tubes installed at the bottom of the battery box. Both ends of the heat exchange pipe are connected to the lower chamber. This design increases the contact area between the thermal plates and the battery pack, achieving better heat absorption. It uses the airﬂow generated during the vehicle’s operation for heat exchange, reducing costs and the load on the battery, while also decreasing the heating of the battery pack and lowering production costs.

Description

A BATTERY PACK COOLING DEVICE FOR NEW ENERGY VEHICLES

TECHNICAL FIELD

The present invention relates to the technical field of automotive battery cooling, particularly to the battery pack cooling device for new energy vehicles.

BACKGROUND

With the continuous improvement of people's quality of life, cars have become an essential mode of transportation in people's daily lives, and the types of vehicles have also increased with the continuous advancement of technology. Currently, the mainstream vehicle types are new energy vehicles, hybrid vehicles, and fuel vehicles.

Among them, the development of new energy vehicles is currently receiving a great deal of attention. As the name suggests, new energy vehicles refer to cars that use unconventional automotive fuels as power sources or use conventional automotive fuels with new types of onboard power devices, integrating advanced technologies in vehicle power control and driving, forming a car with advanced technological principles, new technologies, and new structures. Their environmental performance is particularly outstanding, and the battery of electric vehicles has become one of the key indicators for evaluating car performance. Due to the dense arrangement of the battery pack and the large input and output power, and because the battery is often buried inside the car, the battery itself generates significant heat. If the battery operates at high temperatures for a long period, it not only affects the battery's lifespan but also impacts the overall performance of the electric vehicle. Moreover, if the temperature becomes too high, it may lead to self-ignition of the electric vehicle, resulting in damage and property loss, and in severe cases, posing a threat to personal safety.

Chinese invention patent with patent number CN111342165A discloses a cooling device for the battery of a new energy vehicle, which belongs to the field of new energy vehicle technology. It includes an installation mesh box, a box cover, a first heat dissipation component, a second heat dissipation component, a wiping component, a ventilation heat dissipation component, a ventilation component, and a drainage component. The box cover is placed on top of the installation mesh box, the first heat dissipation component is placed at the bottom of the installation mesh box, the second heat dissipation component is placed on the sidewall of the installation mesh box and slides with the sidewall of the mesh box, the wiping component is placed inside the installation mesh box, the ventilation heat dissipation component is placed on the sidewall of the installation mesh box, the ventilation component is placed on the symmetric sidewall of the ventilation heat dissipation component, and the drainage component is placed at the bottom of the installation mesh box. In this invention, several semiconductor cooling plates work on the installation mesh plate to generate cool air, and three first heat dissipation fans work to deliver the cool air to the bottom of the battery to perform heat dissipation work.

However, the above-mentioned patent still has the following deficiencies in practical use: The patent uses a movable motor to drive the three first heat dissipation fans. As the three first heat dissipation fans move, they simultaneously transport the cool air generated by the semiconductor cooling plates to the bottom of the battery to dissipate heat. This cooling method consumes the battery's power for both the motor and the semiconductor cooling plates, which shortens the battery's usage time, increases the battery’s load, and simultaneously increases the heat generated by the battery, resulting in low heat dissipation efficiency.

SUMMARY

To overcome the defects of the prior art, the purpose of the present invention is to provide a cooling device for the battery pack of a new energy vehicle.

To achieve the above purpose, the present invention provides the following technical solution: The cooling device for the battery pack of a new energy vehicle includes a battery box and multiple battery packs. The battery box is internally fixed with a partition, and the battery packs are detachably installed on the partition. It also includes multiple sets of identical thermal conductive components, each thermal conductive component includes two heat-conducting sheets symmetrically mounted on the partition, with the battery pack positioned between the two heat-conducting sheets during installation.

The partition divides the battery box into an upper chamber and a lower chamber, with the battery pack installed in the upper chamber, and the lower chamber being in a closed state. The lower chamber is filled with coolant, and the heat-conducting sheets extend into the lower chamber. The device also includes a heat exchange component, which includes heat exchange pipes formed by multiple sets of S-shaped bent pipes installed at the bottom of the battery box, with both ends of the heat exchange pipes communicating with the lower chamber. An oil pump for circulating the coolant is installed on the heat exchange pipe, and the heat exchange pipes are made of copper.

As an optimal technical solution of the present invention, the heat-conducting sheets are made of metal material, and the side of the heat-conducting sheets that is close to the partition is provided with a V-shaped structure in cross-section.

The V-shaped structure ensures that the upper part of the heat-conducting sheets always remains parallel to the side of the battery pack, thus achieving better heat absorption.

As another optimal technical solution, the partition is made of a heat-conductive material, and a layer of thermal conductive silicone grease is applied between the heat- conducting sheets, the partition, and the contact surface of the battery pack.

This enhances heat conduction, quickly transferring heat from the bottom of the battery pack, and the lower side of the partition is filled with coolant, increasing the contact area with the remaining coolant and further improving the heat dissipation of the battery pack.

As another optimal technical solution, the heat exchange pipes are spaced from the bottom of the battery box by at least several centimeters.

The gap between the heat exchange pipes and the bottom of the battery box allows airflow to pass through, further improving the contact arca between the heat exchange pipes and the airflow.

As another optimal technical solution, multiple cooling fins are arranged in an array on the heat exchange pipes.

The cooling fins increase the contact area between the heat exchange pipes and the outside air, thereby expanding the heat exchange area and improving the heat exchange efficiency of the heat exchange pipes.

As another optimal technical solution, a protective plate is installed at the bottom of the battery box, with a gap between the protective plate and the bottom of the battery box, and the heat exchange pipes are completely placed within the gap between the protective plate and the battery box.

The protective plate protects the heat exchange pipes while also improving the aesthetic appearance of the vehicle's chassis.

As another optimal technical solution, multiple flow deflector plates are installed on the protective plate, and the multiple deflector plates are arranged in an interleaving manner with the multiple S-shaped heat exchange pipes.

The flow deflector plates reduce the diameter of the airflow as it passes through, thereby increasing its speed, which further improves the heat exchange efficiency of the heat exchange pipes.

As another optimal technical solution, the device also includes an agitation component installed inside the lower chamber. The agitation component includes a rotating shaft mounted inside the lower chamber, with multiple stirring plates arranged on the rotating shaft, and a driving mechanism that drives the rotation of the shaft.

During use, the stirring plates rotate, agitating the coolant inside the lower chamber, so that the coolant in different positions inside the lower chamber remains at a uniform temperature. This avoids the situation where the coolant temperature near the heat- conducting sheets and the partition becomes too high, resulting in poor heat dissipation efficiency, and further improves the heat exchange effect.

As another optimal technical solution, overflow holes are provided at a section of the heat-conducting sheets located inside the lower chamber.

As another optimal technical solution, the driving mechanism includes a drive box installed on one side of the battery box, with air holes on both sides of the drive box.

The side of the drive box away from the battery box is provided with an opening, where a rotating rod is installed, and the rotating rod has a turbine fan blade. The rotating rod is connected to the rotating shaft through a transmission mechanism.

The transmission connection can be made using a belt or gears. When using a belt, the belt directly drives the rotating rod and the rotating shaft. When using gears, a small gear is installed on the rotating rod, and a large gear is installed on the drive box to mesh with the small gear. The gear ratio is such that a driven gear is installed on the rotating shaft to mesh with the large gear. Thus, even when the vehicle is traveling at low speed, the wind will drive the turbine to rotate, thereby driving the rotating shaft.

Compared with the prior art, the beneficial effects of the present invention are as follows:

The angle of the V-shaped structure below the heat-conducting sheet can be adjusted to better fit different sizes of battery packs. The V-shaped structure ensures that the upper part of the heat-conducting sheet remains parallel to the side of the battery pack, increasing the contact area between the heat-conducting sheet and the battery pack, which results in better heat absorption. Compared to structures that only conduct heat from the bottom of the battery pack, this structure provides faster heat conduction, better heat dissipation, and greatly extends the battery pack’s service life.

When the vehicle is moving at high speed, the heat exchange pipes at the bottom come into contact with the moving air, and since the airflow speed is high, the heat exchange 5 effect is more significant. By utilizing the airflow during the vehicle's movement, heat exchange can be achieved, reducing costs and the battery’s load, while also decreasing the battery pack’s heating, further enhancing the battery's service life.

The heat exchange pipes are protected, and the vehicle's chassis aesthetics are improved.

Additionally, the coolant inside the lower chamber is agitated, ensuring that the temperature of the coolant remains uniform throughout the lower chamber, thus preventing poor heat dissipation efficiency caused by high coolant temperatures near the heat-conducting sheets and the partition.

By utilizing the airflow during the vehicle’s movement, the need for additional motor- driven components is avoided, preventing additional load on the battery pack. This also reduces production costs and enhances the stability of the mechanical structure during use.

BRIEF DESCRIPTION OF THE FIGURES

Figure 1 is a schematic diagram of the structure of the overall axial side of the present invention.

Figure 2 is a schematic diagram of the structure of the overall bottom-up axonometric measurement of the present invention.

Figure 3 is a schematic diagram of the structure of the heat exchange tube of the present invention from a bottom-up axonometric measurement.

Figure 4 is a schematic diagram of the structure of the front of the heat exchange tube of the present invention.

Figure 5 is a schematic diagram of the structure of the internal axonometric measurement of the battery box of the present invention.

Figure 6 is a schematic diagram of the structure of the heat conductive plate of the present invention from the axial side.

Figure 7 is a schematic diagram of the structure of the internal side of the battery box of the present invention.

Figure 8 1s a schematic diagram of the structure of the internal axial side of the battery box of the present invention.

Figure 9 is a schematic diagram of the structure of the front of the internal battery box of the present invention.

Figure 10 is a schematic diagram of the structure of the partial axonometric measurement of the protective plate

DETAILED DESCRIPTION OF THE INVENTION

The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

Referring to Figures 1-10, the battery pack cooling device for new energy vehicles includes a battery box 1 and multiple battery packs 9. The battery box 1 is fixedly installed with a partition 13, and the battery packs 9 are detachably installed on the partition 13. During use, the battery box 1 is installed on the vehicle's chassis. It also includes multiple identical heat conduction components. The heat conduction components each include two heat conduction sheets 10 symmetrically installed on the partition 13, and the battery pack 9 is placed between the two heat conduction sheets 10 when installed. The heat conduction sheets 10 are made of metal material, and the side of the heat conduction sheet 10 near the partition 13 is provided with a V-shaped cross- sectional structure. The heat conduction sheets 10, made of copper or aluminum, have excellent and fast heat conduction performance, and the metal structure has certain toughness. During use, the spacing between the two heat conduction sheets 10 is adjusted to be slightly smaller than the width of the battery pack 9. Therefore, when the battery pack 9 is placed, it is clamped, which enhances the heat absorption effect. The angle of the V-shaped structure at the bottom of the heat conduction sheets 10 can be adjusted to adjust the spacing between the two heat conduction sheets 10, making them more suitable for different sizes of battery packs 9, thus improving the absorption of heat generated by the battery pack 9. The V-shaped structure ensures that the upper part of the heat conduction sheets 10 always remains parallel to the side of the battery pack 9, achieving better heat absorption. This method increases the contact area between the heat conduction sheets 10 and the battery pack 9, thus absorbing heat from the battery pack 9 more quickly. Compared to structures that only conduct heat from the bottom of the battery pack 9, this structure provides faster heat conduction, better performance, and faster cooling, greatly improving the service life of the battery pack 9. The partition 13 divides the battery box 1 into an upper chamber 14 and a lower chamber 15. The battery pack 9 is installed in the upper chamber 14, and the lower chamber 15 is sealed.

The lower chamber 15 is filled with coolant 19, and the heat conduction sheets 10 extend into the lower chamber 15. The heat conduction sheets 10 transmit the heat absorbed from the battery pack 9 to the lower chamber 15, where heat exchange with the coolant 19 occurs for rapid cooling. It also includes a heat exchange component, which consists of heat exchange pipes 6 made of multiple S-shaped bend pipes installed at the bottom of the battery box 1, and both ends of the heat exchange pipes 6 are connected to the lower chamber 15. The heat exchange pipes 6 are also installed with an oil pump 8 for circulating coolant 19. The heat exchange pipes 6 are made of copper, and the copper pipes can exchange heat with the outside, thus reducing the temperature of the coolant 19 and improving the heat absorption efficiency of the battery pack 9. The oil pump 8 is connected to the vehicle's control system, and a temperature control gauge is installed inside the upper chamber 14, which is connected to the vehicle's control system. When the temperature inside the battery box 1 rises, the vehicle control system adjusts the speed of the oil pump 8, thereby increasing the circulation speed of the coolant 19 and improving the heat exchange efficiency, preventing the battery temperature from becoming too high and causing damage to the battery pack 9, thus prolonging the battery pack’s service life. The temperature rise of the battery pack 9 usually occurs daring high- speed driving of the vehicle. At this time, the heat exchange pipes 6 at the bottom are exposed to the airflow, and the fast-moving air enhances the heat exchange efficiency, ensuring proper heat exchange and reducing costs and battery load while further extending the battery's life.

In other specific embodiments of this application, referring to Figures 1-10, the partition 13 is made of a heat-conducting material, and the contact surfaces between the heat conduction sheets 10, the partition 13, and the battery pack 9 are coated with thermal conductive grease. During the heat dissipation process of the battery pack 9, after heating to a certain state, the thermal conductive grease becomes semi-fluid, filling the gaps between the battery pack 9 and the heat conduction sheets, ensuring a tighter bond between them, thereby enhancing heat conduction. Additionally, the partition 13 is made of heat-conducting materials, such as high-compression thermal silicone sheets or metal, which quickly conduct heat from the bottom of the battery pack 9, and the lower side of the partition 13 is filled with coolant 19, increasing the contact area with the coolant, thus improving the heat conduction and dissipation effect.

In other specific embodiments of this application, referring to Figures 3-4, the heat exchange pipes 6 leave a gap of at least 5 cm between them and the bottom of the battery box 1. The heat exchange pipes 6 are arrayed with multiple cooling fins 7. The cooling fins 7 increase the contact area between the heat exchange pipes 6 and the outside, thus mcreasing the heat exchange area and improving the heat exchange effect. The gap between the heat exchange pipes 6 and the bottom of the battery box 1 allows airflow to pass through, further enhancing the contact area between the heat exchange pipes 6 and the airflow, improving the heat exchange efficiency.

In other specific embodiments of this application, referring to Figure 9, a protective plate 5 is installed at the bottom of the battery box 1. The protective plate 5 leaves a gap with the bottom of the battery box 1, and the heat exchange pipes 6 are completely placed in the gap between the protective plate 5 and the bottom of the battery box 1. Multiple guide plates 16 are installed on the protective plate 5, and the guide plates 16 are interspersed with multiple S-shaped heat exchange pipes 6. Since the heat exchange pipes 6 are installed at the bottom of the battery box 1, and the battery box 1 is usually mounted on the vehicle chassis, a protective plate S is used to protect the heat exchange pipes 6 from damage during vehicle operation, while also improving the aesthetics of the vehicle chassis. To further enhance the speed of airflow passing through the heat exchange pipes 6, guide plates 16 are used to reduce the airflow opening size, which increases the speed, further improving the heat exchange efficiency of the heat exchange pipes 6.

In other specific embodiments of this application, referring to Figures 8-9, the lower chamber 15 also includes a stirring component. The stirring component includes a rotating shaft 11 mounted inside the lower chamber 15, with multiple stirring plates 12 arranged on the rotating shaft 11. The driving mechanism for the rotating shaft 11 is also included. To ensure that the coolant 19 flows thoroughly inside the lower chamber 15, rotating the rotating shaft 11 and stirring plates 12 causes the stirring plates to rotate, stirring the coolant 19 inside the lower chamber 15. This ensures that the coolant 19 at different positions in the lower chamber 15 is at a uniform temperature, preventing poor heat dissipation efficiency due to excessively high temperatures of the coolant 19 near the heat conduction sheets and partition 13. This further enhances the heat exchange effect. The heat conduction sheets 10 inside the lower chamber 15 are each provided with a flow-through hole 17, which further enhances the flow of coolant 19 inside the lower chamber 15, preventing the heat conduction sheets 10 from obstructing the flow of coolant 19. The driving mechanism includes a drive box 2 mounted on one side of the battery box 1. The drive box 2 has air vents 4 on both sides, and an opening on the side opposite to the battery box 1, where a rotating rod 18 is installed. The rotating rod 18 has a turbine fan blade 3 mounted on it. The rotating rod 18 is connected to the rotating shaft 11 via a transmission mechanism. The transmission connection can be achieved using a belt or gears. In the case of a belt, the rotating rod 18 and the rotating shaft 11 are connected by a single belt. In the case of gears, a small gear is installed on the rotating rod 18, and a large gear on the drive box 2 engages with the small gear, with a gear ratio of 1:10, and a driven gear on the rotating shaft 11. This ensures that even when the vehicle is driving at low speeds, the airflow will drive the turbine to rotate, thus driving the rotating shaft 11 to stir the coolant 19 inside the lower chamber 15, This structure utilizes the airflow during the vehicle's movement, avoiding the added load from using an electric motor to drive the stirring mechanism and reducing production costs, while increasing the stability of the mechanical structure during use.

By increasing the contact area between the heat conduction sheets and the battery pack, better heat absorption is achieved, greatly extending the battery pack’s lifespan. The heat exchange process uses the airflow generated by the vehicle's movement, reducing costs and battery load, and can also reduce battery heat buildup, lowering production costs and enhancing the mechanical stability during use.

Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

Conclusions

1. Heat dissipation device for a battery pack of new energy vehicles comprising a battery box (1) and a plurality of battery packs (9), a partition wall (13) being fixedly installed in the battery box (1) and the battery packs (9) being detachably mounted on the partition wall (13), characterised in that it also comprises a plurality of sets of identical thermally conductive components, each thermally conductive component comprising two thermal plates (10) symmetrically mounted on the partition wall (13), and the battery box (9) being placed between the two thermal plates (10) during installation; the partition wall (13) divides the battery box (1) into an upper chamber (14) and a lower chamber (15), the battery box (9) is installed in the upper chamber (14) and the lower chamber (15) is in a sealed state, the lower chamber (15) is filled with refrigerant (19) and the thermal plates (10) extend into the lower chamber (15); that it also includes a heat exchange component, which includes a heat exchange pipe (6) composed of a plurality of sets of S-shaped curved pipes installed at the bottom of the battery box (1), and both ends of the heat exchange pipe (6) are connected to the lower chamber (15), the heat exchange pipe (6) is also equipped with an oil pump (8) for circulating the refrigerant (19), and the heat exchange pipe (6) is made of copper pipe.

2. Heat dissipation device for the battery pack of new energy vehicles according to claim 1, characterized in that the thermal plates (10) are made of metal material and the side of the thermal plates (10) near the partition wall (13) is provided with a V-shaped cross-sectional structure.

3. Heat dissipation device for the battery pack of new energy vehicles according to claim 1, characterised in that the partition wall (13) is made of a thermally conductive material and thermal grease is applied between the contact surfaces of the thermal plates (10), the partition wall (13) and the battery pack (9).

4. Heat dissipation device for the battery pack of new energy vehicles according to claim 1, characterised in that the opening between the heat exchange tube (6) and the bottom of the battery box (1) is at least 5 cm.

5. Heat dissipation device for the battery pack of new energy vehicles according to claim 4, characterised in that the heat exchange tube (6) is provided with a plurality of heat dissipation fins (7).

6. Heat dissipation device for the battery pack of new energy vehicles according to claim 1, characterised in that the bottom of the battery box (1) is provided with a protective plate (5), and there is a gap between the protective plate (5) and the bottom of the battery box (1), the heat exchange tube (6) being fully inserted into the gap between the protective plate (5) and the battery box (1).

7. Heat dissipation device for the battery pack of new energy vehicles according to claim 6, characterised in that the protective plate (5) is provided with a plurality of current conducting plates (16), and the plurality of current conducting plates (16) are alternated between the plurality of S-shaped heat exchanger tubes (6).

8. A heat dissipation device for the battery pack of new energy vehicles according to claim 1, characterized in that it further comprises a stirring component installed in the lower chamber (15), the stirring component comprising a rotating shaft (11) mounted in the lower chamber (15), with a plurality of stirring plates (12) arranged along the rotating shaft (11), and a driving mechanism for rotating the rotating shaft (11).

9. Heat dissipation device for the battery pack of new energy vehicles according to claim 2, characterised in that the thermal plates (10) in the lower chamber (15) are each provided with a flow-through hole (17).

10. Heat dissipation device for the battery pack of new energy vehicles according to claim 8, characterised in that the drive mechanism comprises a drive box (2) mounted on one side of the battery box (1), the drive box (2)

air holes (4) on both sides, and an opening is located on the side of the drive box (2) opposite to the battery box (1), where a rotating rod (18) is mounted for rotating, the rotating rod (18) being equipped with a turbine fan blade (3), and the rotating rod (18) is connected to the rotating shaft (11) for transmission.