A battery thermal cycle system for vehicle and a design method of the battery thermal cycle system

Abstract

The application belongs to the technical field of vehicle battery heat dissipation, and discloses a vehicle battery heat circulation system and a design method of the vehicle battery heat circulation system. The vehicle battery heat circulation system comprises a battery support module, an auxiliary heat dissipation module and a positive heat dissipation module. The battery support module comprises a battery support element, and a battery monomer is sleeved in the battery support element. The auxiliary heat dissipation module comprises a heat dissipation fin arranged in a channel of the battery support element. The positive heat dissipation module is arranged at intervals from the battery support module and can deliver cooling fluid to the battery support module. The application adopts the design of a monomer external heat dissipation unit, thereby separately dissipating heat for the battery monomer, accurately dissipating heat and having strong heat dissipation directivity. Moreover, the application can further dissipate heat through the heat dissipation fin, thereby maximizing the heat dissipation efficiency. Moreover, the heat dissipation performance of the vehicle battery heat circulation system designed by the design method of the vehicle battery heat circulation system can be greatly improved.

Description

Technical Field

[0001] This invention relates to the field of automotive battery heat dissipation technology, and in particular to an automotive battery thermal cycling system and a design method for such a system. Background Technology

[0002] In the prior art, automotive batteries are generally composed of multiple battery cells stacked together. Since automotive batteries generate a lot of heat during use, in order to extend the service life of automotive batteries, the prior art generally puts a heat dissipation module on the outside of the automotive battery to dissipate heat from the entire automotive battery. However, the heat dissipation efficiency of the heat dissipation module for dissipating heat from the entire automotive battery is relatively low.

[0003] Therefore, the above problems urgently need to be solved. Summary of the Invention

[0004] The purpose of this invention is to provide a vehicle battery thermal cycling system and a design method for such a system, in order to solve the problem of low heat dissipation efficiency of the heat dissipation module for overall heat dissipation of the vehicle battery.

[0005] To achieve this objective, the present invention adopts the following technical solution:

[0006] This invention provides a vehicle battery thermal cycling system, comprising:

[0007] A battery support module includes a battery support component, in which a battery cell is housed. The battery support component includes an inner sidewall and an outer sidewall. The inner sidewall is fitted to the outer periphery of the battery cell and forms a channel for the flow of cooling fluid between the inner sidewall and the outer sidewall.

[0008] An auxiliary heat dissipation module includes a heat sink disposed within the channel, the heat sink being mounted on the inner sidewall, allowing heat from the battery cell to be conducted to the heat sink through the inner sidewall; and

[0009] An active cooling module is spaced apart from the battery support module and is capable of supplying cooling fluid to the battery support module. The cooling fluid can enter the channel from one end of the battery support member near the battery support module and exit the channel from the other end of the battery support member away from the battery support module.

[0010] Preferably, the vehicle battery thermal cycling system is installed inside a hollow section of the vehicle body frame.

[0011] Preferably, the active cooling module includes a fan configured to blow cooling air onto the battery support module.

[0012] Preferably, the extending direction of the channel is parallel to the extending direction of the battery cell housed inside the battery support, and the extending direction of the heat sink is parallel to the extending direction of the channel.

[0013] Preferably, at least two heat sinks are provided in the channel of any one of the battery supports, and the at least two heat sinks are evenly arranged around the center line of the battery cell.

[0014] In another aspect, the present invention provides a design method for a vehicle battery thermal cycling system, used to design the vehicle battery thermal cycling system as described above, wherein the vehicle battery thermal cycling system is installed inside a hollow portion of the vehicle body frame, and the design method for the vehicle battery thermal cycling system includes:

[0015] S1. Based on the shape and size of the cross-section of the hollow part on the vehicle frame and the shape and size of the cross-section of the battery cell, design the shape and size of the cross-section of the battery support component fitted around the outer periphery of the battery cell.

[0016] S2. Design the shape and dimensions of the cross-section of the heat sink;

[0017] S3. Design the distance between the active heat dissipation module and the battery support module, and the control parameters of the active heat dissipation module.

[0018] Preferably, S1 includes:

[0019] S11. Simulation simulates the installation of the battery cell and the preset battery support component inside the hollow part of the vehicle frame.

[0020] S12. Analyze the shape and size of the cross-section of the battery cell, the shape and size of the cross-section of the battery support component, and the shape and size of the cross-section of the hollow part on the vehicle frame, and design the number of battery support components that can be installed inside the hollow part on the vehicle frame.

[0021] S13. Simulation: The battery support components are stacked inside the hollow part of the vehicle frame, and the stress on the hollow part of the vehicle frame is simulated using CAE software.

[0022] Preferably, S2 includes:

[0023] S21. Use STARCCM software to simulate and analyze the heat dissipation efficiency of the battery support component;

[0024] S22. Using STARCCM software for simulation, analyze the heat dissipation efficiency of the heat sink with cross-sections of different shapes and sizes, and compare the heat dissipation efficiency of the heat sink with cross-sections of different shapes and sizes.

[0025] S23. Using STARCCM software for simulation, analyze the heat dissipation efficiency of the battery support with the heat sink, and confirm the number of heat sinks and their installation positions.

[0026] Preferably, S2 further includes:

[0027] S24. A comprehensive analysis is conducted on the number of battery support components that can be installed in the hollow portion of the vehicle frame and the heat dissipation efficiency of the battery support component equipped with the heat sink.

[0028] Preferably, S3 includes:

[0029] S31. Simulate the formation of the battery support module and simulate the installation of the battery support module inside the hollow part of the vehicle frame.

[0030] S32. Simulate setting the active heat dissipation module at different distances from the battery support module, and analyze the heat dissipation efficiency of the battery support module and the auxiliary heat dissipation module;

[0031] S33. Confirm the distance between the active heat dissipation module and the battery support module.

[0032] Preferably, S3 further includes:

[0033] S34. Simulate and monitor the heat dissipation efficiency of the battery support module and the auxiliary heat dissipation module when the active heat dissipation module is under different control parameters.

[0034] The beneficial effects of this invention are as follows: This invention employs a single-cell external heat dissipation unit design, meaning that each battery cell constituting the vehicle battery is externally fitted with a battery support component, thereby allowing for individual heat dissipation of the battery cell. The heat dissipation location is accurate, and the heat dissipation direction is strong. Furthermore, in this invention, heat sinks are installed within the channels for cooling fluid flow on the battery support component, allowing the heat generated by the battery cell to be further conducted to the cooling fluid through the heat sinks, thus maximizing heat dissipation efficiency. Moreover, the heat dissipation performance of the vehicle battery thermal circulation system designed using the method described in this invention is significantly improved. Attached Figure Description

[0035] Figure 1 This is a schematic diagram of the structure of the battery cell, the vehicle battery thermal cycle system and the vehicle frame in the embodiment of the present invention;

[0036] Figure 2 This is a schematic diagram of the support portion in an embodiment of the present invention;

[0037] Figure 3 This is a flowchart of the design method of the vehicle battery thermal cycling system in an embodiment of the present invention.

[0038] In the picture:

[0039] 100. Battery cell;

[0040] 210. Battery support module; 211. Battery support component; 2111. Inner wall; 2112. Outer wall; 2113. Channel; 2114. Support part;

[0041] 221. Heat sink;

[0042] 230. Active cooling module; 231. Fan;

[0043] 300. Vehicle body frame. Detailed Implementation

[0044] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0045] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0046] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0047] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0048] Based on the foregoing, current automotive batteries are generally composed of multiple battery cells stacked together. To improve the heat dissipation efficiency of automotive batteries, please refer to [link / reference needed]. Figure 1 and Figure 2 This embodiment provides a vehicle battery thermal cycling system, which includes a battery support module 210, an auxiliary heat dissipation module, and an active heat dissipation module 230. The battery support module 210 includes a battery support member 211, inside which a battery cell 100 is housed. The battery support member 211 includes an inner sidewall 2111 and an outer sidewall 2112. The inner sidewall 2111 is fitted to the outer periphery of the battery cell 100, and a channel 2113 for the flow of cooling fluid is formed between the inner sidewall 2111 and the outer sidewall 2112. The auxiliary heat dissipation module includes a battery support member 2111. A heat sink 221 is placed in the channel 2113 and mounted on the inner wall 2111. The heat from the battery cell 100 can be conducted to the heat sink 221 through the inner wall 2111. The active cooling module 230 is spaced apart from the battery support module 210 and can deliver cooling fluid to the battery support module 210. The cooling fluid can enter the channel 2113 from the end of the battery support 211 near the battery support module 210 and exit the channel 2113 from the other end of the battery support 211 away from the battery support module 210.

[0049] This embodiment adopts a single-unit external heat dissipation unit design, that is, each battery cell 100 that makes up the vehicle battery is equipped with a battery support 211, so that the battery cell 100 can be cooled individually. The heat dissipation position is accurate and the heat dissipation direction is strong. In addition, in this embodiment, heat sinks 221 are set in the channel 2113 on the battery support 211 for the flow of cooling fluid. The heat generated by the battery cell 100 can be further conducted to the cooling fluid through the heat sinks 221, thereby maximizing the heat dissipation efficiency.

[0050] It is understood that, due to the precise heat dissipation location of the vehicle battery thermal circulation system in this embodiment, this embodiment can maximize the preservation of the overall performance of the vehicle battery, thereby extending its service life. Simultaneously, this embodiment can fully utilize the cooling fluid flowing within the channel 2113 of the battery support 211, thereby reducing energy waste, promoting energy conservation and environmental protection, and ultimately lowering the maintenance costs of the vehicle battery.

[0051] Specifically, when the cooling fluid delivered by the active heat dissipation module 230 flows along the channel 2113 of the battery support 211, the heat generated by the battery cell 100 can first be conducted to the inner wall 2111 of the battery support 211 and the heat sink 221 disposed in the channel 2113, and then conducted to the cooling fluid by the inner wall 2111 of the battery support 211 and the heat sink 221 disposed in the channel 2113.

[0052] Furthermore, in this embodiment, the vehicle battery thermal cycling system is installed inside a hollow portion of the vehicle body frame 300 to improve the space utilization of the vehicle body frame 300 and increase the structural strength of the vehicle body frame 300.

[0053] Preferably, in this embodiment, the extending direction of the channel 2113 is parallel to the extending direction of the battery cell 100 sleeved inside the battery support 211, and the extending direction of the heat sink 221 is parallel to the extending direction of the channel 2113, thereby ensuring that the heat generated by the battery cell 100 can be evenly conducted to the heat sink 221, so as to further improve the heat dissipation efficiency.

[0054] This embodiment also provides a design method for a vehicle battery thermal cycling system. This method is used to design a vehicle battery thermal cycling system as described above, thereby further optimizing the heat dissipation performance of the vehicle battery thermal cycling system. Based on the foregoing, the vehicle battery thermal cycling system in this embodiment is installed inside a hollow portion of the vehicle body frame 300. Figure 3 As shown, the design method for a vehicle battery thermal cycling system includes:

[0055] S1. Based on the shape and size of the cross-section of the hollow part on the vehicle frame 300 and the shape and size of the cross-section of the battery cell 100, design the shape and size of the cross-section of the battery support 211 fitted around the battery cell 100.

[0056] S2. Design the shape and dimensions of the cross-section of the heat sink 221;

[0057] S3. Design the spacing between the active heat dissipation module 230 and the battery support module 210, and the control parameters of the active heat dissipation module 230.

[0058] This embodiment maximizes the number of battery support components 211 in the hollow portion of the vehicle frame 300 by designing the shape and size of the cross-section of the battery support component 211, while maximizing the heat dissipation efficiency of the battery support component 211, thus effectively utilizing the internal space of the hollow portion of the vehicle frame 300. This embodiment also maximizes the efficiency of heat conduction from the battery cell 100 to the heat sink 221 by designing the cross-section shape and size of the heat sink 221, and maximizes the heat dissipation efficiency of the heat sink 221. Furthermore, this embodiment optimizes the spacing between the active cooling module 230 and the battery support module 210, and controls the parameters of the active cooling module 230 to ensure that the active cooling module 230 effectively delivers cooling fluid to the battery support module 210 while maximizing the heat dissipation performance of the vehicle battery thermal circulation system, avoiding energy waste.

[0059] In this embodiment, the active heat dissipation module 230 includes a fan 231, which is configured to blow cooling air to the battery support module 210. That is, the cooling fluid in this embodiment is air. The fan 231 blows air into the channel 2113 of the battery support 211 and makes the air flow along the channel 2113 of the battery support 211, thereby absorbing the heat on the battery support 211 and the heat sink 221.

[0060] It is understandable that the control parameters of the active cooling module 230 in S3 above include parameters such as the flow rate, pressure and power of the fan 231.

[0061] Furthermore, the above S1 includes:

[0062] S11. Simulation simulates the installation of the battery cell 100 and the preset battery support 211 inside the hollow part of the vehicle frame 300.

[0063] S12. Analyze the shape and size of the cross-section of the battery cell 100, the shape and size of the cross-section of the preset battery support 211, and the shape and size of the cross-section of the hollow part on the vehicle frame 300, and design the number of battery support 211 that can be installed inside the hollow part on the vehicle frame 300.

[0064] S13. Simulate the internal structure of the hollow part of the vehicle frame 300 where the battery support 211 is stacked. Use CAE software to simulate the stress on the hollow part of the vehicle frame 300.

[0065] This embodiment ensures the accuracy of the design results by simulating the number of battery support components 211. Specifically, this embodiment takes a cylindrical battery cell 100 as an example. The battery support components 211 include various types. The cross-section of the inner wall 2111 of all types of battery cells 100 is circular, while the cross-section of the outer wall 2112 of different types of battery support components 211 is rectangular, circular, or other irregular shapes. This embodiment first uses simulation to install the battery cell 100 and any type of battery support component 211 inside the hollow part of the vehicle frame 300. By simulating the shape and size of the cross-section of the battery cell 100, the shape and size of the cross-section of the outer wall 2112 of the battery support component 211, and so on... The shape and dimensions of the cross-section of the hollow portion of the vehicle frame 300 are analyzed to determine the number of battery support members 211 that can be accommodated inside the hollow portion. Then, simulation is performed to model the stacking of these battery support members 211 inside the hollow portion of the vehicle frame 300. CAE software is used to simulate the stress on the hollow portion of the vehicle frame 300 to determine if the number of battery support members 211 will cause damage to the vehicle frame 300. If the number of battery support members 211 will cause damage, the number of battery support members 211 is redesigned until it is confirmed that the number of battery support members 211 will not cause damage to the vehicle frame 300. This number is then used as the design result. This embodiment can determine the number of various types of battery support members 211 that can be installed inside the hollow portion of the vehicle frame 300 through the above process.

[0066] It is understood that the process of simulating the stress on the hollow parts of the vehicle frame 300 using CAE software in this embodiment is existing technology, and will not be described in detail in this embodiment.

[0067] Preferably, in this embodiment, at least two heat sinks 221 are provided in the channel 2113 of any battery support 211. The at least two heat sinks 221 are evenly arranged around the center line of the battery cell 100, so that the heat generated by the battery cell 100 can be simultaneously conducted to all the heat sinks 221 located in the channel 2113, thereby further improving the heat dissipation efficiency.

[0068] Based on the above, S2 in this embodiment includes:

[0069] S21. Using STARCCM software for simulation, analyze the heat dissipation efficiency of battery support component 211;

[0070] S22. Using STARCCM software for simulation, analyze the heat dissipation efficiency of heat sinks 221 with different cross-sections of different shapes and sizes, and compare the heat dissipation efficiency of heat sinks 221 with different cross-sections of different shapes and sizes.

[0071] S23. Using STARCCM software for simulation, analyze the heat dissipation efficiency of the battery support 211 with heat sink 221, and confirm the number of heat sinks 221 and their installation positions.

[0072] In this embodiment, STARCCM software simulation is used to analyze the heat dissipation efficiency of the battery support 211 and the heat dissipation efficiency of heat sinks 221 with different shapes and sizes. Specifically, in this embodiment, there are three types of heat sinks 221, with rectangular, trapezoidal, and semi-fan-shaped cross-sections, respectively. This embodiment can analyze the heat dissipation efficiency of the three types of heat sinks 221 to select the one with the highest heat dissipation efficiency. Since the spacing between two adjacent heat sinks 221 in the channel 2113 of the battery support 211 will affect the flow of cooling air, thereby affecting the heat dissipation performance of the vehicle battery thermal cycle system, this embodiment can analyze the heat dissipation efficiency of the battery support 211 with this type of heat sink 221 to determine the number and installation position of the heat sinks 221, thereby ensuring that two adjacent heat sinks 221 have a suitable spacing.

[0073] Of course, in other alternative embodiments, the heat sink 221 may also include other types such as those with a semi-circular or other irregular cross-sections, and this embodiment does not impose specific limitations on this.

[0074] It is understood that the process simulated by STARCCM software in this embodiment is existing technology, and will not be described in detail in this embodiment.

[0075] Since the battery support 211 in this embodiment includes various types, this embodiment can determine the number of each type of battery support 211 that can be installed inside the hollow part of the vehicle frame 300 through S1, and analyze the heat dissipation efficiency of different types of battery support 211 with heat sinks 221 through S23. If the appropriate type of battery support 211 is selected solely based on the number of each type of battery support 211 that can be installed inside the hollow part of the vehicle frame 300 or the heat dissipation efficiency of different types of battery support 211 with heat sinks 221, it will result in the inability to realize the battery thermal cycling system of the vehicle battery. To maximize the heat dissipation efficiency of the support module 210 and the auxiliary heat dissipation module, for example, among multiple types of battery support components 211, the one with heat sink 221 has the highest heat dissipation efficiency compared to other types of battery support components 211. However, it has the fewest internal components that can be installed in the hollow part of the vehicle frame 300. If it is selected as the design result, it is impossible to guarantee the maximization of the heat dissipation efficiency of the battery support module 210 and the auxiliary heat dissipation module of the vehicle battery thermal cycle system. Therefore, in order to ensure the maximization of the heat dissipation efficiency of the battery support module 210 and the auxiliary heat dissipation module of the designed vehicle battery thermal cycle system, S2 in this embodiment further includes:

[0076] S24. A comprehensive analysis is conducted on the number of battery support members 211 inside the hollow part that can be installed on the vehicle frame 300 and the heat dissipation efficiency of the battery support member 211 with heat sink 221.

[0077] In other words, this embodiment can comprehensively analyze the number of various types of battery support members 211 that can be installed on the hollow part of the vehicle frame 300 and the heat dissipation efficiency of the battery support member 211 with heat sink 221, so as to optimize the matching of quantity and heat dissipation efficiency, thereby selecting the optimal battery support member 211, and thus ensuring the maximum heat dissipation efficiency of the battery support module 210 and auxiliary heat dissipation module of the designed vehicle battery thermal cycle system.

[0078] Preferably, S3 includes:

[0079] S31. Simulate the formation of battery support module 210, and simulate the installation of battery support module 210 inside the hollow part of the vehicle frame 300.

[0080] S32. Simulate setting the active heat dissipation module 230 at different distances from the battery support module 210, and analyze the heat dissipation efficiency of the battery support module 210 and the auxiliary heat dissipation module.

[0081] S33. Confirm the distance between the active heat dissipation module 230 and the battery support module 210.

[0082] In other words, this embodiment can confirm the distance between the active heat dissipation module 230 and the battery support module 210 through simulation, so as to ensure the accuracy of the design results.

[0083] Furthermore, the above-mentioned S3 also includes:

[0084] S34. Simulate and monitor the heat dissipation efficiency of the battery support module 210 and the auxiliary heat dissipation module when the active heat dissipation module 230 is under different control parameters.

[0085] This embodiment can select the optimal control parameters by comparing the heat dissipation efficiency of the battery support module 210 and the auxiliary heat dissipation module when the active heat dissipation module 230 is under different control parameters.

[0086] It is understandable that the heat dissipation performance of the vehicle battery thermal cycling system designed using the design method of the vehicle battery thermal cycling system in this embodiment can be greatly improved.

[0087] For example, in this embodiment, the outer wall 2112 of the battery support member 211 has a rectangular cross-section, and the battery support member 211 is composed of four support parts 2114, which are sleeved on the outer periphery of the battery cell 100.

[0088] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A design method for a vehicle battery thermal cycling system, used to design a vehicle battery thermal cycling system, the vehicle battery thermal cycling system comprising: The battery support module (210) includes a battery support member (211), in which a battery cell (100) is housed. The battery support member (211) includes an inner sidewall (2111) and an outer sidewall (2112). The inner sidewall (2111) is attached to the outer periphery of the battery cell (100) and forms a channel (2113) for the flow of cooling fluid between it and the outer sidewall (2112). The auxiliary heat dissipation module includes a heat sink (221) disposed in the channel (2113), the heat sink (221) is mounted on the inner sidewall (2111), and the heat of the battery cell (100) can be conducted to the heat sink (221) through the inner sidewall (2111); and An active heat dissipation module (230) is spaced apart from the battery support module (210) and is capable of supplying cooling fluid to the battery support module (210). The cooling fluid can enter the channel (2113) from one end of the battery support member (211) near the battery support module (210) and exit the channel (2113) from the other end of the battery support member (211) away from the battery support module (210). The extension direction of the channel (2113) is parallel to the extension direction of the battery cell (100) sleeved inside the battery support (211), and the extension direction of the heat sink (221) is parallel to the extension direction of the channel (2113). At least two heat sinks (221) are provided in the channel (2113) of any of the battery support members (211), and the at least two heat sinks (221) are evenly arranged around the center line of the battery cell (100). The active cooling module (230) includes a fan (231) configured to blow cooling air to the battery support module (210); The vehicle battery thermal cycling system is characterized in that it is installed inside a hollow portion of the vehicle body frame (300), and the design method of the vehicle battery thermal cycling system includes: S1. Based on the shape and size of the cross-section of the hollow part on the vehicle frame (300) and the shape and size of the cross-section of the battery cell (100), design the shape and size of the cross-section of the battery support (211) fitted around the outer periphery of the battery cell (100). S2. Design the shape and dimensions of the cross-section of the heat sink (221); S3. Design the distance between the active heat dissipation module (230) and the battery support module (210) and the control parameters of the active heat dissipation module (230); S1 includes: S11. Simulation simulates the installation of the battery cell (100) and the preset battery support (211) inside the hollow part of the vehicle frame (300); S12. Analyze the shape and size of the cross-section of the battery cell (100), the shape and size of the cross-section of the preset battery support (211), and the shape and size of the cross-section of the hollow part on the vehicle frame (300), and design the number of battery support (211) that can be installed inside the hollow part on the vehicle frame (300). S13. Simulate the internal structure of the hollow part of the vehicle frame (300) by stacking the battery support (211) on the vehicle frame (300) and use CAE software to simulate the stress on the hollow part of the vehicle frame (300).

2. The design method of the vehicle battery thermal cycling system according to claim 1, characterized in that, S2 includes: S21. Using STARCCM software for simulation, analyze the heat dissipation efficiency of the battery support (211); S22. Using STARCCM software for simulation, analyze the heat dissipation efficiency of the heat sink (221) with different cross-sections of different shapes and sizes, and compare the heat dissipation efficiency of the heat sink (221) with different cross-sections of different shapes and sizes. S23. Using STARCCM software for simulation, analyze the heat dissipation efficiency of the battery support (211) with the heat sink (221) and confirm the number of heat sinks (221) and the installation position of the heat sinks (221).

3. The design method of the vehicle battery thermal cycling system according to claim 2, characterized in that, S2 further includes: S24. A comprehensive analysis is conducted on the number of battery support members (211) that can be installed on the hollow part of the vehicle frame (300) and the heat dissipation efficiency of the battery support member (211) with the heat sink (221).

4. The design method of the vehicle battery thermal cycling system according to claim 1, characterized in that, S3 includes: S31. Simulate the formation of the battery support module (210) and simulate the installation of the battery support module (210) inside the hollow part of the vehicle frame (300); S32. Simulate setting the active heat dissipation module (230) at different distances from the battery support module (210), and analyze the heat dissipation efficiency of the battery support module (210) and the auxiliary heat dissipation module; S33. Confirm the distance between the active heat dissipation module (230) and the battery support module (210).

5. The design method of the vehicle battery thermal cycling system according to claim 4, characterized in that, S3 further includes: S34. Simulate and monitor the heat dissipation efficiency of the battery support module (210) and the auxiliary heat dissipation module when the active heat dissipation module (230) is under different control parameters.

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