A new energy automobile battery thermal management system based on heat pump and water cooling heat dissipation

Abstract

The application provides a new energy automobile battery thermal management system based on a heat pump and water cooling heat dissipation, which is installed in a battery pack shell and comprises four modules, namely, a battery pack integrated module, a heat pump air conditioner module, a motor control module and a passenger cabin heating and refrigeration module; the refrigerant in the battery pack integrated module is communicated with the heat pump air conditioner module, the heat pump air conditioner module is connected with the motor control module through a heat exchanger and is used for controlling the temperature of the motor; the passenger cabin heating and refrigeration module is divided into three branches, the heat pump air conditioner module is used to reduce the whole vehicle thermal management cost, the uniformity of the temperature in the vehicle is improved, the requirements of refrigeration and heating are met, and the comfort requirement of the temperature in the vehicle is improved.

Description

Technical Field

[0001] This invention belongs to the technical field of temperature control devices, specifically relating to a thermal management system for new energy vehicle batteries based on heat pumps and water cooling. Background Technology

[0002] New energy vehicles have emerged rapidly in recent years, showing a strong trend of replacing traditional fuel vehicles, especially in terms of operating costs. New energy vehicles have the inherent advantage of low electricity prices. However, the bottleneck hindering the development of new energy vehicles remains the battery. With no breakthroughs in battery technology, optimizing and improving the battery's thermal management system has become a very hot topic.

[0003] The most important components of new energy vehicles are the battery pack and various related accessories. When the battery pack is working, it converts chemical energy into electrical energy, which inevitably generates heat. Since the battery pack of a new energy vehicle is composed of multiple battery cells connected in series and parallel, if the performance of some battery cells deteriorates due to excessive temperature, it will cause a significant decrease in the performance of the entire battery pack. If a certain number of battery cells fail, the entire battery pack may be unable to meet normal use requirements.

[0004] In addition, the battery pack can also overheat during charging, which can cause short circuits in some circuits of the battery pack in severe cases. Overheating or short circuits can easily lead to deterioration of the battery pack's performance, or even cause serious accidents such as battery pack combustion or explosion, posing a significant threat to the life safety of passengers.

[0005] Furthermore, in northern regions of China, the winters are cold. Since most electric vehicles currently use lithium batteries as their power source, the activity of lithium in lithium batteries is greatly reduced at low temperatures, making both charging and discharging processes less efficient. Excessively low temperatures can cause the power batteries of new energy vehicles to malfunction, thus preventing the vehicles from starting normally.

[0006] Therefore, it is necessary to design a thermal management system for new energy vehicle batteries to keep the temperature of the battery pack within a certain range and meet the operating conditions of new energy vehicles under various temperature conditions. Summary of the Invention

[0007] The technical problem to be solved by the present invention is to address the shortcomings of the prior art by providing a new energy vehicle battery thermal management system based on heat pump and water cooling, which can both cool and heat the new energy vehicle power battery, provide good cooling effect and high heating efficiency, and meet passenger comfort requirements.

[0008] To achieve the above-mentioned technical objectives, the technical solution adopted by the present invention is as follows:

[0009] A new energy vehicle battery thermal management system based on heat pump and water cooling is installed inside the battery pack housing and includes four main modules: a battery pack integration module, a heat pump air conditioning module, a motor control module, and a passenger compartment heating and cooling module. The refrigerant in the battery pack integration module is connected to the heat pump air conditioning module, which is connected to the motor control module via a heat exchanger to control the motor temperature. The passenger compartment heating and cooling module is divided into three branches: one branch connects to the refrigerant in the battery pack integration module for heating and cooling; the second branch connects to the heat pump air conditioning module for heating and cooling the passenger compartment; and the third branch connects to a PTC auxiliary heating device and a warm air pump for auxiliary rapid heating.

[0010] In the above scheme, the battery pack integration module includes a battery pack, a battery water pump for refrigerant flow, and two semiconductor chip cooling devices (chillers) directly connected to the battery pack circuit. One of the chillers, the first chiller EXV, is connected to the heat pump air conditioning module and provides it with refrigerant for heat exchange between the refrigerant four-way valve and the liquid-gas separator. The other chiller is directly connected to the passenger cabin heating and cooling module via an electric three-way valve for cooling the passenger cabin.

[0011] In the above scheme, the heat pump air conditioning module adopts an EXCV heat pump air conditioning module, which includes a refrigerant four-way valve and a liquid-gas separator. The liquid-gas separator is connected to the water-cooled condenser through the four-way valve and is also connected to the electric compressor. In addition, the heat pump air conditioning module is also connected to the first chiller EXV through a circuit, so that the heat generated by the liquid-gas separation can be provided to the battery pack for heating when it is not cooling.

[0012] In the above scheme, the motor control module is set up relatively independently from other modules, including a low-temperature radiator, a low-temperature water pump, a multi-function controller, a motor controller, and a motor. The low-temperature radiator is a plate heat exchanger structure that exchanges heat with the external heat exchanger of the heat pump air conditioning module to raise the temperature of the motor in the cold start state. The external heat exchanger is equipped with a brushless fan to accelerate the heat exchange efficiency. When the motor operating temperature is too high, the high temperature is transferred to the passenger compartment through an electric four-way valve to accelerate the heating of the passenger compartment.

[0013] In the above scheme, the passenger cabin heating and cooling module includes an evaporator and a warm air core. The refrigerant in the evaporator directly forms a circuit with the heat pump air conditioning module, and the warm air core is directly connected to the PTC auxiliary heating device and the warm air water pump through an electric three-way valve.

[0014] In the above scheme, the warm air core of the passenger cabin heating and cooling module is also connected to the water cooling system of the battery pack through an electric three-way valve to receive excess heat from the battery pack.

[0015] A thermal management method for new energy vehicle batteries based on heat pumps and water cooling is characterized by including battery pack temperature control and passenger compartment temperature control, which respectively include two methods: cooling and heating.

[0016] All heating and cooling methods are centered around the heat pump air conditioning module, which cools and heats the battery pack, motor, and passenger compartment.

[0017] The refrigerant in the battery pack is connected to the heat pump air conditioning module to form a circuit. The heat pump air conditioning module can both lower the temperature of the battery pack and heat it. At the same time, the heat pump air conditioning module also provides excess heat to the motor for heating through a heat exchange system.

[0018] The passenger cabin is cooled using an evaporator and refrigerant. The evaporator also forms a loop with the heat pump air conditioning module, and the cooling is directly achieved through the heat pump air conditioning module.

[0019] There are three ways to heat the passenger cabin: one is to heat the battery pack directly through a circuit to the heating chip in the passenger cabin; the second is to connect the passenger cabin and the heat pump air conditioning module to form a circuit for heating; and the third is to use PTC for auxiliary heating.

[0020] In the above scheme, multiple control valves are connected between the evaporator and the heat pump air conditioning module, including SOV valve and TXV valve. By detecting the temperature, the two valves will open simultaneously when the outside temperature is lower or higher than the preset value, and then the electric compressor will start, and the heat pump air conditioning module will start cooling or heating.

[0021] In the above scheme, the heat pump air conditioning module also directly participates in the control of motor temperature. The heat pump air conditioning module does not have direct contact with the motor control module, but transfers heat to the low-temperature radiator through a brushless fan and an external heat exchanger. The low-temperature radiator transfers heat to the motor through a loop, ensuring that the motor starts in a low-temperature state.

[0022] In the above scheme, since the motor control module does not directly contact the heat pump air conditioning module, when the motor temperature is too high, the excess heat is transferred to the low-temperature radiator through the circuit and the motor controller. Since the brushless fan blows heat from the external heat exchanger to the low-temperature radiator, and the low-temperature radiator cannot quickly transfer heat to the external heat exchanger, the low-temperature radiator cools down quickly under the action of the brushless fan, which in turn causes the motor to cool down quickly.

[0023] The principle of this invention is as follows:

[0024] This invention revolutionizes the traditional thermal management model for new energy vehicle batteries. Besides using traditional evaporator cooling and PTC heating, it primarily employs a heat pump air conditioning module as its core. This design ensures no heat is wasted in either cooling or heating. The heat energy of the heat pump air conditioning module comes from the refrigerant, which then heats the battery pack, motor, and passenger compartment. For cooling, the battery pack integrates a semiconductor chip cooling device (chiller), enabling rapid and intelligent cooling, and forming a loop with the heat pump air conditioning for superior cooling performance. As for heating, it still revolves around the heat pump air conditioning module, employing three heating modes to quickly heat the battery pack and motor.

[0025] The beneficial effects of this invention are as follows:

[0026] 1. The core of this invention is a heat pump air conditioning module heating method, which can both cool and heat the power battery of new energy vehicles, and has high efficiency in heating and cooling the power battery of new energy vehicles.

[0027] 2. This invention, through the principle of unidirectional heat exchange, ensures the operating temperature range of the motor and improves the motor's operating efficiency in high or low temperature modes.

[0028] 3. This invention employs three heating modes for the passenger cabin, which are not only fast but also adjustable, ensuring passenger comfort. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the external structure of the present invention.

[0030] Figure 2 This is a schematic diagram of the external interface of the present invention.

[0031] Figure 3 This is a modular structural diagram of the internal electrical components of the invention.

[0032] In the diagram, 1 is the condenser refrigerant inlet, 2 is the low-pressure interface, 3 is the high-pressure interface, 4 is the refrigerant charging port, 5 is the shock-absorbing base, 6 is the battery pack water inlet, 7 is the battery pack water outlet, 8 is the water replenishment port, 9 is the heater inlet, 10 is the heater outlet, 11 is the engine water inlet, 12 is the engine water outlet, 13 is the condenser refrigerant outlet, 14 is the evaporator refrigerant inlet, and 15 is the evaporator refrigerant outlet. Detailed Implementation

[0033] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0034] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0035] In this application, the terms "upper," "lower," "left," "right," "front," "rear," "top," "bottom," "inner," "outer," "middle," "vertical," "horizontal," "lateral," and "longitudinal" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments, and are not intended to limit the indicated device, element, or component to having a specific orientation, or to be constructed and operated in a specific orientation.

[0036] Furthermore, in addition to indicating location or positional relationship, some of the aforementioned terms may also have other meanings. For example, the term "above" may also be used in some cases to indicate a certain dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application based on the specific circumstances.

[0037] Furthermore, the terms "fixed," "set," "equipped with," "connected," "linked," and "socketed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; 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, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of these terms in this application based on the specific circumstances.

[0038] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The specific embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0039] like Figure 1 Figure 2 Figure 3 As shown, this invention provides a new energy vehicle battery thermal management system based on heat pump and water cooling. This system, installed within the battery pack housing, comprises four main modules: a battery pack integration module, a heat pump air conditioning module, a motor control module, and a passenger compartment heating and cooling module. The refrigerant within the battery pack integration module is connected to the heat pump air conditioning module, which in turn is connected to the motor control module via a heat exchanger to control the motor temperature. The passenger compartment heating and cooling module has three branches: one branch connects to the refrigerant in the battery pack integration module for heating and cooling; a second branch connects to the heat pump air conditioning module for heating and cooling the passenger compartment; and a third branch connects to a PTC auxiliary heating device and a warm air pump for rapid heating.

[0040] In this embodiment, the battery pack housing is a closed structure. To facilitate the installation of refrigerant and other circulation and control systems, multiple interfaces are provided, including a condenser refrigerant inlet 1, a condenser refrigerant outlet 13, a low-pressure interface 2, a high-pressure interface 3, a refrigerant charging port 4, a shock-absorbing base 5, a battery pack water inlet 6, a battery pack water outlet 7, 8, a water replenishment port 8, a heater water inlet 9, a heater water outlet 10, an engine water inlet 11, an engine water outlet 12, an evaporator refrigerant inlet 14, and an evaporator refrigerant outlet 15. All of these interfaces are integrated on the battery pack housing and communicate with the outside world through their respective interfaces.

[0041] In this embodiment, as Figure 3 The battery pack integrated module shown includes a battery pack, which is encased in refrigerant and equipped with a battery water pump for refrigerant circulation. The battery pack circuit is directly connected to two semiconductor chip cooling devices (chillers). One of these chillers, the first chiller EXV, is connected to a heat pump air conditioning module via a refrigerant four-way valve, supplying it with refrigerant for heat exchange with the liquid-gas separator tank. The other chiller is directly connected to the passenger cabin heating and cooling module via an electrically operated three-way valve for cooling the passenger cabin.

[0042] In this embodiment, as Figure 3The heat pump air conditioning module shown uses an EXCV heat pump air conditioning module, which includes a refrigerant four-way valve and a liquid-gas separator. The liquid-gas separator is connected to the water-cooled condenser through the four-way valve and is also connected to the electric compressor. In addition, the heat pump air conditioning module is also connected to the first chiller EXV through a loop to form a loop, so that the heat generated by the liquid-gas separation can be provided to the battery pack for heating when not cooling.

[0043] In this embodiment, as Figure 3 The motor control module shown is set up relatively independently from other modules, including a low-temperature radiator, a low-temperature water pump, a multi-function controller, a motor controller, and a motor. The low-temperature radiator is a plate heat exchanger structure that exchanges heat with the external heat exchanger of the heat pump air conditioning module to raise the temperature of the motor during cold start. The external heat exchanger is equipped with a brushless fan to accelerate the heat exchange efficiency. When the motor operating temperature is too high, the high temperature is transferred to the passenger compartment through an electric four-way valve to accelerate the heating of the passenger compartment.

[0044] In this embodiment, as Figure 3 The passenger cabin heating and cooling module shown includes an evaporator and a heater core. The refrigerant in the evaporator forms a loop directly with the heat pump air conditioning module. The heater core is directly connected to the PTC auxiliary heating device and the heater water pump via an electric three-way valve. The evaporator has upper and lower ports. The upper port is connected to the TXV valve and the SOV valve. The TXV valve is an electronic expansion valve, and the SOV valve is a solenoid valve. The other port of the evaporator is connected to the refrigerant system loop.

[0045] In this embodiment, as Figure 3 In the passenger cabin heating and cooling module shown, the heater core is also connected to the water cooling system of the battery pack via an electric three-way valve to receive excess heat from the battery pack.

[0046] In this embodiment, a new energy vehicle battery thermal management method based on heat pump and water cooling includes battery pack temperature control and passenger compartment temperature control, which respectively include two methods: cooling and heating.

[0047] All heating and cooling methods are centered around the heat pump air conditioning module, which cools and heats the battery pack, motor, and passenger compartment.

[0048] The refrigerant in the battery pack is connected to the heat pump air conditioning module to form a circuit. The heat pump air conditioning module can both lower the temperature of the battery pack and heat it. At the same time, the heat pump air conditioning module also provides excess heat to the motor for heating through a heat exchange system.

[0049] The passenger cabin is cooled using an evaporator and refrigerant. The evaporator also forms a loop with the heat pump air conditioning module, and the cooling is directly achieved through the heat pump air conditioning module.

[0050] There are three ways to heat the passenger cabin: one is to heat the battery pack directly through a circuit to the heating chip in the passenger cabin; the second is to connect the passenger cabin and the heat pump air conditioning module to form a circuit for heating; and the third is to use PTC for auxiliary heating.

[0051] In this embodiment, multiple control valves, including SOV valve and TXV valve, are connected between the evaporator and the heat pump air conditioning module. By detecting the temperature, the two valves will open simultaneously when the outside temperature is lower or higher than a preset value, and then the electric compressor will start, and the heat pump air conditioning module will start cooling or heating.

[0052] In this embodiment, the heat pump air conditioning module also directly participates in the control of motor temperature. The heat pump air conditioning module does not directly contact the motor control module, but transfers heat to the low-temperature radiator through a brushless fan and an external heat exchanger. The low-temperature radiator transfers heat to the motor through a loop, ensuring that the motor starts in a low-temperature state.

[0053] In this embodiment, since the motor control module does not directly contact the heat pump air conditioning module, when the motor temperature is too high, the excess heat is transferred to the low-temperature radiator through the circuit and the motor controller. Since the brushless fan blows heat from the external heat exchanger to the low-temperature radiator, and the low-temperature radiator cannot quickly transfer heat to the external heat exchanger, the low-temperature radiator cools down quickly under the action of the brushless fan, thereby causing the motor to cool down quickly.

[0054] There are two radiators inside the vehicle, one located at the top and the other at the bottom. The two radiators are connected in parallel, and each radiator is equipped with a fan.

[0055] The compressor is a full DC inverter compressor, which can automatically adjust the compressor output according to changes in battery load and vehicle air conditioning load, reducing the number of compressor start-stop cycles and achieving energy saving and precise temperature control.

[0056] The evaporator is a plate heat exchanger. During cooling operation, cold water is produced by the evaporation of refrigerant in the plate heat exchanger. During heating operation, it releases heat as a condenser to produce hot water.

[0057] The refrigerant flow regulating valve is an electronic expansion valve. The opening of the electronic expansion valve is adjusted according to the refrigerant flow demand of the system load to ensure the refrigerant flow of the system during operation.

[0058] PTC (Potentially Transmitted Chemical) heating is used as an auxiliary heating device to increase the rate of battery and vehicle interior warm-up. Simultaneously, the electric heater is activated during defrosting by the vehicle's air conditioning system to enhance the defrosting effect and speed. The refrigerant electric heater employs stepped control, ensuring heating effectiveness while reducing system power consumption and start-stop frequency, and achieving precise temperature control.

[0059] In summer, when the vehicle is cooling down, the radiator on the roof is turned on, using an upward and upward airflow pattern. In winter, when the vehicle is heating up, the radiators on the top and bottom are turned on, achieving an upward and upward airflow pattern combined with a downward and downward airflow pattern. This improves the uniformity of the temperature inside the vehicle, meets the need for a cool head and warm feet, and enhances the comfort of the vehicle's interior temperature.

[0060] The vehicle interior heating primarily utilizes a heat pump air conditioning module to produce high-temperature refrigerant, thereby raising the interior temperature. The auxiliary electric heating power is determined based on ambient temperature conditions. This achieves energy savings while maintaining the required interior temperature.

[0061] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of protection claimed by the present invention. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A new energy vehicle battery thermal management system based on heat pump and water cooling, installed inside the battery pack housing, comprising four main modules: a battery pack integration module, a heat pump air conditioning module, a motor control module, and a passenger compartment heating and cooling module; wherein the refrigerant in the battery pack integration module is connected to the heat pump air conditioning module, and the heat pump air conditioning module is connected to the motor control module through a heat exchanger for controlling the motor temperature; the passenger compartment heating and cooling module is divided into three branches: one branch is connected to the refrigerant in the battery pack integration module for heating and cooling; the second branch is connected to the heat pump air conditioning module for heating and cooling the passenger compartment; and the third branch is connected to a PTC auxiliary heating device and a warm air water pump for assisting rapid heating; The battery pack integration module includes a battery pack, a battery water pump for refrigerant flow, and directly connects the battery pack circuit to two semiconductor chip cooling devices (chillers). One chiller, designated as the first chiller EXV, connects to the heat pump air conditioning module and provides it with refrigerant for heat exchange between the refrigerant four-way valve and the liquid-gas separator tank; the other chiller is directly connected to the passenger cabin heating and cooling module via an electric three-way valve for cooling the passenger cabin. The passenger cabin heating and cooling module includes an evaporator and a warm air core. The refrigerant in the evaporator forms a circuit directly with the heat pump air conditioning module. The warm air core is directly connected to the PTC auxiliary heating device and the warm air water pump through an electric three-way valve. In the passenger cabin heating and cooling module, the warm air core is also connected to the water cooling system of the battery pack through an electric three-way valve to receive excess heat from the battery pack.

2. The new energy vehicle battery thermal management system based on heat pump and water cooling as described in claim 1, characterized in that: The heat pump air conditioning module adopts an EXCV heat pump air conditioning module, which includes a refrigerant four-way valve and a liquid-gas separator. The liquid-gas separator is connected to the water-cooled condenser through the four-way valve and is also connected to the electric compressor. In addition, the heat pump air conditioning module is also connected to the first chiller EXV through a circuit, so that the heat generated by the liquid-gas separation can be provided to the battery pack for heating when it is not cooling.

3. A new energy vehicle battery thermal management system based on heat pump and water cooling as described in claim 1, characterized in that: The motor control module is set up relatively independently from other modules, including a low-temperature radiator, a low-temperature water pump, a multi-function controller, a motor controller, and a motor. The low-temperature radiator is a plate heat exchanger structure that exchanges heat with the external heat exchanger of the heat pump air conditioning module to raise the temperature of the motor during cold start. The external heat exchanger is equipped with a brushless fan to accelerate the heat exchange efficiency. When the motor operating temperature is too high, the high temperature is transferred to the passenger compartment through an electric four-way valve to accelerate the heating of the passenger compartment.

4. The battery thermal management method of a new energy vehicle battery thermal management system based on heat pump and water cooling as described in claim 1, characterized in that, This includes battery pack temperature control and passenger cabin temperature control, which each include cooling and heating methods. All heating and cooling methods are centered around the heat pump air conditioning module, which cools and heats the battery pack, motor, and passenger compartment. The refrigerant in the battery pack is connected to the heat pump air conditioning module to form a circuit. The heat pump air conditioning module can both lower the temperature of the battery pack and heat it. At the same time, the heat pump air conditioning module also provides excess heat to the motor for heating through a heat exchange system. The passenger cabin is cooled by an evaporator and refrigerant. The evaporator also forms a loop with the heat pump air conditioning module, and the cooling is directly achieved through the heat pump air conditioning module. There are three ways to heat the passenger cabin: one is to heat the battery pack directly through a circuit to the heating chip in the passenger cabin; the second is to connect the passenger cabin and the heat pump air conditioning module to form a circuit for heating; and the third is to use PTC for auxiliary heating.

5. The new energy vehicle battery thermal management method based on heat pump and water cooling according to claim 4, characterized in that: The evaporator and the heat pump air conditioning module are connected by multiple control valves, including SOV valve and TXV valve. By detecting the temperature, the two valves will open simultaneously when the outside temperature is lower or higher than the preset value. Then the electric compressor will start and the heat pump air conditioning module will start cooling or heating.

6. The new energy vehicle battery thermal management method based on heat pump and water cooling according to claim 4, characterized in that: The heat pump air conditioning module also directly participates in the control of motor temperature. The heat pump air conditioning module does not have direct contact with the motor control module. Instead, it transfers heat to the low-temperature radiator through a brushless fan and an external heat exchanger. The low-temperature radiator transfers heat to the motor through a loop, ensuring that the motor starts in a low-temperature state.

7. The new energy vehicle battery thermal management method based on heat pump and water cooling according to claim 4, characterized in that: Since the motor control module does not directly contact the heat pump air conditioning module, when the motor temperature is too high, the excess heat is transferred to the low-temperature radiator through the circuit and the motor controller. Since the brushless fan blows heat from the external heat exchanger to the low-temperature radiator, and the low-temperature radiator cannot quickly transfer heat to the external heat exchanger, the low-temperature radiator cools down quickly under the action of the brushless fan, which in turn causes the motor to cool down quickly.

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