A thermal management device for electric vehicle battery

Abstract

The present invention relates to the field of battery thermal management technology, and specifically to an electric vehicle battery thermal management device, which is applied to electric vehicles and includes: a frame, a backup battery, a power generation unit, a TEC thermoelectric unit, a timer and a controller, wherein: the frame includes a front enclosure, a chassis and a rear enclosure, a first battery slot and a second battery slot are provided on the chassis, and the first battery slot and the second battery slot are connected; the TEC thermoelectric unit is arranged in the first battery slot, the TEC thermoelectric unit is electrically connected to a TEC driver, and the TEC thermoelectric unit is electrically connected to the backup battery. When the present invention uses an electric vehicle under low temperature conditions, the battery can be preheated in advance, so that the internal electrochemical reaction speed of the battery is accelerated when the battery is discharging, thereby ensuring the charging and discharging efficiency of the battery and increasing the cruising range of the electric vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of battery thermal management, and in particular to a thermal management device for an electric vehicle battery. Background Art

[0002] Electric vehicle battery thermal management is a technology that ensures that the battery operates within an ideal temperature range to improve battery performance, extend battery life, and ensure safety.

[0003] The current thermal management function of the batteries of electric vehicles, especially electric bicycles, usually only has a heat dissipation function and cannot preheat or heat the battery. In winter when the temperature is low, especially when the temperature is below zero degrees Celsius, the electrochemical reaction rate inside the battery slows down, thereby affecting the battery's charging and discharging efficiency and reducing the electric vehicle's range. Summary of the invention

[0004] In view of this, the purpose of the present invention is to propose an electric vehicle battery thermal management device to solve the problem that when the temperature is low in winter, the electrochemical reaction rate inside the battery slows down, thereby affecting the battery's charging and discharging efficiency and reducing the electric vehicle's cruising range.

[0005] Based on the above purpose, the present invention provides an electric vehicle battery thermal management device, which is applied to an electric vehicle, including: a frame, a backup battery, a power generation unit, a TEC thermoelectric unit, a timer and a controller, wherein:

[0006] The frame includes a front enclosure, a chassis and a rear enclosure, the chassis is provided with a first battery slot and a second battery slot, and the first battery slot and the second battery slot are connected;

[0007] The backup battery is arranged in the second battery slot, and the first battery slot is used for placing the working battery;

[0008] The power generation unit comprises a first generator, an electric cylinder and a first gear arranged on the rear enclosure, the first generator is electrically connected to the backup battery, a sliding sleeve is axially slidably connected to the rotating shaft of the first generator, a second gear is arranged at one end of the sliding sleeve, a ring is arranged on the surface of the sliding sleeve, a ring groove is arranged on the ring, the telescopic rod of the electric cylinder is slidably connected in the groove, a transmission wheel is arranged on the first gear, and the transmission wheel is connected to the rear wheel of the electric vehicle through a transmission belt;

[0009] The TEC thermoelectric unit is arranged in the first battery slot, the TEC thermoelectric unit is electrically connected to a TEC driver, and the TEC thermoelectric unit is electrically connected to the backup battery;

[0010] The working time of the TEC thermoelectric unit is set by the timer. When the working time is reached, the controller controls the backup battery to supply power to the TEC thermoelectric unit to heat the working battery.

[0011] Optionally, the battery thermal management device also includes a temperature sensor, which is arranged on the working battery. When the temperature sensor detects that the temperature on the working battery is lower than a first predetermined temperature during driving, the controller controls the TEC thermoelectric unit to operate; when the temperature sensor detects that the temperature on the working battery is higher than a second predetermined temperature, the controller controls the TEC thermoelectric unit to stop operating.

[0012] Optionally, the battery thermal management device further includes a Hall sensor, which is disposed at the handle. When the Hall sensor detects that the handle is rotated at an angle greater than a predetermined angle, the controller controls the electric cylinder to shorten, so that the first gear and the second gear are separated.

[0013] Optionally, the battery thermal management device also includes a heat dissipation unit, which includes a first ventilation slot arranged on the front enclosure, the first ventilation slot is connected to the first battery slot, a second ventilation slot is arranged at the second battery slot, four evenly distributed installation frames made of copper material are arranged in the first battery slot, the installation frames are fitted with the outer surface of the working battery, and the distribution of the installation frames allows three parallel distributed first ventilation ducts and three vertically distributed second ventilation ducts to be formed in the first battery slot, the first ventilation slot is arranged in the middle of the first ventilation duct, and a diverter plate is arranged in front of the middle of the first ventilation duct, and the diverter plate allows the wind entering the first battery slot to be diverted to the three first ventilation ducts.

[0014] Optionally, a plurality of TEC thermoelectric units are provided, and the plurality of TEC thermoelectric units are respectively arranged on the side of the second ventilation duct near the middle of the installation frame, and the heat dissipation fins on the TEC thermoelectric unit extend to the first ventilation duct. When the temperature sensor detects that the temperature exceeds a third predetermined temperature, the controller controls the backup battery to supply power to the TEC thermoelectric unit for a predetermined time interval, and the current changes its flow direction through the TEC driver, so that the heating plate on the TEC thermoelectric unit is transformed into a cooling plate.

[0015] Optionally, a fan blade is provided in the first ventilation slot, a second generator is provided in the middle of the fan blade, and the second generator is electrically connected to the backup battery.

[0016] Optionally, the first ventilation slot includes an inclined first ventilation section and a horizontally arranged second ventilation section, an arc-shaped protrusion is provided at the intersection of the upper ends of the first ventilation section and the second ventilation section, the arc-shaped protrusion is used to prevent rainwater from flowing down along the upper edge of the second ventilation section when going uphill, a third ventilation slot penetrating downward is provided at the second ventilation section, a first wind shield is provided at the intersection of the rear end of the third ventilation slot and the second ventilation section, and the second ventilation section is provided with two fixed slots, when the first wind shield is located at one fixed slot, the first wind shield is in a vertical state so that the second ventilation section is closed, when the first wind shield is located at the other fixed slot, the first wind shield is in an inclined state, the third ventilation slot is also provided with a fixed slot, and when the first wind shield is located at the fixed slot of the third ventilation slot, the first wind shield is in a horizontal state so that the third ventilation slot is closed.

[0017] In winter, since the outside temperature is relatively low, at this time, we do not want the outside cold air to enter the first battery slot. At this time, we can rotate the first wind shield to a vertical state so that the second ventilation section is closed. At this time, after the airflow passes through the first ventilation section, it flows out from the third ventilation slot and will not enter the first battery slot. When we want a larger airflow to enter the first battery slot for heat dissipation and cooling in summer, we can rotate the first wind shield to the fixed slot located at the third ventilation slot. The optional first wind shield is elastically deformed and clamped in the fixed slot. The first wind shield is in a horizontal state so that the third ventilation slot is closed. In this way, the airflow mainly passes through the first ventilation section and the second ventilation section and then flows into the first battery slot. When the temperature is high and it is raining, in order to avoid rain When water enters the first electromagnetic slot, the first wind shield can be located in another fixed slot so that the first wind shield is in an inclined state. The rainwater passes through the first ventilation section and falls into the second ventilation section. The second ventilation section is designed horizontally, so that the rainwater can be decelerated. After the rainwater is decelerated, it flows out through the third ventilation slot. The first wind shield can further prevent the rainwater from entering the first battery slot. When going uphill, the rainwater passes through the arc-shaped protrusion. Due to the shape design of the arc-shaped protrusion, the rainwater falls from the arc-shaped protrusion to the first wind shield under the condition of its own gravity and the vibration generated when the electric vehicle is running, and then flows out through the third ventilation slot, preventing the rainwater from flowing along the upper edge of the second ventilation section and entering the first battery slot when going uphill, thereby further improving the effect of preventing rainwater from entering the first battery slot.

[0018] Optionally, the second ventilation slot is arranged at an angle, and the wind blown out from the second ventilation slot is directed toward the lower half of the rear wheel of the electric vehicle. A second wind shield is provided in the second ventilation slot, and a fixed slot is also provided in the second ventilation slot. When the second wind shield is located in the fixed slot in the second ventilation slot, the second wind shield can block the second ventilation slot.

[0019] When the electric vehicle is running, the rear wheel rotates and drives the transmission wheel to rotate through the transmission belt, the transmission wheel drives the first gear to rotate, the first gear drives the second gear to rotate, and the second gear drives the rotating shaft of the first generator to rotate through the sliding sleeve to generate electricity to charge the backup battery. In winter when the temperature is low, when using the electric vehicle battery thermal management device, the working time of the TEC thermoelectric unit is set by the timer. For example, if the electric vehicle needs to be used at 8 o'clock the next day, the timer can be set to send a signal to the controller at 7:45. The controller controls the backup battery to supply power to the TEC thermoelectric unit to heat the working battery, so that the internal electrochemical reaction speed of the battery is accelerated when it is discharging, thereby ensuring the charging and discharging efficiency of the battery and increasing the cruising range of the electric vehicle.

[0020] From the above, it can be seen that when the electric vehicle is used under low temperature conditions, the present invention can preheat the battery in advance, so that the internal electrochemical reaction rate of the battery is accelerated when the battery is discharging, thereby ensuring the charging and discharging efficiency of the battery, and increasing the cruising range of the electric vehicle. The backup battery is designed separately and will not affect the power of the working battery. It is charged through the first generator and should not affect the charging time of the working battery. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only for the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0022] Figure 1 This is a schematic diagram of the structure of an electric vehicle according to an embodiment of the present invention;

[0023] Figure 2 for Figure 1 A side view of the first gear;

[0024] Figure 3 for Figure 1 A top view of the mid-frame;

[0025] Figure 4 for Figure 1 The enlarged view of point A in the middle;

[0026] Figure 5 This is an enlarged view of point A when the electric vehicle is going uphill.

[0027] The numbers in the figure are:

[0028] 1. Front enclosure; 2. Chassis; 3. Rear enclosure; 4. Backup battery; 5. TEC thermoelectric unit; 6. First generator; 7. Electric cylinder; 8. First gear; 9. Sliding sleeve; 10. Second gear; 11. Ring; 12. Drive wheel; 13. Drive belt; 14. First battery slot; 15. Second battery slot; 16. First ventilation slot; 17. Second ventilation slot; 18. Mounting frame; 19. First ventilation duct; 20. Second ventilation duct; 21. Diverter plate; 22. Cooling fins; 23. Fan blades; 24. Second generator; 25. First ventilation section; 26. Second ventilation section; 27. Arc-shaped protrusion; 28. Third ventilation slot; 29. ​​First wind deflector; 30. Fixing slot; 31. Second wind deflector; 32. Rear wheel. DETAILED DESCRIPTION

[0029] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with specific embodiments.

[0030] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the present invention should be understood by people with ordinary skills in the field to which the present invention belongs. The "first", "second" and similar words used in the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0031] like Figure 1-Figure 3 As shown, an electric vehicle battery thermal management device is applied to an electric vehicle, comprising: a frame, a backup battery 4, a power generation unit, a TEC thermoelectric unit 5, a timer and a controller, wherein:

[0032] The frame includes a front enclosure 1, a chassis 2 and a rear enclosure 3. The chassis 2 is provided with a first battery slot 14 and a second battery slot 15, and the first battery slot 14 and the second battery slot 15 are connected;

[0033] The backup battery 4 is arranged in the second battery slot 15, and the first battery slot 14 is used to place the working battery;

[0034] The power generation unit includes a first generator 6, an electric cylinder 7 and a first gear 8 arranged on the rear enclosure 3. The first generator 6 is electrically connected to the backup battery 4. A sliding sleeve 9 is axially slidably connected to the rotating shaft of the first generator 6. A second gear 10 is provided at one end of the sliding sleeve 9. A ring member 11 is provided on the surface of the sliding sleeve 9. A ring groove is provided on the ring member 11. The telescopic rod of the electric cylinder 7 is slidably connected in the groove. A transmission wheel 12 is provided on the first gear 8. The transmission wheel 12 is connected to the rear wheel 32 of the electric vehicle through a transmission belt 13.

[0035] The TEC thermoelectric unit 5 is disposed in the first battery slot 14 , the TEC thermoelectric unit 5 is electrically connected to a TEC driver, and the TEC thermoelectric unit 5 is electrically connected to the backup battery 4 ;

[0036] The working time of the TEC thermoelectric unit 5 is set by the timer. When the working time is reached, the controller controls the backup battery 4 to supply power to the TEC thermoelectric unit 5 to heat the working battery.

[0037] When the electric vehicle is running, the rear wheel 32 rotates and drives the transmission wheel 12 to rotate through the transmission belt 13, the transmission wheel 12 drives the first gear 8 to rotate, the first gear 8 drives the second gear 10 to rotate, and the second gear 10 drives the rotating shaft of the first generator 6 to rotate through the sliding sleeve 9 to generate electricity to charge the backup battery 4. In winter when the temperature is low, when using the battery thermal management device of the electric vehicle, the working time of the TEC thermoelectric unit 5 is set by the timer. For example, if the electric vehicle needs to be used at 8 o'clock the next day, the timer can be set to send a signal to the controller at 7:45. The controller controls the backup battery 4 to supply power to the TEC thermoelectric unit 5 to heat the working battery, so that the internal electrochemical reaction speed of the battery is accelerated when it is discharging, thereby ensuring the charging and discharging efficiency of the battery and increasing the cruising range of the electric vehicle.

[0038] From the above, it can be seen that when the electric vehicle is used under low temperature conditions, the present invention can preheat the battery in advance, so that the internal electrochemical reaction speed of the battery is accelerated when the battery is discharging, thereby ensuring the charging and discharging efficiency of the battery, and increasing the cruising range of the electric vehicle. The backup battery 4 is designed separately and will not affect the power of the working battery. It is charged through the first generator 6 and should not affect the charging time of the working battery.

[0039] In some embodiments, the battery thermal management device further includes a temperature sensor, which is disposed on the working battery. When the temperature sensor detects that the temperature on the working battery is lower than a first predetermined temperature during driving, the controller controls the TEC thermoelectric unit 5 to work, and when the temperature sensor detects that the temperature on the working battery is higher than a second predetermined temperature, the controller controls the TEC thermoelectric unit 5 to stop working. Currently, the working battery is usually a lead-acid battery, and the optimal operating temperature of the lead-acid battery is generally 20 degrees to 25 degrees. Therefore, the first predetermined temperature can be set to 18 degrees, and the second predetermined temperature can be set to 27 degrees. In the above manner, the operating temperature of the lead-acid battery can be maintained within a certain range of the optimal operating temperature, thereby further improving the endurance of the working battery.

[0040] In some embodiments, the battery thermal management device also includes a Hall sensor, which is disposed at the handle. When the Hall sensor detects that the handle is rotated at a greater angle than a predetermined angle, the controller controls the electric cylinder 7 to shorten, so that the first gear 8 and the second gear 10 are separated.

[0041] The first generator 6 will consume part of the mechanical energy when generating electricity. However, in some cases, such as going uphill or accelerating, it is best not to consume the mechanical energy elsewhere. When going uphill or accelerating, it is usually necessary to increase the rotation amplitude of the handle. When the Hall sensor detects that the handle is rotated at a greater angle than a predetermined angle, the controller controls the electric cylinder 7 to shorten so that the first gear 8 and the second gear 10 are separated. At this time, the first generator 6 will not generate electricity, and thus will not consume mechanical energy, so that the electric vehicle can have more power for going uphill or accelerating. When the Hall sensor detects that the handle is rotated at a less than predetermined angle, it may be going downhill or traveling at a constant speed. At this time, the controller controls the electric cylinder 7 to extend so that the first gear 8 and the second gear 10 are re-engaged. At this time, gravitational potential energy, inertia and part of the kinetic potential energy are used to continue to generate electricity.

[0042] In some embodiments, the battery thermal management device also includes a heat dissipation unit, which includes a first ventilation slot 16 arranged on the front enclosure 1, the first ventilation slot 16 is connected to the first battery slot 14, and a second ventilation slot 17 is provided at the second battery slot 15. Four evenly distributed installation frames 18 of copper material are provided in the first battery slot 14, and the installation frames 18 are fitted with the outer surface of the working battery. Through the distribution of the installation frames 18, three parallel first ventilation channels 19 and three vertically distributed second ventilation channels 20 are formed in the first battery slot 14. The first ventilation slot 16 is arranged in the middle of the first ventilation channel 19, and a diverter plate 21 is provided in front of the first ventilation channel 19 in the middle. The diverter plate 21 allows the wind entering the first battery slot 14 to be diverted to the three first ventilation channels 19.

[0043] The heat generated by the working battery during operation is transferred to the mounting frame 18. The electric vehicle generates wind during driving. The wind enters the first electromagnetic slot through the first ventilation slot 16. The wind passes through the diverter plate 21 so that the wind entering the first battery slot 14 can be diverted to the three first ventilation ducts 19, and then flows into the second battery slot 15 through the first ventilation duct 19 and is discharged from the second ventilation slot 17. The design of the three first ventilation ducts 19 allows the wind to pass through the mounting frame 18 more comprehensively, and the wind basically flows in a general direction from left to right, which ensures the smoothness of the flow, thereby better taking away the temperature on the mounting frame 18, thereby achieving a better heat dissipation effect.

[0044] In some embodiments, a plurality of the TEC thermoelectric units 5 are provided, and the plurality of the TEC thermoelectric units 5 are respectively arranged on the side of the second ventilation duct 20 near the middle of the installation frame 18, and the heat dissipation fins 22 on the TEC thermoelectric unit 5 extend to the first ventilation duct 19. When the temperature sensor detects that the temperature exceeds the third predetermined temperature, the controller controls the backup battery 4 to supply power to the TEC thermoelectric unit 5 for a predetermined time interval, and the current changes its flow direction through the TEC driver, so that the heating plate on the TEC thermoelectric unit 5 is transformed into a cooling plate.

[0045] Due to the design of the distribution of the installation frame 18, it is not easy for the wind to pass through the second ventilation duct 20, which affects the heat dissipation at the second ventilation duct 20. In order to solve this problem, the current flowing into the TEC thermoelectric unit 5 is changed, so that the heating plate on the TEC thermoelectric unit 5 is converted into a cooling plate, and the installation frame 18 at the second air duct is cooled. The heat is conducted to the first ventilation duct 19 through the cooling fins 22, and then the heat is taken away by the wind force at the first ventilation duct 19. In this way, the heat dissipation of the installation frame 18 at the second ventilation duct 20 is achieved, the heat dissipation is more comprehensive, and the heat dissipation effect is further improved.

[0046] like Figure 1 As shown, in some embodiments, a fan blade 23 is provided in the first ventilation slot 16, and a second generator 24 is provided in the middle of the fan blade 23, and the second generator 24 is electrically connected to the backup battery 4. When the electric vehicle is driving, wind will always be generated, and after the wind blows into the fan blade 23 in the first ventilation slot 16, it will drive the fan blade 23 to rotate, and the rotation of the fan blade 23 drives the second generator 24 to work, and the second generator 24 works to charge the backup battery 4. The backup battery 4 is charged by two generators, so that the power of the backup battery 4 can be guaranteed.

[0047] like Figure 1 , Figure 4 and Figure 5 As shown, in some embodiments, the first ventilation slot 16 includes a first ventilation section 25 that is inclined and a second ventilation section 26 that is horizontally arranged. An arc-shaped protrusion 27 is provided at the intersection of the upper ends of the first ventilation section 25 and the second ventilation section 26. The arc-shaped protrusion 27 is used to prevent rainwater from flowing down along the upper edge of the second ventilation section 26 when going uphill. A third ventilation slot 28 that penetrates downward is provided at the second ventilation section 26. A first wind shield 29 is provided at the intersection of the rear end of the third ventilation slot 28 and the second ventilation section 26. The second ventilation section 26 is provided with two fixed slots 30. When the first wind shield 29 is located at one fixed slot 30, the first wind shield 29 is in a vertical state so that the second ventilation section 26 is closed. When the first wind shield 29 is located at another fixed slot 30, the first wind shield 29 is in an inclined state. The third ventilation slot 28 is also provided with a fixed slot 30. When the first wind shield 29 is located at the fixed slot 30 at the third ventilation slot 28, the first wind shield 29 is in a horizontal state so that the third ventilation slot 28 is closed.

[0048] In winter, since the outside temperature is relatively low, at this time, the outside cold air is not desired to enter the first battery slot 14. At this time, the first wind shield 29 can be rotated to a vertical state so that the second ventilation section 26 is closed. At this time, the airflow passes through the first ventilation section 25 and flows out from the third ventilation slot 28 without entering the first battery slot 14. When it is desired in summer that a larger airflow enters the first battery slot 14 for heat dissipation and cooling, the first wind shield 29 can be rotated to the fixed slot 30 located at the third ventilation slot 28. The optional first wind shield 29 is elastically deformed and clamped in the fixed slot 30. The first wind shield 29 is in a horizontal state so that the third ventilation slot 28 is closed. In this way, the airflow mainly passes through the first ventilation section 25 and the second ventilation section 26 and then flows into the first battery slot 14. When the temperature is high and it is rainy, in order to avoid rain When water enters the first electromagnetic slot, the first wind shield 29 can be located in another fixed slot 30, so that the first wind shield 29 is in an inclined state. After passing through the first ventilation section 25, the rainwater falls into the second ventilation section 26. The second ventilation section 26 is designed horizontally, which can reduce the speed of the rainwater. After the rainwater is reduced in speed, it flows out through the third ventilation slot 28. The first wind shield 29 can further prevent the rainwater from entering the first battery slot 14. When going uphill, the rainwater passes through the arc-shaped protrusion 27. Due to the shape design of the arc-shaped protrusion 27, the rainwater falls from the arc-shaped protrusion 27 to the first wind shield 29 under the condition of its own gravity and the vibration generated when the electric vehicle is running, and then flows out through the third ventilation slot 28, preventing the rainwater from flowing along the upper edge of the second ventilation section 26 and entering the first battery slot 14 when going uphill, further improving the effect of preventing rainwater from entering the first battery slot 14.

[0049] like Figure 1 As shown, in some embodiments, the second ventilation slot 17 is inclined, and the wind blown out from the second ventilation slot 17 is directed toward the lower half of the rear wheel 32 of the electric vehicle. A second wind shield 31 is provided in the second ventilation slot 17, and a fixed slot 30 is also provided in the second ventilation slot 17. When the second wind shield 31 is located in the fixed slot 30 in the second ventilation slot 17, the second wind shield 31 can block the second ventilation slot 17.

[0050] When the airflow enters from the first ventilation slot 16 and flows into the second ventilation slot 17, compared with the existing front enclosure 1 whose entire surface is solid, the resistance of the front enclosure 1 can be reduced, thereby reducing the resistance of the electric vehicle when running. At the same time, the wind blown out from the second ventilation slot 17 is directed toward the lower half of the rear wheel 32 of the electric vehicle, which can reduce the resistance of the rear wheel 32 of the electric vehicle when running. Therefore, the resistance of the electric vehicle when running can be further reduced, thereby improving the endurance of the electric vehicle. The second ventilation slot 17 is blocked by the second wind shield 31 in winter, which can further insulate the working battery in the first electromagnetic slot to prevent the temperature from being too low.

[0051] It should be understood by those skilled in the art that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present invention (including the claims) is limited to these examples. Within the scope of the present invention, the technical features in the above embodiments or in different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the above aspects of the present invention, which are not provided in detail for the sake of simplicity.

[0052] The present invention is intended to cover all such substitutions, modifications and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An electric vehicle battery thermal management device, applied to an electric vehicle, characterized in that: include: A vehicle frame, a backup battery (4), a power generation unit, a TEC thermoelectric unit (5), a timer and a controller, wherein: The frame comprises a front enclosure (1), a chassis (2) and a rear enclosure (3); the chassis (2) is provided with a first battery slot (14) and a second battery slot (15); the first battery slot (14) and the second battery slot (15) are connected; The backup battery (4) is arranged in the second battery slot (15), and the first battery slot (14) is used to place the working battery; The power generation unit comprises a first generator (6), an electric cylinder (7) and a first gear (8) arranged on the rear enclosure (3); the first generator (6) is electrically connected to the backup battery (4); a sliding sleeve (9) is axially slidably connected to the rotating shaft of the first generator (6); a second gear (10) is provided at one end of the sliding sleeve (9); a ring member (11) is provided on the surface of the sliding sleeve (9); a ring member (11) is provided on the ring member (11); a telescopic rod of the electric cylinder (7) is slidably connected in the groove; a transmission wheel (12) is provided on the first gear (8); the transmission wheel (12) is connected to the rear wheel (32) of the electric vehicle through a transmission belt (13); The TEC thermoelectric unit (5) is arranged in the first battery slot (14), the TEC thermoelectric unit (5) is electrically connected to a TEC driver, and the TEC thermoelectric unit (5) is electrically connected to the backup battery (4); The working time of the TEC thermoelectric unit (5) is set by the timer, and when the working time is reached, the controller controls the backup battery (4) to supply power to the TEC thermoelectric unit (5) to heat the working battery; The battery thermal management device further comprises a Hall sensor, which is arranged at the handle. When the Hall sensor detects that the handle is rotated at an angle greater than a predetermined angle, the controller controls the electric cylinder (7) to shorten, so that the first gear (8) and the second gear (10) are separated. The battery thermal management device also includes a heat dissipation unit, the heat dissipation unit including a first ventilation slot (16) arranged on the front enclosure (1), the first ventilation slot (16) being connected to the first battery slot (14), a second ventilation slot (17) being arranged at the second battery slot (15), four evenly distributed installation frames (18) made of copper material being arranged in the first battery slot (14), the installation frames (18) being fitted with the outer surface of the working battery, and three parallel-distributed first ventilation passages (19) and three vertically-distributed second ventilation passages (20) being formed in the first battery slot (14) through the distribution of the installation frames (18), the first ventilation slot (16) being arranged at the middle of the first ventilation passage (19), a diverter plate (21) being arranged in front of the middle of the first ventilation passage (19), the diverter plate (21) allowing the wind entering the first battery slot (14) to be diverted to the three first ventilation passages (19); A fan blade (23) is provided in the first ventilation slot (16), a second generator (24) is provided in the middle of the fan blade (23), and the second generator (24) is electrically connected to the backup battery (4); The first ventilation slot (16) comprises a first ventilation section (25) arranged obliquely and a second ventilation section (26) arranged horizontally; an arc-shaped protrusion (27) is provided at the intersection of the upper ends of the first ventilation section (25) and the second ventilation section (26); the arc-shaped protrusion (27) is used to prevent rainwater from flowing down along the upper edge of the second ventilation section (26) when going uphill; a third ventilation slot (28) penetrating downward is provided at the second ventilation section (26); a first windshield (29) is provided at the intersection of the rear end of the third ventilation slot (28) and the second ventilation section (26); and the second ventilation section (26) is provided with a There are two fixing grooves (30). When the first wind shield (29) is located at one fixing groove (30), the first wind shield (29) is in a vertical state so that the second ventilation section (26) is closed. When the first wind shield (29) is located at the other fixing groove (30), the first wind shield (29) is in an inclined state. The third ventilation groove (28) is also provided with a fixing groove (30). When the first wind shield (29) is located at the fixing groove (30) at the third ventilation groove (28), the first wind shield (29) is in a horizontal state so that the third ventilation groove (28) is closed.

2. The electric vehicle battery thermal management device according to claim 1, characterized in that: The battery thermal management device further comprises a temperature sensor, which is arranged on the working battery. When the temperature sensor detects that the temperature on the working battery is lower than a first predetermined temperature during driving, the controller controls the TEC thermoelectric unit (5) to operate; when the temperature sensor detects that the temperature on the working battery is higher than a second predetermined temperature, the controller controls the TEC thermoelectric unit (5) to stop operating.

3. The electric vehicle battery thermal management device according to claim 2, characterized in that: A plurality of the TEC thermoelectric units (5) are provided, and the plurality of the TEC thermoelectric units (5) are respectively arranged on the side of the second ventilation duct (20) near the middle of the installation frame (18), and the heat dissipation fins (22) on the TEC thermoelectric unit (5) extend to the first ventilation duct (19). When the temperature sensor detects that the temperature exceeds a third predetermined temperature, the controller controls the backup battery (4) to supply power to the TEC thermoelectric unit (5) for a predetermined time interval, and the current changes its flow direction through the TEC driver, so that the heating fins on the TEC thermoelectric unit (5) are transformed into cooling fins.

4. The electric vehicle battery thermal management device according to claim 1, characterized in that: The second ventilation slot (17) is arranged obliquely, and the wind blown out from the second ventilation slot (17) is directed toward the lower half of the rear wheel (32) of the electric vehicle. A second wind shield (31) is provided in the second ventilation slot (17), and a fixed slot (30) is also provided in the second ventilation slot (17). When the second wind shield (31) is located in the fixed slot (30) in the second ventilation slot (17), the second wind shield (31) can block the second ventilation slot (17).

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