A cooling and heat dissipation structure for new energy batteries

Abstract

The present invention relates to the field of battery cooling and heat dissipation technology, and specifically to a cooling and heat dissipation structure for new energy batteries. The present invention realizes accurate monitoring and quantitative analysis of temperature by arranging temperature sensors at key positions of the cooling and heat dissipation structure. The cooling effect of the battery is evaluated by using the temperature difference between the inlet and outlet of the battery coolant to provide feedback for adjusting the working state of the valve. The coolant container can buffer the heat of the high-temperature coolant and reduce the thermal shock to the cooling unit. Therefore, by analyzing the temperature fluctuation of the fan inlet and the temperature difference between it and the battery outlet, the cooling buffer value is quantified, and the thermal shock degree value is calculated in combination with the temperature deviation between the fan inlet and the cooling unit, providing a basis for accurately controlling the valve opening ratio at the coolant inlet of the cooling unit. The cooling buffer, thermal shock degree and cooling effect are comprehensively considered to dynamically adjust the valve opening ratio, thereby controlling the coolant flow rate, flexibly responding to actual cooling needs, and ensuring both cooling efficiency and protecting the cooling unit.

Description

Technical Field

[0001] The present invention relates to the technical field of battery cooling and heat dissipation, and in particular to a cooling and heat dissipation structure for new energy batteries. Background Art

[0002] With the rapid development of the new energy vehicle industry, the performance and safety of power batteries as its core components have become the focus of the industry. New energy batteries generate a lot of heat during the charging and discharging process. If they cannot be cooled and dissipated in a timely and effective manner, the battery temperature will rise, which will affect the battery life, performance and even cause safety problems.

[0003] Liquid cooling has high specific heat capacity and high heat transfer coefficient, and thus has high thermal conductivity, so it has become one of the most mainstream cooling technologies for new energy batteries. The existing liquid cooling technology usually turns on the cooling unit in the cooling and heat dissipation structure when the temperature of the coolant is higher than a certain threshold, and uses a fixed coolant flow rate to transport the coolant; however, since the coolant temperature at the coolant inlet of the cooling unit is too high (this part of the coolant flows through the high-temperature battery), and the temperature of the refrigerant in the cooling unit is too low, if the coolant flow rate is not controlled, the excessive temperature difference will cause the load of the cooling unit to increase, which is easy to cause thermal shock, thereby affecting the service life of the cooling unit. Summary of the invention

[0004] In order to solve the technical problem that if the flow rate of the coolant is not controlled, the excessive temperature difference will increase the load of the cooling unit, easily cause thermal shock, and thus affect the service life of the cooling unit, the purpose of the present invention is to provide a cooling and heat dissipation structure for new energy batteries, and the technical solution adopted is as follows:

[0005] The present invention proposes a cooling and heat dissipation structure for a new energy battery. A plurality of components are connected by pipelines to form the cooling and heat dissipation structure. The components include a battery, a coolant container, a water pump, a valve, a fan and a cooling unit, wherein the fan and the cooling unit are in a parallel structure; temperature sensors are respectively installed at the coolant inlet and outlet of the battery, and temperature sensors are installed at the coolant inlet of the fan and in the cooling unit; the temperature sensor is used to obtain temperature time series data, and a valve control module is also provided in the valve at the coolant inlet of the cooling unit. The valve control module is used to realize a working state control method of the valve at the coolant inlet of the cooling unit according to the temperature time series data at each position, wherein the working state control method of the valve at the coolant inlet of the cooling unit includes:

[0006] Obtaining temperature time series data at each location;

[0007] Based on the change between the temperature values ​​in the temperature time series data at the inlet and outlet of the coolant of the battery at the current moment, the cooling effect value of the battery at the current moment is calculated;

[0008] According to the fluctuation of the temperature value in the temperature time series data at the coolant inlet of the fan and the difference between the temperature time series data at the coolant outlet of the battery, the cooling buffer value generated by the coolant container at the current moment is quantified; based on the deviation between the temperature time series data corresponding to the cooling unit and the temperature value in the temperature time series data at the coolant inlet of the fan at the current moment, combined with the cooling buffer value, the thermal shock degree value of the cooling unit at the current moment is calculated;

[0009] At the current moment, the cooling buffer value generated by the coolant container, the thermal shock value of the cooling unit and the cooling effect value of the battery are comprehensively considered to obtain the opening ratio of the valve at the coolant inlet of the cooling unit at the next moment.

[0010] Furthermore, the method for obtaining the cooling effect value includes:

[0011] At the current moment, the difference between the temperature value at the coolant outlet of the battery and the temperature value at the coolant inlet of the battery is used as the heat exchange factor corresponding to the battery at the current moment;

[0012] The cooling effect value of the battery at the current moment is calculated according to the heat exchange factor of the battery at the current moment and the temperature value at the coolant outlet of the battery at the current moment, and the heat exchange factor and the temperature value at the coolant outlet of the battery at the current moment are positively correlated with the cooling effect value.

[0013] Furthermore, the method for obtaining the cooling buffer value includes:

[0014] According to the temperature fluctuation in the temperature time series data at the coolant inlet of the fan, the temperature change degree value at the coolant inlet of the fan at the current moment is obtained;

[0015] At the current moment, the temperature value at the coolant outlet of the battery is compared with the temperature value at the coolant inlet of the fan to determine the temperature buffer value;

[0016] According to the temperature change degree value and the temperature buffer value at the current moment, the cooling buffer value generated by the coolant container at the current moment is calculated, and the temperature buffer value is positively correlated with the cooling buffer value, and the temperature change degree value is negatively correlated with the cooling buffer value.

[0017] Furthermore, the method for obtaining the temperature change degree value includes:

[0018] Dividing the temperature time series data at the coolant inlet of the fan into a preset number of temperature data segments;

[0019] Obtain a temperature curve corresponding to each temperature data segment, and calculate a tangent slope value at each data point on each temperature curve;

[0020] On each temperature curve, according to the difference between the tangent slope values ​​of the data points, the change characteristic value of each temperature curve is obtained;

[0021] The value obtained by normalizing the difference between the change characteristic value of the temperature curve at the current moment and the mean value of the change characteristic values ​​of all temperature curves is used as the temperature change degree value at the coolant inlet of the fan at the current moment.

[0022] Furthermore, the method for obtaining the change characteristic value includes:

[0023] On each temperature curve, the absolute value of the difference between the tangent slope values ​​of two adjacent data points is used as the variation factor between the two adjacent data points, and the sum of the variation factors between all two adjacent data points is used as the variation characteristic value of each temperature curve.

[0024] Furthermore, the method for obtaining the temperature buffer value includes:

[0025] At the current moment, the difference between the temperature value at the coolant outlet of the battery and the temperature value at the coolant inlet of the fan is normalized and used as the temperature buffer value.

[0026] Furthermore, the method for obtaining the thermal shock degree value includes:

[0027] At the current moment, the difference between the temperature value at the coolant inlet of the fan and the temperature value in the cooling unit is taken as the thermal shock factor of the cooling unit at the current moment;

[0028] According to the thermal shock factor that the cooling unit is subjected to at the current moment and the cooling buffer value generated by the coolant container at the current moment, the thermal shock degree value that the cooling unit is subjected to at the current moment is calculated, and the thermal shock factor is positively correlated with the thermal shock degree value, and the cooling buffer value is negatively correlated with the thermal shock degree value.

[0029] Furthermore, the method for obtaining the opening ratio of the valve at the coolant inlet of the cooling unit at the next moment includes:

[0030] The sum of the thermal shock degree value of the cooling unit at the current moment, the cooling buffer value generated by the coolant container at the current moment, and the cooling effect value of the battery at the current moment are negatively correlated and normalized, and the result is used as the opening ratio of the valve at the coolant inlet of the cooling unit at the next moment.

[0031] Furthermore, the temperature time series data at each position are processed by mean filtering.

[0032] Furthermore, the valve control module includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the method for regulating the working state of the valve at the coolant inlet of the cooling unit are implemented.

[0033] The present invention has the following beneficial effects:

[0034] In the present invention, by setting temperature sensors at various key positions of the cooling and heat dissipation structure, it is possible to accurately monitor the temperature at each position, quantify the cooling condition of the cooling and heat dissipation structure, and use it in the subsequent regulation process. Based on the temperature difference at the inlet and outlet of the battery coolant, the cooling effect value of the battery at the current moment is calculated. This process can intuitively reflect the cooling effect of the current cooling and heat dissipation structure on the battery, and provide direct feedback for the subsequent adjustment of the valve working state at the coolant inlet of the cooling unit. Furthermore, since the coolant container in the cooling and heat dissipation structure can play a buffering role for the heat accumulated in the high-temperature coolant flowing through the battery, it helps to avoid the cooling unit from directly facing excessive temperature fluctuations, thereby reducing the subsequent thermal shock to the cooling unit. Therefore, before calculating the thermal shock degree value to the cooling unit, the temperature fluctuation at the coolant inlet of the fan and the temperature difference at the battery coolant outlet can be analyzed first, and the cooling buffer value generated by the coolant container at the current moment can be quantified. Then the cooling buffer value is combined with the temperature deviation between the cooling unit and the coolant inlet of the fan to calculate the thermal shock degree value to the cooling unit at the current moment. This evaluation provides an important basis for accurately controlling the working state of the valve at the coolant inlet of the cooling unit, which helps to reduce the potential impact of thermal shock on the life of the cooling unit. Finally, the cooling buffer value, thermal shock degree value and cooling effect value are combined to obtain the opening ratio of the valve at the coolant inlet of the cooling unit at the next moment, which can realize intelligent control of the coolant flow. This intelligent control mechanism can flexibly adjust the coolant flow in the cooling unit according to the actual cooling state and cooling demand in the entire cooling and heat dissipation structure, which not only ensures the cooling effect, but also avoids damage to the cooling unit due to excessive temperature difference, and significantly improves the stability of the cooling and heat dissipation structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions and advantages in the embodiments of the present invention or the prior art, the drawings required for use in the embodiments or the prior art descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0036] Figure 1 A schematic diagram of a cooling and heat dissipation structure for a new energy battery provided by an embodiment of the present invention;

[0037] Figure 2 A method flow chart of a method for controlling the working state of a valve at a coolant inlet of a cooling unit provided by one embodiment of the present invention;

[0038] Figure 3 A method flow chart of a method for obtaining a cooling buffer value provided by an embodiment of the present invention;

[0039] Figure 4 A schematic diagram of the structure of a valve control module provided by an embodiment of the present invention;

[0040] Figure numerals: 1 - battery, 2 - coolant container, 3 - water pump, 4 - valve, 5 - fan, 6 - cooling unit, 7 - pipeline, 8 - temperature sensor, 9 - temperature sensor, 10 temperature sensor, 11 - temperature sensor. DETAILED DESCRIPTION

[0041] In order to further explain the technical means and effects adopted by the present invention to achieve the predetermined invention purpose, the following is a detailed description of the specific implementation, structure, features and effects of a cooling and heat dissipation structure for a new energy battery proposed by the present invention in combination with the accompanying drawings and preferred embodiments. In the following description, different "one embodiment" or "another embodiment" does not necessarily refer to the same embodiment. In addition, specific features, structures or characteristics in one or more embodiments may be combined in any suitable form.

[0042] Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

[0043] The following is a detailed description of a cooling and heat dissipation structure for a new energy battery provided by the present invention in conjunction with the accompanying drawings.

[0044] See also Figure 1, which shows a schematic diagram of a cooling and heat dissipation structure for a new energy battery provided by an embodiment of the present invention, wherein the water pump 3 transports the coolant in the coolant loop through the pipeline 7, the coolant container 2 is used to store the coolant, and in addition to the cooling unit 6, there is also a separate cooling system in the coolant loop, namely the fan 5, which accelerates the air flow by generating airflow to take away the heat, thereby achieving cooling, and the cooling unit 6 and the fan 5 are structurally parallel structures, and the cooling unit can be set as a heat exchanger, and the coolant absorbs the heat generated by the battery, and then transfers the heat to the refrigerant in the cooling unit to achieve cooling. It is not difficult to understand that in this schematic diagram, the coolant flowing out of the battery 1, passing through the coolant container 2 and the water pump 3, and finally reaching the fan 5 and the cooling unit 6 can be regarded as high-temperature coolant; and the coolant that reaches the battery 1 after being cooled by the fan 5 and the cooling unit 6 can be regarded as low-temperature coolant. When the temperature of the battery 1 is higher than a certain threshold and needs to be cooled and dissipated, the cooling unit needs to be turned on to increase the cooling and dissipation effect of the coolant loop. However, the temperature of the coolant flowing out of the coolant outlet of the battery 1 is too high. Therefore, if the flow of the coolant flowing through the cooling unit 6 is not controlled, a large temperature difference will be formed between the high-temperature coolant and the low-temperature refrigerant in the cooling unit, resulting in thermal shock and damage to the cooling unit 6. Therefore, a valve 4 is installed at the coolant inlet of the cooling unit 6, and a valve control module (not shown in the figure) is set in the valve 4. Temperature sensors 8-11 are installed at various key positions in the coolant loop, namely, the coolant inlet and outlet of the battery 1, the coolant inlet of the fan 5, and the cooling unit 6. Therefore, the valve control module can realize the working state control method of the valve at the coolant inlet of the cooling unit according to the temperature time series data at each position, control the coolant flow entering the cooling unit 6, and avoid the cooling unit from being damaged due to excessive temperature difference while ensuring the cooling effect.

[0045] See also Figure 2 , which shows a method flow chart of a method for controlling the working state of a valve at a coolant inlet of a cooling unit provided by an embodiment of the present invention, the method comprising the following steps:

[0046] Step S1: Acquire temperature time series data at each position.

[0047] With the rapid development of the new energy vehicle industry, power batteries, as core components, have attracted much attention for their performance and safety. Liquid cooling technology has become one of the mainstream cooling methods due to its efficient thermal conductivity. However, in the prior art, when the coolant temperature is higher than the threshold, the cooling unit will start and cool the delivered coolant at a fixed flow rate. However, excessive temperature difference may cause excessive load on the cooling unit, resulting in thermal shock and affecting its service life. Therefore, it is necessary to improve the cooling and heat dissipation structure, and intelligently control the coolant flow of the cooling unit to balance the temperature difference, reduce the load of the cooling unit, extend the life of the cooling unit, and ensure the safety and performance of the battery.

[0048] When performing intelligent control, the coolant flow of the cooling unit can be regulated according to the cooling conditions of the entire cooling and heat dissipation structure. Therefore, the initial temperature time series data at each position is obtained by installing temperature sensors at the coolant inlet and outlet of the battery, at the coolant inlet of the fan, and in the cooling unit. In order to obtain more accurate indicators for use in the control method in the subsequent process, the initial temperature time series data at each position is filtered and denoised. Specifically, the mean filtering method can be used to use the filtered and denoised initial temperature time series data at each position as the temperature time series data at each position.

[0049] It should be noted that the length of the temperature time series data is set to 1 minute, the sampling time interval is set to 1s, and the data is collected simultaneously at each position; the length of the temperature time series data and the sampling time interval can be adjusted according to the real-time scenario and are not limited here; mean filtering is a well-known technology and the specific operation will not be described here.

[0050] Step S2: Based on the change between the temperature values ​​in the temperature time series data at the inlet and outlet of the coolant of the battery at the current moment, the cooling effect value of the battery at the current moment is calculated.

[0051] After the low-temperature coolant flows through the high-temperature battery, it will take away some of the heat and become high-temperature coolant, thereby achieving the effect of cooling and dissipating the heat of the battery. Therefore, by comparing the difference between the temperature values ​​at the current moment in the temperature time series data at the coolant inlet and outlet of the battery, it can intuitively reflect the heat taken away by the battery through the coolant circulation at the current moment, thereby quantifying the cooling effect value of the battery at the current moment.

[0052] Preferably, in one embodiment of the present invention, the method for obtaining the cooling effect value includes:

[0053] At the current moment, the difference between the temperature value at the coolant outlet of the battery and the temperature value at the coolant inlet of the battery is used as the heat exchange factor corresponding to the battery at the current moment. In the embodiment of the present invention, it is believed that the temperature value at the coolant outlet of the battery must be higher than the temperature value at the coolant inlet of the battery, so the heat exchange factor can intuitively reflect the heat taken away by the coolant in the process of flowing through the battery.

[0054] Then, the cooling effect value of the battery at the current moment is calculated according to the heat exchange factor of the battery at the current moment and the temperature value at the coolant outlet of the battery at the current moment. The formula model of the cooling effect value can be specifically, for example:

[0055]

[0056] in, represents the cooling effect value of battery d at the current time n; represents the temperature value at the coolant outlet of battery d at the current time n; represents the temperature value at the coolant inlet of battery d at the current time n; Represents the normalization function.

[0057] In the cooling effect value formula model, when the heat transfer factor The larger the heat factor is, the more heat the coolant takes away after passing through the high-temperature battery. At the same time, if the temperature value at the coolant outlet of the battery at the current moment is higher, it can be said that the coolant and the battery have fully exchanged heat. On the contrary, if the heat exchange factor is smaller and the temperature value at the coolant outlet of the battery at the current moment is also lower, it can be regarded as the coolant not achieving the ideal cooling effect when cooling the battery, which may be caused by insufficient coolant flow, too slow flow rate, etc. Based on the above analysis, it can be seen that the heat exchange factor and the temperature value at the coolant outlet of the battery at the current moment are positively correlated with the cooling effect value, so the normalized sum of the two is used as the cooling effect value of the battery at the current moment. The larger the cooling effect value is, the better the cooling effect of the battery at the current moment is.

[0058] In other embodiments of the present invention, the normalized value of the heat exchange factor corresponding to the battery at the current moment can also be directly used as the cooling effect value of the battery at the current moment. The normalization here can be adopted Normalized function; similarly, the larger the cooling effect value at this time, it means that the low-temperature coolant takes away more heat after flowing through the high-temperature battery, which can be regarded as the better the cooling effect of the battery.

[0059] At this point, by analyzing the temperature changes of the coolant flowing through the battery in the cooling and heat dissipation structure, the cooling effect value for evaluating the battery cooling effect is obtained, which can be directly applied to the regulation of the working state of the valve at the coolant inlet of the cooling unit in the subsequent process.

[0060] Step S3: quantify the cooling buffer value generated by the coolant container at the current moment according to the fluctuation of the temperature value in the temperature time series data at the coolant inlet of the fan and the difference between the temperature time series data at the coolant outlet of the battery; calculate the degree of thermal shock to the cooling unit at the current moment based on the deviation between the temperature time series data corresponding to the cooling unit and the temperature value in the temperature time series data at the coolant inlet of the fan at the current moment, combined with the cooling buffer value.

[0061] After passing through a high-temperature battery, the coolant flowing out of the coolant outlet of the battery has a high temperature. If the cooling unit is turned on at this time, a large temperature difference will be formed between the high-temperature coolant and the low-temperature refrigerant or refrigerant in the cooling unit, which is easy to cause thermal shock to the cooling unit. Therefore, in an embodiment of the present invention, a valve is set at the coolant inlet of the cooling unit to control the coolant flow at the inlet of the cooling unit, thereby reducing thermal shock. Since there is a coolant container in the cooling and heat dissipation structure, the coolant flowing out of the coolant outlet of the battery will be temperature-neutralized with the coolant in the coolant container, and the coolant container will play a buffering role in the temperature rise of the coolant. Therefore, before calculating the degree of thermal shock to the cooling unit, the cooling buffer effect generated by the coolant container can be analyzed first. Since the fan and the cooling unit are parallel structures in structure, the temperature fluctuation at the coolant inlet of the fan and the temperature difference at the coolant outlet of the battery can be calculated to quantify the cooling buffer value generated by the coolant container at the current moment. The cooling buffer value is then combined with the temperature deviation between the cooling unit and the coolant inlet of the fan to calculate the degree of thermal shock that the cooling unit will receive at the current moment if the valve at the coolant inlet of the cooling unit is fully opened.

[0062] The coolant container in the cooling and heat dissipation structure can play a buffering role on the heat accumulated in the high-temperature coolant flowing through the battery. Therefore, the coolant temperature at the coolant outlet of the battery is different from the temperature at the coolant inlet of the cooling unit (that is, the coolant temperature at the coolant inlet of the fan). Therefore, by analyzing the difference in temperature between the coolant outlet of the battery and the coolant inlet of the fan, as well as the temperature fluctuations at the coolant inlet of the fan, the cooling buffer value can be obtained, which is used to quantify the cooling buffer effect produced by the coolant container on the entire cooling and heat dissipation structure at the current moment.

[0063] Preferably, in one embodiment of the present invention, the method for obtaining the cooling buffer value includes:

[0064] See also Figure 3 , which shows a method flow chart of a method for obtaining a cooling buffer value in one embodiment of the present invention, the method comprising the following steps:

[0065] Step S301: according to the temperature fluctuation in the temperature time series data at the coolant inlet of the fan, the temperature change degree value at the coolant inlet of the fan at the current moment is obtained.

[0066] The buffering capacity generated by the coolant container is reflected in its ability to slow down or smooth temperature fluctuations. Since the coolant at the coolant inlet of the fan can be regarded as having experienced the buffering effect of the complete coolant container, the changes and fluctuations of the temperature time series data at the coolant inlet of the fan are analyzed to calculate the temperature change degree.

[0067] First, the temperature time series data at the coolant inlet of the fan is divided into a preset number of temperature data segments. Dividing the temperature data segments helps to decompose the continuous temperature change process into more manageable data segments for more detailed analysis. It should be noted that in this embodiment of the present invention, the temperature time series data at the coolant inlet of the fan can be divided into 5 temperature data segments by an equal division method, that is, the preset number is set to 5, and the specific value can be adjusted according to the implementation scenario, which is not limited here; in other embodiments of the present invention, the temperature time series data at the coolant inlet of the fan can also be divided by using an adaptive piecewise constant approximation algorithm. The algorithm is a well-known technology, and the various parameters required can be set according to the implementation scenario.

[0068] Then, because the slope can characterize the change trend at each data point, the temperature curve corresponding to each temperature data segment is obtained, and the tangent slope value at each data point is calculated on each temperature curve.

[0069] On each temperature curve, the change characteristic value of each temperature curve is obtained according to the difference between the tangent slope values ​​of the data points: on each temperature curve, the absolute value of the difference between the tangent slope values ​​of two adjacent data points is used as the change factor between the two adjacent data points. At this time, the larger the change factor, the greater the change trend or degree of change at the two adjacent data points. The change factors between all adjacent data points on the comprehensive temperature curve are taken as the sum of the change factors between all two adjacent data points as the change characteristic value of each temperature curve. The larger the change characteristic value, the greater the change fluctuation of the corresponding temperature curve, that is, the worse the stability, and the worse the buffering effect of the coolant container in the time period corresponding to the temperature curve.

[0070] Finally, the difference between the change characteristic value of the temperature curve at the current moment and the mean of the change characteristic values ​​of all temperature curves is normalized and used as the temperature change degree value at the coolant inlet of the fan at the current moment, denoted as WB; the mean of the change characteristic values ​​of all temperature curves represents the average level of change fluctuations of all temperature data segments in the temperature time series data at the coolant inlet of the fan, that is, it reflects the average level of the buffering effect produced by the coolant container. At this time, if the difference between the change characteristic value of the temperature curve at the current moment and the average level is positive, and the larger it is, it can be said that the temperature curve at the current moment has a greater fluctuation compared to the whole, that is, the greater the change degree value at the coolant inlet of the fan at the current moment, then the worse the cooling buffering effect produced by the coolant container at the current moment will be.

[0071] It should be noted that since the difference between the change characteristic value of the temperature curve at the current moment and the mean of the change characteristic values ​​of all temperature curves may be positive or negative, the normalization method here uses Normalization function.

[0072] Step S302: at the current moment, compare the difference between the temperature value at the coolant outlet of the battery and the temperature value at the coolant inlet of the fan to determine the temperature buffer value.

[0073] After the buffering effect of the coolant container, if the difference between the temperature value at the battery coolant outlet and the temperature value at the coolant inlet of the fan is a negative number, and the smaller it is, the higher the coolant temperature in the coolant container, that is, the cooling or buffering effect is weaker; conversely, if the difference between the temperature value at the battery coolant outlet and the temperature value at the coolant inlet of the fan is a positive number, and the larger it is, the lower the coolant temperature in the coolant container, and the better the cooling or buffering effect is. Therefore, at the current moment, the difference between the temperature value at the coolant outlet of the battery and the temperature value at the coolant inlet of the fan is normalized and used as the temperature buffer value, denoted as WH. The larger the temperature buffer value, the better the buffering effect. It should be noted that since the difference in this process may be positive or negative, the normalization method here adopts Normalization function.

[0074] Step S303: Calculate the cooling buffer value generated by the coolant container at the current moment according to the temperature change degree value and the temperature buffer value at the current moment.

[0075] In the aforementioned step S301 and step S302, the temperature change degree value at the coolant inlet of the fan at the current moment and the temperature buffer value generated by the coolant container are calculated. These two indicators can characterize the buffer effect generated by the coolant container to a certain extent, so the cooling buffer value generated by the coolant container at the current moment is calculated by combining these two indicators. The formula model of the cooling buffer value can be specifically, for example:

[0076]

[0077] in, represents the cooling buffer value generated by the coolant container r at the current time n; Indicates the temperature buffer value at the current moment n; Indicates the temperature change value at the current moment n; Indicates the preset first parameter; Represents the normalization function.

[0078] In the formula model of the cooling buffer value, the greater the temperature change degree at the coolant inlet of the fan at the current moment, the worse the cooling buffer effect generated by the coolant container, and the larger the temperature buffer value, the better the buffer effect; so the temperature change degree value is placed in the denominator and the temperature buffer value is placed in the numerator to implement the above logic, and the obtained ratio is normalized to obtain the cooling buffer value generated by the coolant container at the current moment, and the larger the cooling buffer value, the better the cooling buffer effect.

[0079] It should be noted that the first parameter is preset The function of is to prevent the denominator from being 0. The value can be 0.001. The specific value can be adjusted according to the implementation scenario and is not limited here.

[0080] The main reason for the thermal shock of the cooling unit is the large temperature difference between the relatively low-temperature refrigerant or refrigerant in the cooling unit and the high-temperature high-temperature coolant. Therefore, this temperature difference can be used to measure the degree of thermal shock of the cooling unit. Since the cooling unit and the fan are in parallel structure, the temperature difference can be calculated by the deviation between the temperature value corresponding to the cooling unit at the current moment and the temperature value at the coolant inlet of the fan at the current moment. At the same time, since the high-temperature coolant will pass through the coolant container in the process of flowing to the cooling unit, the buffering effect generated by the coolant container will also affect the quantification of the thermal shock degree of the cooling unit. Therefore, the cooling buffer value is also used as one of the indicators for calculating the thermal shock degree.

[0081] Preferably, in one embodiment of the present invention, the method for obtaining the thermal shock degree value includes:

[0082] At the current moment, the difference between the temperature value at the coolant inlet of the fan and the temperature value in the cooling unit is used as the thermal shock factor that the cooling unit is subjected to at the current moment. In the embodiment of the present invention, when the cooling unit needs to be turned on, it means that the cooling effect of the fan and the cooling buffer effect of the coolant container are not sufficient to achieve the ideal cooling effect. Therefore, the value of the thermal shock factor in the embodiment of the present invention should be a positive value.

[0083] According to the thermal shock factor of the cooling unit at the current moment and the cooling buffer value generated by the coolant container at the current moment, the thermal shock degree value of the cooling unit at the current moment is calculated. The formula model of the thermal shock degree value can be specifically, for example:

[0084]

[0085] in, Indicates cooling unit The value of the degree of thermal shock at the current moment n; It represents the temperature value at the coolant inlet of fan f at the current time n; Indicates that at the current time n, the cooling unit The temperature value in ; represents the cooling buffer value generated by the coolant container r at the current time n; Indicates the preset second parameter; Represents the normalization function.

[0086] In the formula model of the thermal shock degree value, when the thermal shock factor The larger the value, the greater the temperature difference between the high-temperature coolant and the refrigerant in the cooling unit. If the valve at the coolant inlet of the cooling unit is fully opened, the greater the thermal shock to the cooling unit. When the cooling buffer value generated by the coolant container is smaller, it means that the cooling effect of the coolant container is poor. The more heat is contained in the coolant, the greater the thermal shock to the cooling unit will be if the valve at the coolant inlet of the cooling unit is fully opened. Therefore, the thermal shock factor is placed on the numerator and the cooling buffer value is placed on the denominator to achieve logical relationship correction, and the obtained ratio is normalized as the value of the thermal shock degree to the cooling unit. The larger the thermal shock degree value, the greater the thermal shock to the cooling unit will be if the valve at the coolant inlet of the cooling unit is fully opened.

[0087] It should be noted that the second parameter is preset The function of is to prevent the denominator from being 0. The value can be 0.001. The specific value can be adjusted according to the implementation scenario and is not limited here.

[0088] At this point, the value of the degree of thermal shock that the cooling unit may be subjected to at the current moment can be obtained.

[0089] Step S4: At the current moment, the cooling buffer value generated by the coolant container, the thermal shock value of the cooling unit and the cooling effect value of the battery are comprehensively considered to obtain the opening ratio of the valve at the coolant inlet of the cooling unit at the next moment.

[0090] In the cooling and heat dissipation structure, if the difference between the temperature value at the coolant inlet of the cooling unit and the temperature inside the cooling unit is too large, the cooling unit will be subjected to a large thermal shock. Therefore, by adjusting the opening ratio of the valve set at the coolant inlet of the cooling unit, the flow rate of the coolant in the cooling unit can be effectively controlled, thereby reducing the thermal shock suffered by the cooling unit. At the same time, the main purpose of the cooling and heat dissipation structure is to maintain the battery to operate within a suitable temperature range, so the cooling effect of the battery should also be used as an influencing factor for adjusting the valve opening ratio at the coolant inlet of the cooling unit. Similarly, the cooling buffer effect generated by the coolant container is closely related to the temperature at the coolant inlet of the cooling unit, so the cooling buffer value is also used as an indicator for adjusting the valve opening ratio at the coolant inlet of the cooling unit. These three indicators can more comprehensively reflect the overall cooling and heat dissipation effect of the cooling and heat dissipation structure at the current moment, thereby calculating a more accurate opening ratio of the valve at the coolant inlet at the next moment.

[0091] Preferably, in one embodiment of the present invention, the method for obtaining the opening ratio of the valve at the coolant inlet of the cooling unit at the next moment includes:

[0092] The sum of the thermal shock value of the cooling unit at the current moment, the cooling buffer value generated by the coolant container at the current moment, and the cooling effect value of the battery at the current moment is negatively correlated and normalized to be used as the opening ratio of the valve at the coolant inlet of the cooling unit at the next moment. The formula model of the opening ratio at the next moment can be, for example, as follows:

[0093]

[0094] in, Indicates cooling unit The opening ratio of the valve at the coolant inlet at the next moment n+1; represents the cooling effect value of battery d at the current time n; represents the cooling buffer value generated by the coolant container r at the current time n; Indicates cooling unit The value of the degree of thermal shock at the current moment n; Indicated by natural constant An exponential function with base .

[0095] In the above formula model, when the cooling effect value is larger, it means that the cooling effect of the battery is better at the current moment, then the cooling effect provided by the cooling unit at the next moment can be appropriately reduced, that is, the valve opening ratio can be reduced; when the cooling buffer value is larger, it means that the cooling buffer effect produced by the coolant container is better, then the demand for the cooling unit to provide cooling effect will become smaller, so the valve opening ratio of the cooling unit at the next moment can be reduced; and the larger the thermal shock degree value is, it means that if the valve at the coolant inlet of the cooling unit is fully opened, the greater the thermal shock to the cooling unit will be, and the valve opening ratio of the cooling unit at the next moment should also be reduced. Therefore, the cooling effect value, the thermal shock degree value and the cooling buffer value are all negatively correlated with the valve opening ratio at the next moment. Therefore, in this embodiment of the present invention, the product of the three is used The function performs negative correlation mapping and normalization processing on it. While realizing the logical relationship correction, the opening ratio of the valve at the coolant inlet of the cooling unit at the next moment is limited to between 0 and 1. At this time, when the opening ratio of the valve at the coolant inlet of the cooling unit at the next moment is 0.5, the valve should be opened halfway; if the opening ratio of the valve at the coolant inlet of the cooling unit at the next moment is 0.8, the valve is opened four-fifths, so as to control the flow rate of the coolant flowing through the cooling unit, thereby reducing the thermal shock on the cooling unit.

[0096] In an embodiment of the present invention, a valve control module is arranged in the valve at the coolant inlet of the cooling unit, which can be used to receive, store and process temperature timing data from various key positions in the cooling and heat dissipation structure, so as to evaluate the overall cooling effect of the entire cooling and heat dissipation structure, thereby optimizing the opening ratio of the valve of the cooling unit at the next moment, and ensuring the stable operation of the entire cooling and heat dissipation structure.

[0097] It should be noted that, in order to facilitate calculation, all indicator data involved in the calculation in the embodiment of the present invention are preprocessed to eliminate the dimension effect. The specific means of eliminating the dimension effect are technical means well known to those skilled in the art and are not limited here.

[0098] The valve control module may include a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, any step of the method for controlling the working state of the valve at the coolant inlet of the cooling unit may be implemented.

[0099] See also Figure 4, which shows a schematic diagram of the structure of a valve control module provided by an embodiment of the present invention, including a processor 400, a memory 401, a bus 402 and a communication interface 403, wherein the processor 400, the communication interface 403 and the memory 401 are connected via the bus 402; wherein the memory 401 may include a high-speed random access memory, the bus 402 may be an ISA bus, a PCI bus or an EISA bus, etc., and the processor 400 may be an integrated circuit chip with signal processing capabilities; the memory 401 stores at least one instruction, at least one program, a code set or an instruction set, and when the at least one instruction, at least one program, a code set or an instruction set is loaded and executed by the processor, the steps in the method for controlling the working state of the valve at the coolant inlet of the cooling unit are implemented.

[0100] In summary, in the present invention, by setting temperature sensors at various key positions of the cooling and heat dissipation structure, it is possible to accurately monitor the temperature at each position, quantify the cooling condition of the cooling and heat dissipation structure, and use it in the subsequent regulation process. Based on the temperature difference at the inlet and outlet of the battery coolant, the cooling effect value of the battery at the current moment is calculated. This process can intuitively reflect the cooling effect of the current cooling and heat dissipation structure on the battery, and provide direct feedback for the subsequent adjustment of the valve working state at the coolant inlet of the cooling unit. Furthermore, since the coolant container in the cooling and heat dissipation structure can play a buffering role for the heat accumulated in the high-temperature coolant flowing through the battery, it helps to avoid the cooling unit from directly facing excessive temperature fluctuations, thereby reducing the subsequent thermal shock to the cooling unit. Therefore, before calculating the thermal shock degree value to the cooling unit, the temperature fluctuation at the coolant inlet of the fan and the temperature difference at the battery coolant outlet can be analyzed first, and the cooling buffer value generated by the coolant container at the current moment can be quantified. Then the cooling buffer value is combined with the temperature deviation between the cooling unit and the coolant inlet of the fan to calculate the thermal shock degree value to the cooling unit at the current moment. This evaluation provides an important basis for accurately controlling the working state of the valve at the coolant inlet of the cooling unit, which helps to reduce the potential impact of thermal shock on the life of the cooling unit. Finally, the cooling buffer value, thermal shock degree value and cooling effect value are combined to calculate the opening ratio of the valve at the coolant inlet of the cooling unit at the next moment, which can realize intelligent control of the coolant flow. This intelligent control mechanism can flexibly adjust the coolant flow in the cooling unit according to the actual cooling state and cooling demand in the entire cooling and heat dissipation structure, which not only ensures the cooling effect, but also avoids damage to the cooling unit due to excessive temperature difference, and significantly improves the stability of the cooling and heat dissipation structure.

[0101] It should be noted that the sequence of the above embodiments of the present invention is only for description and does not represent the advantages and disadvantages of the embodiments. The processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0102] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referenced to each other, and each embodiment focuses on the differences from other embodiments.

Claims

1. A cooling and heat dissipation structure for new energy batteries, characterized in that: The pipeline connects multiple components to form the cooling and heat dissipation structure, and the components include a battery, a coolant container, a water pump, a valve, a fan and a cooling unit, wherein the fan and the cooling unit are in parallel structure; temperature sensors are respectively installed at the coolant inlet and outlet of the battery, and temperature sensors are installed at the coolant inlet of the fan and in the cooling unit; the temperature sensor is used to obtain temperature time series data, and a valve control module is also provided in the valve at the coolant inlet of the cooling unit, and the valve control module is used to implement the working state control method of the valve at the coolant inlet of the cooling unit according to the temperature time series data at each position, wherein the working state control method of the valve at the coolant inlet of the cooling unit includes: Obtaining temperature time series data at each location; Based on the change between the temperature values ​​in the temperature time series data at the inlet and outlet of the coolant of the battery at the current moment, the cooling effect value of the battery at the current moment is calculated; According to the fluctuation of the temperature value in the temperature time series data at the coolant inlet of the fan and the difference between the temperature time series data at the coolant outlet of the battery, the cooling buffer value generated by the coolant container at the current moment is quantified; based on the deviation between the temperature time series data corresponding to the cooling unit and the temperature value in the temperature time series data at the coolant inlet of the fan at the current moment, combined with the cooling buffer value, the thermal shock degree value of the cooling unit at the current moment is calculated; At the current moment, the cooling buffer value generated by the coolant container, the thermal shock value of the cooling unit and the cooling effect value of the battery are comprehensively considered to obtain the opening ratio of the valve at the coolant inlet of the cooling unit at the next moment; The method for obtaining the cooling buffer value includes: According to the temperature fluctuation in the temperature time series data at the coolant inlet of the fan, the temperature change degree value at the coolant inlet of the fan at the current moment is obtained; At the current moment, the temperature value at the coolant outlet of the battery is compared with the temperature value at the coolant inlet of the fan to determine the temperature buffer value; According to the temperature change degree value and the temperature buffer value at the current moment, the cooling buffer value generated by the coolant container at the current moment is calculated, and the temperature buffer value is positively correlated with the cooling buffer value, and the temperature change degree value is negatively correlated with the cooling buffer value.

2. A cooling and heat dissipation structure for new energy batteries according to claim 1, characterized in that: The method for obtaining the cooling effect value includes: At the current moment, the difference between the temperature value at the coolant outlet of the battery and the temperature value at the coolant inlet of the battery is used as the heat exchange factor corresponding to the battery at the current moment; The cooling effect value of the battery at the current moment is calculated according to the heat exchange factor of the battery at the current moment and the temperature value at the coolant outlet of the battery at the current moment, and the heat exchange factor and the temperature value at the coolant outlet of the battery at the current moment are positively correlated with the cooling effect value.

3. A cooling and heat dissipation structure for new energy batteries according to claim 1, characterized in that: The method for obtaining the temperature change degree value includes: Dividing the temperature time series data at the coolant inlet of the fan into a preset number of temperature data segments; Obtain a temperature curve corresponding to each temperature data segment, and calculate a tangent slope value at each data point on each temperature curve; On each temperature curve, according to the difference between the tangent slope values ​​of the data points, the change characteristic value of each temperature curve is obtained; The value obtained by normalizing the difference between the change characteristic value of the temperature curve at the current moment and the mean value of the change characteristic values ​​of all temperature curves is used as the temperature change degree value at the coolant inlet of the fan at the current moment.

4. A cooling and heat dissipation structure for new energy batteries according to claim 3, characterized in that: The method for obtaining the change characteristic value includes: On each temperature curve, the absolute value of the difference between the tangent slope values ​​of two adjacent data points is used as the variation factor between the two adjacent data points, and the sum of the variation factors between all two adjacent data points is used as the variation characteristic value of each temperature curve.

5. A cooling and heat dissipation structure for new energy batteries according to claim 1, characterized in that: The method for obtaining the temperature buffer value includes: At the current moment, the difference between the temperature value at the coolant outlet of the battery and the temperature value at the coolant inlet of the fan is normalized and used as the temperature buffer value.

6. A cooling and heat dissipation structure for new energy batteries according to claim 1, characterized in that: The method for obtaining the thermal shock degree value comprises: At the current moment, the difference between the temperature value at the coolant inlet of the fan and the temperature value in the cooling unit is taken as the thermal shock factor of the cooling unit at the current moment; According to the thermal shock factor that the cooling unit is subjected to at the current moment and the cooling buffer value generated by the coolant container at the current moment, the thermal shock degree value that the cooling unit is subjected to at the current moment is calculated, and the thermal shock factor is positively correlated with the thermal shock degree value, and the cooling buffer value is negatively correlated with the thermal shock degree value.

7. A cooling and heat dissipation structure for new energy batteries according to claim 1, characterized in that: The method for obtaining the opening ratio of the valve at the coolant inlet of the cooling unit at the next moment includes: The sum of the thermal shock degree value of the cooling unit at the current moment, the cooling buffer value generated by the coolant container at the current moment, and the cooling effect value of the battery at the current moment are negatively correlated and normalized, and the result is used as the opening ratio of the valve at the coolant inlet of the cooling unit at the next moment.

8. A cooling and heat dissipation structure for new energy batteries according to claim 1, characterized in that: The temperature time series data at each position are processed by mean filtering.

9. A cooling and heat dissipation structure for new energy batteries according to claim 1, characterized in that: The valve control module includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the method for regulating the working state of the valve at the coolant inlet of the cooling unit are implemented.

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