Heat dissipation structure of automobile power battery

Abstract

The invention discloses an automobile power battery heat dissipation structure which comprises a base, a cooling box is arranged on the upper end face of the base, the thickness of the rear end of the cooling box is larger than that of the front end of the cooling box, a liquid inlet pipe is arranged on one side of the cooling box, and a plurality of partition plates are longitudinally arranged in the cooling box. A battery box used for installing a battery is arranged in the cooling box and located between the partition plates in a suspended mode, an adjusting mechanism used for controlling the heat dissipation efficiency is arranged on the inner side of the cooling box and located at the ends of the partition plates, and a driving assembly used for driving the adjusting mechanism is arranged at the upper end of the cooling box. One side of the base is further provided with a liquid discharging box used for discharging cooling liquid. The cooling box is simple in structure and reasonable in design, the flow control plates are matched with the partition plates to divide the interior of the cooling box into a plurality of liquid cooling areas, the effect of independently controlling the heat dissipation efficiency of each liquid cooling area is achieved by adjusting the opening degree of the flow control plates, and the energy utilization rate is remarkably increased.

Description

Technical Field

[0001] The present invention relates to the technical field of power battery heat dissipation, and in particular to a heat dissipation structure for a power battery of an automobile. Background Art

[0002] With the booming development of the new energy vehicle industry, the performance and safety of power batteries, as the heart of electric vehicles, have become the focus of the industry. In order to ensure that the power battery maintains a stable temperature while operating efficiently, liquid cooling technology has gradually become the mainstream choice due to its efficient and uniform heat dissipation characteristics.

[0003] The traditional device has the following shortcomings: Liquid cooling technology uses direct or indirect contact between the coolant and the battery module to quickly remove the generated heat, effectively preventing the battery from overheating, thereby ensuring the long-term performance and life of the battery. However, the current liquid cooling technology for automotive power batteries still has significant defects. In most cases, the entire power battery pack generally adopts a unified heat dissipation strategy, which cannot be flexibly adjusted according to the actual temperature of each battery module. Due to various reasons, different battery modules may have different heating rates. For example, the general automotive power battery liquid cooling system will also introduce air cooling as an auxiliary cooling method to achieve energy saving, but the cold air usually enters from the front end. This design leads to better heat dissipation effect of the front battery module and relatively slow heating, while the rear battery module is less affected by air cooling due to the installation position, and the heating rate is relatively fast. In addition, the differences in working status, aging degree and manufacturing process between battery modules may also cause them to have different heating rates under the same conditions. Therefore, this "one-size-fits-all" heat dissipation method not only fails to meet the heat dissipation requirements of different battery modules, but may also cause some battery modules to be overcooled, while others are not sufficiently cooled. This unbalanced heat management not only affects the overall performance of the battery pack, but also causes a lot of energy waste. Summary of the invention

[0004] The object of the present invention is to provide a heat dissipation structure for an automobile power battery to solve the problems raised in the above-mentioned background technology.

[0005] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a heat dissipation structure for a power battery of an automobile, comprising a base, a cooling box is arranged on the upper end surface of the base, the thickness of the rear end of the cooling box is greater than the thickness of the front end, a liquid inlet pipe is arranged on one side of the cooling box, a plurality of partitions are arranged longitudinally inside the cooling box, a battery box for installing batteries is suspended between the partitions in the cooling box, an adjustment mechanism for controlling the heat dissipation efficiency is arranged at the end of the partition on the inner side of the cooling box, a driving assembly is arranged on the upper end of the cooling box for driving the adjustment mechanism, and a liquid drain box for discharging coolant is also arranged on one side of the base; The regulating mechanism comprises: Arc-shaped limit strips, which are symmetrically arranged on both sides of the end wall of the partition, and one side of the partition requires two arc-shaped limit strips, and a flow control plate is movably arranged at the end of the partition, and the two sides of the flow control plate are limited by the arc-shaped limit strips; A lifting sleeve, the lifting sleeve is arranged inside the cooling box body and on one side of the flow control plate, the upper end of the lifting sleeve passes through the top of the cooling box, the lifting sleeve is arc-shaped and its shape matches the arc-shaped limit strip, an electromagnet is movably arranged inside the lifting sleeve, a connecting piece is arranged on the upper end of the electromagnet, and the electromagnet is connected to the driving component through the connecting piece; The permanent magnet is arranged at the lower end of the flow control plate and matches the electromagnet. The permanent magnet is formed by a plurality of permanent magnet strips stacked longitudinally.

[0006] Preferably, the driving assembly comprises: A motor, wherein the motor is arranged inside the cooling box below the inclined surface, and a through slot is arranged on the inclined surface of the cooling box above the output end of the motor; Two transmission boxes, the two transmission boxes are respectively arranged on the high and low end surfaces of the cooling box and the ends are aligned and arranged above the through slot, and the inner sides of the two transmission boxes are slidably connected with a transmission belt; A transmission gear, which is arranged above the through slot and has a wheel shaft connected to the driving wheels at the ends of the two transmission boxes respectively, and the transmission gear is connected to the output end of the motor through a gear set; A positioning frame, the positioning frame is longitudinally arranged on the upper end surface of the cooling box, a docking assembly is arranged in the positioning frame, one end of the docking assembly is arranged with a gear rod matching the transmission belt, the other end of the docking assembly is arranged with a ball screw, the end of the ball screw nut is movably provided with a sleeve, and the end of the sleeve is connected to the connecting piece.

[0007] Preferably, the docking assembly includes: A telescopic rod, wherein the telescopic rod is arranged in a mounting hole on the positioning frame, a fixed end of the telescopic rod is connected to an end of a ball screw, and a sliding sleeve is arranged at the telescopic end of the telescopic rod; A positioning seat is slidably connected in the sliding sleeve, the gear rod passes through the end of the sliding sleeve and is connected to the positioning seat, and a buffer spring is also arranged between the positioning seat and the sliding sleeve.

[0008] Preferably, a guide groove matching the contour of the end of the electromagnet is provided on the inner wall of the lifting sleeve, and the end of the electromagnet is slidably connected to the guide groove by arranging a ball.

[0009] Preferably, a pressure sensor is provided inside the cooling box on one side of the liquid inlet pipe.

[0010] Preferably, the drain box is movably arranged on one side of the base, and a plurality of drain hoses are connected between the upper end of the cooling box and the drain box.

[0011] Preferably, the flow control plate is made of PVC material.

[0012] Preferably, a plurality of horizontal grooves are provided on the upper end surface of the cooling box below the sleeve, and the lower end of the sleeve is slidably connected to the horizontal grooves by providing a sliding frame.

[0013] Compared with the prior art, the present invention has the following beneficial effects: The present invention is provided with an adjustment mechanism, and the flow control plate cooperates with the partition plate to divide the cooling box into a plurality of liquid cooling areas, and the opening degree of the flow control plate is adjusted to achieve the effect of independently controlling the heat dissipation efficiency of each liquid cooling area. Since the heat dissipation efficiency is more in line with the actual needs of each battery box, the energy utilization rate is significantly improved, the loss of electric energy is reduced, and the overall performance of the battery pack is also improved. At the same time, the lifting sleeve is externally installed with an electromagnet, and the magnetic force of the electromagnet is used to pull the flow control plate up and down, so as to avoid the traction equipment from entering the cooling box and being immersed in the coolant, the number of installation holes is reduced, the sealing effect is better, and the risk of coolant leakage is reduced, so that the working life of the cooling equipment is significantly improved. The present invention adjusts the thickness of the front and rear ends of the cooling box so that the coolant reserve at the rear end of the cooling box is greater than that at the front end, thereby slowing down the temperature rise of the rear battery box and the battery module, improving the problem of inconsistent heat dissipation capacity at the front and rear ends due to air cooling, and delaying the time for the coolant to start circulating, further reducing the energy consumption required for heat dissipation; The present invention realizes fast and accurate adjustment of the horizontal position of the connecting piece by providing a driving assembly, thereby ensuring accurate control of the opening height of the flow control plate, so that the automobile controller can more flexibly adjust the heat dissipation efficiency of each cooling space to adapt to different operating conditions and heat dissipation requirements of different battery modules. At the same time, the motor is installed below the inclined surface of the cooling box, and this part of the special-shaped space is properly utilized to improve the space utilization rate. Secondly, the transmission box and the transmission belt are divided into two groups, and the operation of the transmission belt is driven by the engagement of the driving wheel at the end with the transmission belt. The meshing contact area between the driving wheel and the transmission belt is large, and the transmission efficiency is high. The present invention solves the problem of difficult tooth alignment when the gear rod and the transmission belt are meshed by providing a docking assembly. Regardless of whether the teeth of the two are in a meshing position, the alignment and meshing can be completed automatically after the transmission belt is started, avoiding collision or tooth collision, thereby improving the docking efficiency and the actual working life. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is an overall stereogram of the present invention; Figure 2 For the present invention Figure 1 An enlarged schematic diagram at A in FIG. Figure 3 It is a schematic diagram of the internal structure of the cooling box of the present invention; Figure 4 For the present invention Figure 3 The enlarged schematic diagram at B in FIG. Figure 5 It is an overall top view of the present invention; Figure 6 It is a top view schematic diagram of the internal structure of the present invention; Figure 7 For the present invention Figure 6 The enlarged schematic diagram at C in FIG. Figure 8 It is a schematic side view of the internal structure of the present invention; Fig. 9 It is a schematic diagram of the internal structure of the present invention; Fig.10 For the present invention Fig. 9 A magnified schematic diagram at D in FIG.

[0015] In the figure: 1. base; 2. cooling box; 201. horizontal groove; 3. liquid inlet pipe; 4. partition; 5. battery box; 6. adjustment mechanism; 601. arc limit strip; 602. flow control plate; 603. lifting sleeve; 6031. guide groove; 604. electromagnet; 605. connecting piece; 606. permanent magnet; 7. driving assembly; 701. motor; 702. through groove; 703. two transmission boxes; 704. transmission belt; 705. transmission gear; 706. positioning frame; 707. docking assembly; 7071. telescopic rod; 7072. sliding sleeve; 7073. positioning seat; 7074. buffer spring; 708. gear rod; 709. ball screw; 710. sleeve; 8. drainage box; 9. pressure sensor; 10. drainage hose. DETAILED DESCRIPTION

[0016] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0017] It should be noted that when an element is referred to as being "fixed", "mounted", "connected" or "disposed" with another element, it may be directly on the other element or indirectly on the other element. It should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation in the specification, and therefore cannot be understood as limiting the present invention.

[0018] As a further improvement of the present invention, the terms "first", "second", "third", etc. are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0019] See also Figure 1-10As shown, the present invention provides a technical solution for a heat dissipation structure of a vehicle power battery: a heat dissipation structure of a vehicle power battery, comprising a base 1, which is fixed to a chassis of a vehicle through bolt holes, a cooling box 2 is installed on the upper end surface of the base 1, and the cooling box 2 is filled with coolant, and the thickness of the rear end of the cooling box 2 is greater than the thickness of the front end. Because the external cold air is introduced into the vehicle, the air cooling effect of the battery at the front end is better, and the coolant heats up slowly. The air cooling effect of the rear end battery is poor due to the obstruction of the front end, so increasing the thickness of the rear end cooling box 2 can expand the reserve of coolant, balance the cooling capacity of the front and rear ends of the cooling box 2, thereby delaying the heating speed of the rear end coolant, delaying the time for starting the coolant circulation, and achieving the purpose of energy saving. A liquid inlet pipe 3 is installed on one side of the cooling box 2, and a plurality of partitions 4 are arranged longitudinally inside the cooling box 2. A battery box 5 for installing batteries is installed between the partitions 4 in the cooling box 2. The battery box 5 is suspended in the cooling box 2 through a support. An adjustment mechanism 6 for controlling the heat dissipation efficiency is installed at the end of the partition 4 on the inner side of the cooling box 2. A driving assembly 7 for driving the adjustment mechanism 6 is installed on the upper end of the cooling box 2. A drain box 8 for discharging coolant is also installed on one side of the base 1; The adjustment mechanism 6 includes an arc-shaped limit strip 601, a lifting sleeve 603 and a permanent magnet 606. The arc-shaped limit strip 601 is symmetrically installed on both sides of the end wall of the partition 4. Two arc-shaped limit strips 601 are required on one side of the partition 4. A flow control plate 602 is movably installed at the end of the partition 4. Both sides of the flow control plate 602 are limited by the arc-shaped limit strip 601. The flow control plate 602 can slide up and down along the arc-shaped limit strip 601 and its shape changes with the arc-shaped limit strip 601. Every two partitions 4 cooperate with the flow control plate 602 at the front end so that the battery box 5 between the partitions 4 is in a relatively independent cooling space. The lifting sleeve 603 is installed inside the cooling box 2 on one side of the flow control plate 602. The upper end of the lifting sleeve 603 passes through the top of the cooling box 2. The lifting sleeve 603 is arc-shaped and its shape matches the arc-shaped limit strip 601. Therefore, when the flow control plate 602 moves up and down, the distance between the end and the lifting sleeve 603 is constant. An electromagnet 604 is movably installed inside the lifting sleeve 603. In order to facilitate the passage of the electromagnet 604 in the bend of the lifting sleeve 603, a certain gap is reserved between the electromagnet 604 and the inner wall of the lifting sleeve 603, and the two ends are as shown in FIG. Figure 8 As shown in the figure, the upper end of the electromagnet 604 is installed with a connecting piece 605, and the electromagnet 604 is connected to the driving component 7 through the connecting piece 605. The connecting piece 605 is hard and has toughness and can be bent. It is generally made of aluminum alloy, stainless steel, alloy steel and other materials. The permanent magnet 606 is fixedly installed at the lower end of the flow control plate 602 and matches the electromagnet 604. Figure 4As shown, the permanent magnet 606 is composed of a plurality of permanent magnet strips stacked longitudinally. When the end of the flow control plate 602 is bent, each permanent magnet strip of the permanent magnet 606 can be twisted relative to each other to match the bending of the flow control plate 602 without causing interference.

[0020] When it is necessary to open the flow control plate 602 at the front end of the high-temperature battery box 5, the electromagnet 604 is energized to generate an attraction to the permanent magnet 606, and the upper end of the connecting piece 605 is driven by the driving component 7 to move horizontally, thereby driving the electromagnet 604 to rise in the lifting sleeve 603. Due to the adsorption effect of the electromagnet 604 and the permanent magnet 606, the lower end of the flow control plate 602 is pushed upward by the permanent magnet 606 and rises synchronously with the electromagnet 604. The controller of the car determines the opening degree of the flow control plate 602 at the front end of the battery box 5 according to the temperature in the battery box 5. The higher the flow control plate 602 rises, the greater the opening degree, the faster the coolant circulation speed under the same hydraulic pressure, and the higher the heat exchange efficiency. At this time, the external circulation device is also turned on under the control of the car controller, and the coolant begins to flow from the bottom of the opened flow control plate 602 to exchange heat with the battery box 5. When the flow control plate 602 needs to be closed after the car stops running, the driving component 7 drives the connecting piece 605 to drive the electromagnet 604 to move downward and then drive the flow control plate 602 to close. It should be noted that when the electromagnet 604 drives the permanent magnet 606 and the flow control plate 602 to move up and down, the current passing through the electromagnet 604 is relatively large. When the flow control plate 602 only needs to be stabilized, the current on the electromagnet 604 can be appropriately reduced.

[0021] Through the adjustment mechanism 6, the flow control plate 602 is used in conjunction with the partition 4 to divide the cooling box 2 into several liquid cooling areas, and by adjusting the opening degree of the flow control plate 602, the effect of independently controlling the heat dissipation efficiency of each liquid cooling area is achieved. Since the heat dissipation efficiency is more in line with the actual needs of each battery box 5, the energy utilization rate is significantly improved, the loss of electric energy is reduced, and the overall performance of the battery pack is improved. At the same time, the lifting sleeve 603 is used to externally install the electromagnet 604, and the magnetic force of the electromagnet 604 is used to pull the flow control plate 602 up and down to avoid the traction equipment from entering the cooling box 2 and being immersed in the coolant, thereby reducing the number of installation holes, achieving better sealing effect, and reducing the risk of coolant leakage, so that the working life of the cooling equipment is significantly improved.

[0022] By adjusting the thickness of the front and rear ends of the cooling box 2, the coolant reserve at the rear end of the cooling box 2 is made larger than that at the front end, which slows down the heating rate of the rear end battery box 5 and the battery module, improves the problem of inconsistent front and rear heat dissipation capacity due to air cooling, and delays the time for the coolant to start circulating, further reducing the energy consumption required for heat dissipation.

[0023] The driving assembly 7 includes a motor 701, two transmission boxes 703, a transmission gear 705 and a positioning frame 706. The motor 701 is installed inside the cooling box 2 below the inclined surface, and a through slot 702 is provided on the inclined surface of the cooling box 2 above the output end of the motor 701. The two transmission boxes 703 are respectively installed on the high and low end surfaces of the cooling box 2 and the ends are aligned and arranged above the through slot 702. The inner sides of the two transmission boxes 703 are slidably connected with a transmission belt 704. The two transmission boxes 703 are slidably connected with the transmission belt 704 by providing a slide groove on the inner side wall to cooperate with the pulley and the transmission belt 704, which can effectively prevent the transmission belt 704 from sagging and deformation due to gravity. The transmission belt 704 can move according to the trajectory of the slide grooves of the two transmission boxes 703. The two transmission boxes 703 can be provided with driving wheels at the ends, and the transmission belt 704 is sleeved on the driving wheel and driven by the driving wheel. The transmission gear 705 is installed above the through slot 702 and the axle is connected to the driving wheels at the ends of the two transmission boxes 703 respectively. The output end of the motor 701 drives the transmission gear 705 to rotate through a gear set or a gearbox. The axle of the transmission gear 705 is installed through the ends of the two transmission boxes 703 and drives the inner driving wheels to rotate, thereby realizing the sliding of the transmission belt 704 in the two transmission boxes 703. The positioning frame 706 is longitudinally installed on the upper end surface of the cooling box 2. A docking assembly 707 is installed in the positioning frame 706. A gear rod 708 matching the transmission belt 704 is installed at one end of the docking assembly 707. A ball screw 709 is installed at the other end of the docking assembly 707. A sleeve 710 is movably installed at the end of the nut of the ball screw 709. The end of the sleeve 710 is connected to the connecting piece 605. The sleeve 710 cooperates with the drive of the ball screw 709 to drive the connecting piece 605 to move horizontally.

[0024] When it is necessary to drive the connecting piece 605 above a battery box 5 to move horizontally, the automobile controller controls the docking assembly 707 to push the gear rod 708 to move horizontally into the transmission belt 704 and start the motor 701. The motor 701 drives the transmission gear 705 to rotate through the gear set, and the transmission gear 705 further drives the transmission belt 704 to slide in the two transmission boxes 703. At this time, the transmission belt 704 starts to drive the ball screw 709 to rotate through the gear rod 708, and finally realizes the horizontal movement of the sleeve 710 and the connecting piece 605. After the movement is completed, turn off the motor 701, and separate the gear rod 708 from the transmission belt 704 through the docking assembly 707. When it is necessary to drive the connecting piece 605 to move in the opposite direction, control the motor 701 to reverse.

[0025] Through the driving component 7, the horizontal position of the connecting piece 605 is quickly and accurately adjusted, thereby ensuring the precise control of the opening height of the flow control plate 602, so that the automobile controller can more flexibly adjust the heat dissipation efficiency of each cooling space to adapt to the different operating conditions and heat dissipation requirements of different battery modules. At the same time, the motor 701 is installed below the inclined surface of the cooling box 2, and this part of the special-shaped space is properly utilized to improve the space utilization rate. Secondly, the transmission box and the transmission belt 704 are divided into two groups and the operation of the transmission belt 704 is driven by the engagement of the driving wheel at the end with the transmission belt 704. The meshing contact area between the driving wheel and the transmission belt 704 is large, and the transmission efficiency is high.

[0026] The docking assembly 707 includes a telescopic rod 7071 and a positioning seat 7073. The telescopic rod 7071 is rotatably connected to the mounting hole on the positioning frame 706, the fixed end of the telescopic rod 7071 is connected to the end of the ball screw 709, and the telescopic end of the telescopic rod 7071 is installed with a sliding sleeve 7072. The positioning seat 7073 is slidably connected in the sliding sleeve 7072. Due to the restriction of the notch, the positioning seat 7073 can only move horizontally along the inner wall of the sliding sleeve 7072 and cannot rotate relatively, ensuring that the gear rod 708 can drive the ball screw 709 to rotate through the sliding sleeve 7072 and the telescopic rod 7071. The gear rod 708 passes through the end of the sliding sleeve 7072 and is connected to the positioning seat 7073. A buffer spring 7074 is also installed between the positioning seat 7073 and the sliding sleeve 7072.

[0027] When the gear rod 708 needs to engage with the transmission belt 704, the telescopic rod 7071 receives the designation of the automobile controller and extends in the direction of the transmission belt 704 until the end of the gear rod 708 contacts the side wall of the transmission belt 704. If the teeth of the gear rod 708 and the teeth of the transmission belt 704 can just engage at this time, the gear rod 708 can directly engage and slide into the transmission belt 704. If the end of the gear rod 708 cannot smoothly enter the transmission belt 704 due to the mismatch of the tooth positions, the positioning seat 7073 and the gear rod 708 will overcome the elastic force of the buffer spring 7074 and retract into the sliding sleeve 7072. When the transmission belt 704 starts to move, it will be relatively displaced with the gear rod 708, and the tooth position will also begin to adjust. Once the teeth of the two correspond, the gear rod 708 will pop out under the action of the buffer spring 7074 to achieve engagement. When the gear rod 708 needs to be separated from the transmission belt 704, the vehicle controller directly controls the telescopic rod 7071 to drive the gear rod 708 to retract.

[0028] The docking assembly 707 solves the problem of difficult tooth alignment when the gear rod 708 and the transmission belt 704 are engaged. Regardless of whether the teeth of the two are in a position for engagement, the alignment and engagement can be completed automatically after the transmission belt 704 is started, avoiding collisions or tooth collisions, thereby improving the docking efficiency and actual working life.

[0029] A guide groove 6031 matching the profile of the end of the electromagnet 604 is provided on the inner wall of the lifting sleeve 603. The end of the electromagnet 604 is slidably connected to the guide groove 6031 via a grooved ball. The guide groove 6031 can improve the stability of the electromagnet 604 during the lifting process.

[0030] A pressure sensor 9 is installed on one side of the liquid inlet pipe 3 inside the cooling box 2. Through the monitoring of the pressure sensor 9, it is ensured that the liquid inlet side of the cooling box 2 should be in a constant pressure state. Only when the liquid inlet side of the cooling box 2 maintains a constant pressure can the flow control plate 602 perform relatively accurate control of the flow rate and flow velocity.

[0031] The drain box 8 is movably mounted on one side of the base 1, and a plurality of drain hoses 10 are connected between the upper end of the cooling box 2 and the drain box 8. When the battery module needs to be loaded and unloaded, the drain box 8 can be removed to provide a loading and unloading path.

[0032] The flow control plate 602 is made of PVC material. The PVC material has certain elasticity, toughness and corrosion resistance, which is more in line with the working environment and working requirements in the cooling box 2.

[0033] A plurality of horizontal grooves 201 are provided on the upper end surface of the cooling box 2 below the sleeve 710, and the lower end of the sleeve 710 is slidably connected to the horizontal grooves 201 by installing a sliding frame. The horizontal grooves 201 cooperate with the sliding frame to ensure that the sleeve 710 can only slide horizontally and cannot rotate.

[0034] Working principle: In the heat dissipation structure of the automobile power battery, the battery modules are all installed in the battery box 5, and the battery box 5 is wrapped and immersed in the coolant in the cooling box 2. The lower end of the flow control plate 602 is in a closed state in contact with the bottom plate of the cooling box 2. One side of the cooling box 2 is connected to the liquid inlet pipe 3, and the other side is connected to the drain box 8. The circulation of the coolant in the cooling box 2 is realized by cooperating with the external circulation equipment. When the car starts and the power battery starts to work, due to the low initial temperature and the conventional passive air cooling measures for the cooling box 2, the temperature of the battery and the coolant rises slowly. When the battery module in the battery box 5 is partially or completely heated up and captured by the built-in temperature sensor, the controller of the car will control the electromagnet 604 at the front end of the corresponding battery box 5 to be energized to generate attraction to the permanent magnet 606. Then the telescopic rod 7071 above the corresponding battery box 5 is controlled to extend in the direction of the transmission belt 704, so that the gear rod 708 and the transmission belt 704 are engaged. Then, the motor 701 is started, and the motor 701 drives the transmission gear 705 to rotate through the gear set, and the transmission gear 705 further drives the transmission belt 704 to slide in the two transmission boxes 703. At this time, the transmission belt 704 starts to drive the ball screw 709 to rotate through the gear rod 708, and finally realizes the horizontal movement of the sleeve 710 and the connecting piece 605. Thus, the electromagnet 604 is driven by the connecting piece 605 to rise in the lifting sleeve 603. Due to the adsorption effect of the electromagnet 604 and the permanent magnet 606, the lower end of the flow control plate 602 is pushed upward by the permanent magnet 606 and rises synchronously with the electromagnet 604. The controller of the car determines the opening degree of the flow control plate 602 at the front end of the battery box 5 according to the temperature in the battery box 5, that is, the horizontal movement distance of the connecting piece 605 is adjusted by the number of rotations of the motor 701 and the ball screw 709. At this time, the external circulation device is also turned on under the control of the vehicle controller. After the coolant enters through the liquid inlet pipe 3, it begins to flow from under the opened flow control plate 602 to exchange heat with the battery box 5, and is finally discharged from the drain tank 8.

[0035] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0036] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A heat dissipation structure for a vehicle power battery, comprising a base (1), characterized in that: A cooling box (2) is arranged on the upper end surface of the base (1), the thickness of the rear end of the cooling box (2) is greater than the thickness of the front end, a liquid inlet pipe (3) is arranged on one side of the cooling box (2), a plurality of partitions (4) are arranged longitudinally inside the cooling box (2), a battery box (5) for installing batteries is suspended between the partitions (4) inside the cooling box (2), an adjustment mechanism (6) for controlling heat dissipation efficiency is arranged on the inner side of the cooling box (2) at the end of the partition (4), a driving assembly (7) for driving the adjustment mechanism (6) is arranged on the upper end of the cooling box (2), and a liquid drain box (8) for draining coolant is also arranged on one side of the base (1); The regulating mechanism (6) comprises: Arc-shaped limit strips (601), the arc-shaped limit strips (601) being symmetrically arranged on both sides of the end wall of the partition (4), one side of the partition (4) requiring two arc-shaped limit strips (601), the end of the partition (4) being movably provided with a flow control plate (602), and both sides of the flow control plate (602) being limited by the arc-shaped limit strips (601); A lifting sleeve (603), the lifting sleeve (603) being arranged inside the cooling box (2) body and located on one side of the flow control plate (602), the upper end of the lifting sleeve (603) penetrating the top of the cooling box (2), the lifting sleeve (603) being arc-shaped and matching the shape of the arc-shaped limit strip (601), an electromagnet (604) being movably arranged inside the lifting sleeve (603), a connecting piece (605) being arranged at the upper end of the electromagnet (604), and the electromagnet (604) being connected to the driving component (7) via the connecting piece (605); A permanent magnet (606) is arranged at the lower end of the flow control plate (602) and matches the electromagnet (604). The permanent magnet (606) is formed by a plurality of permanent magnet strips stacked longitudinally.

2. The automotive power battery heat dissipation structure according to claim 1, characterized in that: The driving component (7) comprises: A motor (701), the motor (701) being arranged inside the cooling box (2) and below the inclined surface, and a through slot (702) being arranged on the inclined surface of the cooling box (2) and above the output end of the motor (701); Two transmission boxes (703), the two transmission boxes (703) being respectively arranged on the high and low end surfaces of the cooling box (2) and the ends thereof being aligned and arranged above the through slot (702), and the inner sides of the two transmission boxes (703) being slidably connected with a transmission belt (704); A transmission gear (705), the transmission gear (705) being arranged above the through slot (702) and the wheel axle being respectively connected to the driving wheels at the ends of the two transmission boxes (703), the transmission gear (705) being connected to the output end of the motor (701) via a gear set; A positioning frame (706), wherein the positioning frame (706) is longitudinally arranged on the upper end surface of the cooling box (2), and a docking assembly (707) is arranged in the positioning frame (706), and one end of the docking assembly (707) is provided with a gear rod (708) matching the transmission belt (704), and the other end of the docking assembly (707) is provided with a ball screw (709), and the end of the nut of the ball screw (709) is movably provided with a sleeve (710), and the end of the sleeve (710) is connected to the connecting piece (605).

3. The automotive power battery heat dissipation structure according to claim 2, characterized in that: The docking assembly (707) comprises: A telescopic rod (7071), the telescopic rod (7071) being arranged in a mounting hole on the positioning frame (706), the fixed end of the telescopic rod (7071) being connected to the end of the ball screw (709), and the telescopic end of the telescopic rod (7071) being provided with a sliding sleeve (7072); A positioning seat (7073) is slidably connected in the sliding sleeve (7072), the gear rod (708) passes through the end of the sliding sleeve (7072) and is connected to the positioning seat (7073), and a buffer spring (7074) is also provided between the positioning seat (7073) and the sliding sleeve (7072).

4. The automotive power battery heat dissipation structure according to claim 1, characterized in that: A guide groove (6031) matching the profile of the end of the electromagnet (604) is provided on the inner wall of the lifting sleeve (603), and the end of the electromagnet (604) is slidably connected to the guide groove (6031) by providing a ball bearing.

5. The automotive power battery heat dissipation structure according to claim 1, characterized in that: A pressure sensor (9) is provided inside the cooling box (2) on one side of the liquid inlet pipe (3).

6. The automotive power battery heat dissipation structure according to claim 1, characterized in that: The drainage box (8) is movably arranged on one side of the base (1), and a plurality of drainage hoses (10) are connected between the upper end of the cooling box (2) and the drainage box (8).

7. The automotive power battery heat dissipation structure according to claim 1, characterized in that: The flow control plate (602) is made of PVC material.

8. The automotive power battery heat dissipation structure according to claim 2, characterized in that: A plurality of horizontal grooves (201) are provided on the upper end surface of the cooling box (2) below the sleeve (710), and the lower end of the sleeve (710) is slidably connected to the horizontal grooves (201) by providing a sliding frame.

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