Automobile power battery heat dissipation structure

Abstract

The application discloses a kind of automobile power battery heat dissipation structure, including base, the upper end surface of the base is provided with cooling box, the thickness of the rear end of the cooling box is greater than the thickness of front end, one side of the cooling box is provided with liquid inlet pipe, the inside of the cooling box is arranged with several bulkheads longitudinally, the battery box for installing battery is suspended between bulkhead and is arranged in the cooling box, the inside of the cooling box is located bulkhead end and is provided with adjusting mechanism for controlling heat dissipation efficiency, the upper end of the cooling box is provided with driving assembly for driving adjusting mechanism, the side of the base is also provided with liquid discharge tank for discharging cooling liquid;The application simple structure, reasonable in design, utilize flow control plate cooperate bulkhead and divide into several liquid cooling areas in cooling box, and by adjusting the opening degree of flow control plate, the effect of independently controlling the heat dissipation efficiency of each liquid cooling area is realized, and the energy utilization rate is significantly improved.

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, the heart of electric vehicles, have become a focus of industry attention. To ensure efficient operation and stable temperature of power batteries, 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:

[0004] Liquid cooling technology uses direct or indirect contact between the coolant and the battery module to quickly dissipate heat, effectively preventing overheating and thus ensuring long-term battery performance and lifespan. However, current liquid cooling technology for automotive power batteries still has significant drawbacks. In most cases, a unified cooling strategy is used for the entire power battery pack, failing to flexibly adjust to the actual temperature of each battery module. Different battery modules can heat up at different rates due to various factors. For example, typical automotive power battery liquid cooling systems also incorporate air cooling as a supplementary cooling method to achieve energy savings. However, this cooling air is typically introduced from the front. This design results in better heat dissipation for the front battery modules, resulting in slower temperature rise, while the rear battery modules, due to their mounting position, are less affected by air cooling and heat up faster. Furthermore, differences in operating conditions, aging, and manufacturing processes between battery modules can also lead to different temperature rise rates under the same conditions. Therefore, this "one-size-fits-all" cooling approach not only fails to meet the cooling needs of different battery modules, but can also result in overcooling of some modules and insufficient cooling of others. This unbalanced heat dissipation management not only affects the overall performance of the battery pack, but also causes a lot of energy waste. Summary of the Invention

[0005] 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 background technology.

[0006] To achieve the above objectives, the present invention provides the following technical solutions: a heat dissipation structure for a power battery in an automobile, comprising a base, a cooling box provided on the upper end surface of the base, the thickness of the rear end of the cooling box being greater than the thickness of the front end, a liquid inlet pipe provided on one side of the cooling box, a plurality of partitions arranged longitudinally inside the cooling box, a battery box for mounting batteries suspended between the partitions within the cooling box, an adjustment mechanism for controlling heat dissipation efficiency provided at the end of the partition inside the cooling box, a drive assembly provided on the upper end of the cooling box for driving the adjustment mechanism, and a drain box for discharging coolant provided on one side of the base;

[0007] The regulating mechanism includes:

[0008] Arc-shaped limit strips are symmetrically arranged on both sides of the partition end wall. Two arc-shaped limit strips are required on one side of the partition. A flow control plate is movably provided at the end of the partition. The two sides of the flow control plate are limited by the arc-shaped limit strips.

[0009] A lifting sleeve, which 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 provided inside the lifting sleeve. A connecting piece is provided at the upper end of the electromagnet, and the electromagnet is connected to the drive assembly through the connecting piece.

[0010] 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.

[0011] Preferably, the drive assembly includes:

[0012] A motor is arranged inside the cooling box below the inclined surface, and a through slot is provided on the inclined surface of the cooling box above the output end of the motor;

[0013] Two transmission boxes, the two transmission boxes are respectively arranged on the upper and lower 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;

[0014] A transmission gear is arranged above the through slot and the wheel shaft is connected to the driving wheels at the two ends of the transmission box respectively. The transmission gear is connected to the output end of the motor through a gear set;

[0015] A positioning frame is longitudinally arranged on the upper end surface of the cooling box, and a docking assembly is arranged in the positioning frame. One end of the docking assembly is provided with a gear rod matching the transmission belt, and the other end of the docking assembly is provided 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.

[0016] Preferably, the docking assembly includes:

[0017] A telescopic rod, the telescopic rod being arranged in a mounting hole on the positioning frame, the fixed end of the telescopic rod being connected to the end of the ball screw, and the telescopic end of the telescopic rod being provided with a sliding sleeve;

[0018] The 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 further provided between the positioning seat and the sliding sleeve.

[0019] 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.

[0020] Preferably, a pressure sensor is provided inside the cooling box on one side of the liquid inlet pipe.

[0021] Preferably, the drainage box is movably arranged on one side of the base, and a plurality of drainage hoses are connected between the upper end of the cooling box and the drainage box.

[0022] Preferably, the flow control plate is made of PVC material.

[0023] 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.

[0024] Compared with the prior art, the present invention has the following beneficial effects:

[0025] The present invention is provided with an adjustment mechanism, and utilizes a flow control plate in conjunction with a partition to divide the cooling box into several liquid cooling areas. By adjusting the opening degree of the flow control plate, the heat dissipation efficiency of each liquid cooling area can be independently controlled. 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 improved. At the same time, an electromagnet is installed externally on the lifting sleeve, and the magnetic force of the electromagnet is used to pull the flow control plate up and down, thereby preventing 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.

[0026] By adjusting the thickness of the front and rear ends of the cooling box, the present invention allows the coolant reserve at the rear end of the cooling box to be greater than that at the front end, slowing the temperature rise of the rear battery box and battery module, improving the problem of inconsistent front and rear heat dissipation capacity caused by air cooling, and delaying the time it takes for the coolant to start circulating, further reducing the energy consumption required for heat dissipation.

[0027] The present invention realizes rapid and precise adjustment of the horizontal position of the connecting piece by providing a drive assembly, thereby ensuring precise 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 the 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, which properly utilizes this part of the special-shaped space and improves space utilization. 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.

[0028] The present invention solves the problem of difficult tooth alignment when the gear rod and the transmission belt are engaged by providing a docking assembly. 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 is started, avoiding collisions or tooth collisions, thereby improving docking efficiency and actual working life. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 It is an overall three-dimensional diagram of the present invention;

[0030] Figure 2 For the present invention Figure 1 A magnified schematic diagram at point A;

[0031] Figure 3 This is a schematic diagram of the internal structure of the cooling box of the present invention;

[0032] Figure 4 For the present invention Figure 3 An enlarged schematic diagram at B in FIG.

[0033] Figure 5 It is an overall top view of the present invention;

[0034] Figure 6 It is a top view schematic diagram of the internal structure of the present invention;

[0035] Figure 7 For the present invention Figure 6 The enlarged schematic diagram at C in FIG.

[0036] Figure 8 It is a schematic side view of the internal structure of the present invention;

[0037] Figure 9 It is a schematic diagram of the internal structure of the present invention;

[0038] Figure 10 For the present invention Figure 9 A magnified schematic diagram at D in FIG.

[0039] 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. drive 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. drain box; 9. pressure sensor; 10. drain hose. DETAILED DESCRIPTION

[0040] 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 with reference to 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.

[0041] 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, indicating positions or location relationships, are based on the positions or location relationships shown in the accompanying drawings and are intended only to facilitate the description of the present invention and simplify the description. They do not indicate or imply that the device or element referred to must have a specific orientation, be constructed, or operate in a specific orientation as described in the specification. Therefore, they should not be understood as limiting the present invention.

[0042] As a further refinement of the present invention, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Therefore, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features.

[0043] See also Figure 1-10As shown, the present invention provides a technical solution for a heat dissipation structure of an automobile power battery: a heat dissipation structure of an automobile power battery, comprising a base 1, which is fixed to the automobile chassis 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. 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 car, 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. Therefore, increasing the thickness of the rear end cooling box 2 can expand the coolant reserve and 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 and delaying the time for starting the coolant circulation, thereby achieving the purpose of energy saving. A liquid inlet pipe 3 is installed on one side of the cooling box 2. Several 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 by a support. An adjustment mechanism 6 for controlling the heat dissipation efficiency is installed on the inner side of the cooling box 2 at the end of the partition 4. A drive assembly 7 is installed on the upper end of the cooling box 2 for driving the adjustment mechanism 6. A drain box 8 for discharging the coolant is also installed on one side of the base 1.

[0044] The adjustment mechanism 6 includes an arc-shaped limit bar 601, a lifting sleeve 603, and a permanent magnet 606. The arc-shaped limit bars 601 are symmetrically mounted on both sides of the end wall of the partition 4. Two arc-shaped limit bars 601 are required on each side of the partition 4. A flow control plate 602 is movably mounted on the end of the partition 4. The two sides of the flow control plate 602 are limited by the arc-shaped limit bars 601. The flow control plate 602 can slide up and down along the arc-shaped limit bar 601, and its shape changes with the arc-shaped limit bar 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 bar 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 on the inner side of 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 retained 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.

[0045] When the flow control plate 602 at the front end of the high-temperature battery compartment 5 needs to be opened, the electromagnet 604 is energized to generate an attractive force on the permanent magnet 606. The drive assembly 7 drives the upper end of the connecting piece 605 to move horizontally, thereby driving the electromagnet 604 upward within the lifting sleeve 603. Due to the attraction between the electromagnet 604 and the permanent magnet 606, the lower end of the flow control plate 602, pushed upward by the permanent magnet 606, rises synchronously with the electromagnet 604. The vehicle's controller determines the degree of opening of the flow control plate 602 at the front end of the battery compartment 5 based on the temperature within the battery compartment 5. The higher the flow control plate 602 is raised, the greater the degree of opening, which increases the coolant flow rate and heat exchange efficiency under the same hydraulic pressure. At this time, the external circulation device is also activated under the control of the vehicle controller, and coolant begins to flow from under the open flow control plate 602 to exchange heat with the battery compartment 5. When the vehicle stops and the flow control plate 602 needs to be closed, the drive assembly 7 drives the connecting piece 605 to move the electromagnet 604 downward, thereby closing the flow control plate 602. 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.

[0046] 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, so as to avoid the traction equipment from entering the cooling box 2 and being immersed in the coolant, reducing the number of installation holes, and having a better sealing effect, reducing the risk of coolant leakage, so that the working life of the cooling equipment is significantly improved.

[0047] 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 heat dissipation capacity at the front and rear ends due to air cooling, and delays the time for the coolant to start circulating, further reducing the energy consumption required for heat dissipation.

[0048] The drive 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. 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 their ends are aligned and arranged above the through slot 702. The inner sides of the two transmission boxes 703 are slidably connected to a transmission belt 704. The two transmission boxes 703 are slidably connected to the transmission belt 704 by providing a slide groove on the inner wall to cooperate with the pulley and the transmission belt 704. This can effectively prevent the transmission belt 704 from sagging and deformation due to gravity. The transmission belt 704 can move along the trajectory of the slide grooves of the two transmission boxes 703. The two transmission boxes 703 can be provided with drive wheels at the ends, and the transmission belt 704 is sleeved on the drive wheels and driven by the drive wheels. The transmission gear 705 is mounted above the through slot 702, and its axle is connected to the drive wheels at the ends of the two transmission boxes 703. 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 drive wheels to rotate, thereby realizing the sliding of the transmission belt 704 in the two transmission boxes 703. The positioning frame 706 is longitudinally mounted on the upper end surface of the cooling box 2. The positioning frame 706 is installed with a docking assembly 707. One end of the docking assembly 707 is mounted with a gear rod 708 that matches the transmission belt 704. The other end of the docking assembly 707 is mounted with a ball screw 709. The end of the nut of the ball screw 709 is movably mounted with a sleeve 710. 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 horizontally.

[0049] When it is necessary to drive the connecting piece 605 above a battery box 5 to move horizontally, the vehicle 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 within the two transmission boxes 703. At this time, the transmission belt 704 begins to drive the ball screw 709 to rotate through the gear rod 708, ultimately achieving horizontal movement of the sleeve 710 and the connecting piece 605. When the movement is completed, the motor 701 is turned off, and the gear rod 708 is separated 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, the motor 701 is controlled to reverse.

[0050] Through the drive 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 space utilization. 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 engagement contact area between the driving wheel and the transmission belt 704 is large, and the transmission efficiency is high.

[0051] 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 of the positioning frame 706. The fixed end of the telescopic rod 7071 is connected to the end of the ball screw 709. The telescopic end of the telescopic rod 7071 is mounted with a sliding sleeve 7072. The positioning seat 7073 is slidably connected to 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 relative to it. This ensures 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.

[0052] When the gear rod 708 needs to engage with the transmission belt 704, the telescopic rod 7071 receives the instruction from the automobile controller to extend 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 displaced relative to 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.

[0053] 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 where they can engage, 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.

[0054] 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.

[0055] A pressure sensor 9 is installed on one side of the liquid inlet pipe 3 inside the cooling box 2. Through monitoring by 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.

[0056] 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.

[0057] 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.

[0058] The upper end surface of the cooling box 2 is provided with a plurality of horizontal grooves 201 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.

[0059] Working Principle: In this automotive power battery heat dissipation structure, the battery modules are installed in a battery box 5, which is surrounded and immersed in the coolant in the cooling box 2. The lower end of the flow control plate 602 is in contact with the bottom plate of the cooling box 2 and is in a closed position. One side of the cooling box 2 is connected to the liquid inlet pipe 3, and the other side is connected to the liquid drain tank 8. In conjunction with external circulation equipment, the coolant circulates within the cooling box 2. When the vehicle starts and the power battery begins operating, the temperature of the battery and coolant rises slowly due to the low initial temperature and the conventional passive air cooling measures taken for the cooling box 2. When the battery modules in the battery box 5 partially or completely heat up and are detected by the built-in temperature sensor, the vehicle controller energizes the electromagnet 604 at the front end of the corresponding battery box 5, generating an attractive force on the permanent magnet 606. The vehicle controller then controls the telescopic rod 7071 above the corresponding battery box 5 to extend in the direction of the transmission belt 704, causing the gear rod 708 to engage with the transmission belt 704. Next, motor 701 is started, which drives transmission gear 705 through a gear train. This in turn drives transmission belt 704 to slide within two transmission cases 703. At this point, transmission belt 704 begins to rotate ball screw 709 via rack 708, ultimately achieving horizontal movement of sleeve 710 and connecting piece 605. Connecting piece 605 then drives electromagnet 604 upward within lifting sleeve 603. Due to the attraction between electromagnet 604 and permanent magnet 606, the lower end of flow control plate 602, pushed upward by permanent magnet 606, rises synchronously with electromagnet 604. The vehicle's controller determines the degree of opening of flow control plate 602 at the front end of battery compartment 5 based on the temperature within battery compartment 5. Specifically, the distance of horizontal movement of connecting piece 605 is adjusted by the number of revolutions of motor 701 and 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 finally is discharged from the drain tank 8.

[0060] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus.

[0061] While 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 these embodiments without departing from the principles and spirit of the invention, and that the scope of the 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 provided 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 provided 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 provided 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), and a drain box (8) for discharging coolant is also provided on one side of the base (1); The regulating mechanism (6) comprises: Arc-shaped limiting strips (601), the arc-shaped limiting strips (601) are symmetrically arranged on both sides of the end wall of the partition (4), two arc-shaped limiting strips (601) are required on one side of the partition (4), and a flow control plate (602) is movably provided at the end of the partition (4), and both sides of the flow control plate (602) are limited by the arc-shaped limiting strips (601); A lifting sleeve (603), the lifting sleeve (603) is arranged 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), an electromagnet (604) is movably provided on the inner side of the lifting sleeve (603), a connecting piece (605) is provided on the upper end of the electromagnet (604), and the electromagnet (604) is connected to the driving component (7) through the connecting piece (605); A permanent magnet (606), the permanent magnet (606) being arranged at the lower end of the flow control plate (602) and matching the electromagnet (604), the permanent magnet (606) being formed by a plurality of permanent magnet strips stacked longitudinally; The driving assembly (7) includes: 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) are respectively arranged on the upper and lower end surfaces of the cooling box (2) and their ends are aligned and arranged above the through slot (702), and the inner sides of the two transmission boxes (703) are slidably connected to a transmission belt (704); A transmission gear (705), the transmission gear (705) is arranged above the through slot (702) and the wheel axle is respectively connected to the driving wheels at the ends of the two transmission boxes (703), and the transmission gear (705) is connected to the output end of the motor (701) through a gear set; A 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). 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).

2. The automotive power battery heat dissipation structure according to claim 1, characterized in that: The docking assembly (707) includes: 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 to 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 further provided between the positioning seat (7073) and the sliding sleeve (7072).

3. 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.

4. 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).

5. 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).

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

7. The automotive power battery heat dissipation structure according to claim 1, 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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