Thermal management module system for new energy vehicle battery and control method thereof

Abstract

The present application belongs to the technical field of new energy vehicle thermal management, and specifically relates to a new energy vehicle battery thermal management module system and a control method thereof. The working temperature range of the battery pack is determined, a suitable phase change material is selected, a sensor is arranged in the phase change material to monitor temperature changes, the contact area of the phase change material with the battery is adjusted based on sensor data, the heat absorption rate is controlled by changing the contact area, the internal structure layout of the phase change material is adjusted using the heat absorption rate, the heat release rate of the phase change material is optimized according to the structure layout, and finally the stable working temperature of the battery pack is maintained according to the heat release rate. This method can accurately control the heat absorption and release rate, effectively avoid the influence of local temperature fluctuations on the battery life and performance, significantly improve the stability and reliability of the battery pack in the rapid charging and discharging cycle, improve the safety and service life of the system, and reduce the complexity and maintenance cost.

Description

Technical Field

[0001] This invention belongs to the field of thermal management technology for new energy vehicles, specifically relating to a thermal management module system for new energy vehicle batteries and its control method. Background Technology

[0002] In the field of new energy vehicles, battery thermal management is one of the key factors in ensuring efficient operation and extending battery life. Existing thermal management systems mainly use air cooling, liquid cooling, or direct contact cooling methods to control battery temperature. While these methods can maintain the battery's operating temperature to a certain extent, the battery generates a significant amount of heat during rapid charging and discharging. Traditional cooling methods often struggle to quickly and effectively regulate the temperature, leading to localized temperature fluctuations that ultimately affect battery performance and lifespan.

[0003] The general solution of existing technology:

[0004] Air cooling: Air is introduced around the battery pack using fans or natural convection for cooling. This method is simple in structure and low in cost, but its cooling efficiency is relatively low, especially under high load conditions.

[0005] Liquid cooling: This method utilizes a coolant circulation system to absorb the heat generated by the battery. While it offers better cooling than air cooling, the system is more complex, increasing weight and maintenance costs.

[0006] Direct contact cooling: This method uses thermally conductive materials to directly contact the battery surface for heat dissipation. While it effectively improves heat dissipation efficiency, the material selection and layout design are complex, and it suffers from uneven thermal conductivity.

[0007] While the above methods can alleviate the problem of excessively high battery temperature to some extent, in the design of battery thermal management using phase change materials (PCM), how to accurately control the heat absorption and release rate during the phase change process to ensure that the battery pack maintains a stable operating temperature during rapid charge and discharge cycles, while avoiding the negative impact of local temperature fluctuations caused by phase change hysteresis on battery life and performance, remains an urgent problem to be solved. Summary of the Invention

[0008] The purpose of this invention is to provide a thermal management module system and control method for new energy vehicle batteries, which can accurately control the rate of heat absorption and release, effectively avoid the impact of local temperature fluctuations on battery life and performance, and thus significantly improve the stability and reliability of the battery pack in fast charge and discharge cycles, thereby solving the problems mentioned in the background art.

[0009] To achieve the above objectives, this invention proposes a thermal management control method for new energy vehicle batteries, comprising the following steps:

[0010] The operating temperature range of the battery pack is determined, and the initial temperature values ​​of the battery pack under different operating conditions are measured. A phase change material (PCM) is selected based on the operating temperature range, and the thermal conductivity of the PCM is tested to calculate the thermal conductivity coefficient of each material. Sensors are placed within the PCM to monitor temperature changes, and the temperature data collected by the sensors is collected. The contact area between the PCM and the battery is adjusted based on the sensor temperature data. The heat absorption rate is controlled by changing the contact area, and the current heat absorption rate is calculated based on the contact area and real-time temperature data. The internal structural layout of the PCM is adjusted using the heat absorption rate. The heat release rate of the PCM is optimized according to the structural layout, and the stable operating temperature of the battery pack is maintained based on the heat release rate.

[0011] Preferably, determining the operating temperature range of the battery pack includes the following steps:

[0012] Measure the initial temperature of the battery pack under different operating conditions;

[0013] Based on the initial temperature value, the highest and lowest operating temperature limits are calculated; wherein, the highest operating temperature limit is the initial temperature value plus the maximum temperature difference, and the lowest operating temperature limit is the initial temperature value minus the minimum temperature difference.

[0014] Based on the maximum and minimum operating temperature limits, multiple temperature ranges are divided, and the width of each temperature range is determined by the maximum and minimum operating temperature limits.

[0015] For each temperature range, a corresponding phase change material phase change trigger condition is set. When the detected battery temperature reaches the upper or lower limit of the temperature range, the phase change process of the corresponding phase change material is initiated to adjust the battery temperature back to the target range.

[0016] Preferably, selecting the phase change material according to the operating temperature range includes the following steps:

[0017] Determine the average temperature value within the operating temperature range. The average temperature value is the average of the highest operating temperature limit and the lowest operating temperature limit.

[0018] Based on the average temperature value, candidate phase change materials that meet the temperature range are selected, and the selection condition is that the phase change temperature of the candidate phase change materials is within the range of the average temperature value.

[0019] Thermal conductivity tests were performed on the candidate phase change materials, and the thermal conductivity coefficient of each material was calculated.

[0020] Based on the thermal conductivity coefficient, the phase change material with the highest thermal conductivity is selected as the final choice. When multiple phase change material candidates have the same highest thermal conductivity coefficient, the material with the lowest density is selected to optimize the overall weight of the battery pack.

[0021] Preferably, the step of arranging sensors in the phase change material to monitor temperature changes includes the following steps:

[0022] Determine the geometry and dimensions of the phase change material;

[0023] Based on the geometry and size, multiple monitoring points are uniformly distributed inside the phase change material. The number of monitoring points is determined according to the volume of the phase change material and the volume covered by a single monitoring point.

[0024] A temperature sensor is installed at each monitoring point, and the initial temperature value is recorded. The spacing between the temperature sensors is determined based on the longest side length of the phase change material and the number of monitoring points.

[0025] Temperature data is transmitted to the central control system by connecting the data cables of all temperature sensors.

[0026] Preferably, adjusting the contact area between the phase change material and the battery based on the sensor data includes the following steps:

[0027] Collect temperature data monitored by the sensors, including real-time temperature values ​​at each monitoring point;

[0028] The average temperature of the contact surface between the phase change material and the battery is calculated based on the temperature data. The average temperature is the average of the temperature values ​​at each monitoring point.

[0029] The average temperature is compared with the set target temperature range; if the average temperature is higher than the upper limit of the target temperature, the contact area between the phase change material and the battery is increased; if the average temperature is lower than the lower limit of the target temperature, the contact area between the phase change material and the battery is decreased.

[0030] The contact area can be changed by moving or adjusting the position and layout of the phase change material.

[0031] Preferably, controlling the heat absorption rate by changing the contact area includes the following steps:

[0032] Measure the current contact area between the phase change material and the battery. The contact area is the projected area of ​​the phase change material on the battery surface.

[0033] The current heat absorption rate is calculated based on the contact area and real-time temperature data.

[0034] The heat absorption rate is compared with the set target absorption rate; if the heat absorption rate is lower than the target absorption rate, the contact area between the phase change material and the battery is increased; if the heat absorption rate is higher than the target absorption rate, the contact area between the phase change material and the battery is decreased.

[0035] Adjusting the position or layout of the phase change material to change the contact area.

[0036] Preferably, adjusting the internal structural layout of the phase change material using the heat absorption rate includes the following steps:

[0037] The current operating state of the phase change material is determined based on the heat absorption rate. If the heat absorption rate is high, it indicates that the phase change material is in a rapid heat absorption state. If the heat absorption rate is low, it indicates that the phase change material is in a slow heat absorption or stable state.

[0038] The heat conduction path inside the phase change material is adjusted based on the heat absorption rate.

[0039] Reinforcing materials are redistributed within the phase change material to optimize the heat conduction path. When the distribution density increases, the reinforcing materials are more concentrated in the high-temperature region, and vice versa.

[0040] The overall layout of the phase change material is adjusted based on the new distribution of the reinforcing material.

[0041] Preferably, optimizing the heat release rate of the phase change material according to the structural layout includes the following steps:

[0042] The temperature distribution inside the current phase change material is measured, and the temperature distribution is the temperature value at each monitoring point.

[0043] The current heat release rate of the phase change material is calculated based on the temperature distribution and the structural layout.

[0044] The heat release rate is compared with the set target release rate; if the heat release rate is lower than the target release rate, the distribution density of the reinforcing material inside the phase change material is adjusted; if the heat release rate is higher than the target release rate, the distribution density of the reinforcing material inside the phase change material is reduced.

[0045] The heat conduction paths within the phase change material are rearranged according to the new distribution density.

[0046] Preferably, maintaining a stable operating temperature of the battery pack based on the heat release rate includes the following steps:

[0047] Monitor the current heat release rate of the phase change material;

[0048] Calculate the actual temperature change of the battery pack based on the heat release rate;

[0049] The actual temperature change is compared with the set target temperature range; if the actual temperature change exceeds the upper limit of the target temperature range, the heat release rate of the phase change material is reduced; if the actual temperature change is below the lower limit of the target temperature range, the heat release rate of the phase change material is increased.

[0050] The heat release rate is adjusted by modifying the distribution of reinforcing materials and the heat conduction path within the phase change material, thereby keeping the battery pack's operating temperature within the target range.

[0051] On the other hand, the present invention proposes a thermal management module system suitable for new energy vehicle batteries, comprising:

[0052] Operating temperature determination module, used to determine the operating temperature range of the battery pack;

[0053] A phase change material selection module is used to select a phase change material according to the operating temperature range;

[0054] A sensor placement and monitoring module is used to place sensors in the phase change material to monitor temperature changes;

[0055] A contact area adjustment module is used to adjust the contact area between the phase change material and the battery based on the sensor data;

[0056] A heat absorption rate control module is used to control the heat absorption rate by changing the contact area;

[0057] An internal structure layout adjustment module is used to adjust the internal structure layout of the phase change material using the heat absorption rate.

[0058] A heat release rate optimization module is used to optimize the heat release rate of the phase change material according to the structural layout.

[0059] The battery pack temperature stability maintenance module is used to maintain a stable operating temperature of the battery pack based on the heat release rate.

[0060] Technical effects and advantages of the present invention: The thermal management module system and control method for new energy vehicle batteries proposed in this invention have the following advantages compared with the prior art:

[0061] This invention achieves stable operating temperature for the battery pack by determining the operating temperature range of the battery pack, selecting a suitable phase change material (PCM), arranging sensors within the PCM to monitor temperature changes, adjusting the contact area between the PCM and the battery based on sensor data, controlling the heat absorption rate by changing the contact area, adjusting the internal structural layout of the PCM using the heat absorption rate, and optimizing the heat release rate of the PCM according to the structural layout. Ultimately, it maintains a stable operating temperature for the battery pack based on the heat release rate. This method precisely controls the heat absorption and release rates, effectively avoiding the impact of localized temperature fluctuations on battery life and performance, significantly improving the stability and reliability of the battery pack during rapid charge-discharge cycles, while also enhancing system safety and lifespan, and reducing complexity and maintenance costs. Attached Figure Description

[0062] Figure 1This is a flowchart of the thermal management control method for new energy vehicle batteries according to the present invention;

[0063] Figure 2 This is a block diagram of the thermal management module system for new energy vehicle batteries according to the present invention. Detailed Implementation

[0064] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The specific embodiments described herein are merely used to explain the present invention and are not intended to limit the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0065] This invention provides, for example Figure 1 The thermal management control method for a new energy vehicle battery, as shown, includes the following steps:

[0066] 1. Determine the operating temperature range of the battery pack; including the following steps:

[0067] Measure the initial temperature of the battery pack under different operating conditions; by measuring the initial temperature of the battery pack under different operating conditions (such as charging, discharging, and resting), we can understand the temperature changes of the battery pack in actual use and provide basic data for subsequent temperature management.

[0068] Based on the initial temperature value, the maximum and minimum operating temperature limits are calculated;

[0069] The maximum operating temperature limit is defined as: initial temperature value + ΔT_max (maximum temperature difference); the minimum operating temperature limit is defined as: initial temperature value - ΔT_min (minimum temperature difference). By setting these maximum and minimum operating temperature limits, the battery pack is ensured to operate within safe ranges. ΔT_max and ΔT_min represent the maximum allowable temperature rise and maximum allowable temperature drop of the battery pack, respectively.

[0070] Based on the maximum and minimum operating temperature limits, multiple temperature ranges are divided; the width of each temperature range is (maximum operating temperature limit - minimum operating temperature limit) / N (number of temperature ranges), where N is a positive integer; dividing the entire operating temperature range into multiple smaller temperature ranges facilitates more precise control of the phase change process of the phase change material (PCM) and ensures that the battery temperature is always in the optimal operating state.

[0071] For each temperature range, a corresponding phase change material phase change trigger condition is set; when the detected battery temperature reaches the upper or lower limit of the temperature range, the phase change process of the corresponding phase change material is initiated to adjust the battery temperature back to the target range.

[0072] Suppose the initial temperature of a new energy vehicle battery pack is measured under different operating conditions as follows:

[0073] When standing: 25°C;

[0074] Charging temperature: 30°C;

[0075] Discharge temperature: 35°C;

[0076] Measure the initial temperature of the battery pack under different operating conditions:

[0077] When standing: 25°C;

[0078] Charging temperature: 30°C;

[0079] Discharge temperature: 35°C;

[0080] Based on the initial temperature value, the maximum and minimum operating temperature limits are calculated:

[0081] Assume ΔT_max = 10°C, ΔT_min = 5°C;

[0082] For the stationary state: the maximum operating temperature limit = 25°C + 10°C = 35°C, and the minimum operating temperature limit = 25°C - 5°C = 20°C;

[0083] For charging: Maximum operating temperature limit = 30°C + 10°C = 40°C, Minimum operating temperature limit = 30°C - 5°C = 25°C;

[0084] For discharge: the maximum operating temperature limit = 35°C + 10°C = 45°C, and the minimum operating temperature limit = 35°C - 5°C = 30°C;

[0085] Based on the maximum and minimum operating temperature limits, multiple temperature ranges are defined:

[0086] Assume N=5 temperature ranges are selected;

[0087] For the static condition: the width of each temperature range = (35°C - 20°C) / 5 = 3°C;

[0088] The temperature ranges are: 20°C-23°C, 23°C-26°C, 26°C-29°C, 29°C-32°C, and 32°C-35°C.

[0089] For charging: the width of each temperature range = (40°C - 25°C) / 5 = 3°C;

[0090] The temperature ranges are: 25°C-28°C, 28°C-31°C, 31°C-34°C, 34°C-37°C, and 37°C-40°C.

[0091] For discharge: the width of each temperature range = (45°C - 30°C) / 5 = 3°C;

[0092] The temperature ranges are: 30°C-33°C, 33°C-36°C, 36°C-39°C, 39°C-42°C, and 42°C-45°C.

[0093] For each temperature range, set the corresponding phase change triggering conditions for the phase change material:

[0094] When the detected battery temperature reaches the upper or lower limit of a certain temperature range, the phase change process of the corresponding phase change material is initiated.

[0095] For example, when the battery is at rest, if the battery temperature rises to 32°C, the phase change process of the phase change material is activated to absorb excess heat and lower the battery temperature to below 29°C; conversely, if the battery temperature drops to 23°C, the phase change process of the phase change material is activated to release heat and raise the battery temperature back to above 26°C.

[0096] II. Selecting phase change materials based on the operating temperature range; including the following steps:

[0097] Determine the average temperature value within the operating temperature range; average temperature value = (maximum operating temperature limit + minimum operating temperature limit) / 2; by calculating the average temperature value within the operating temperature range, a reference temperature can be provided for subsequent screening of suitable phase change materials, ensuring that the selected materials can work effectively within this temperature range.

[0098] Based on the average temperature value, candidate phase change materials that meet the temperature range are selected. The selection criteria are that the phase change temperature of the candidate phase change materials is within the average temperature value ± ΔT_range (phase change temperature range). ΔT_range is an allowable temperature fluctuation range to ensure that the selected materials can work stably under actual working conditions.

[0099] Thermal conductivity tests were conducted on candidate phase change materials to calculate the thermal conductivity coefficient for each material. The thermal conductivity coefficient is calculated as: thermal conductivity coefficient = thermal conductivity of the material / (material thickness × temperature difference), where the temperature difference is a fixed value. The thermal conductivity tests were used to evaluate the thermal conductivity performance of each candidate material. A higher thermal conductivity coefficient indicates better thermal conductivity efficiency, enabling more effective temperature regulation of the battery pack.

[0100] Based on the thermal conductivity coefficient, the phase change material with the highest thermal conductivity is selected as the final choice; when multiple phase change material candidates have the same highest thermal conductivity coefficient, the material with the lowest density is selected to optimize the overall weight of the battery pack.

[0101] Assume the operating temperature range of a certain new energy vehicle battery pack is as follows:

[0102] Maximum operating temperature limit = 40°C;

[0103] Minimum operating temperature limit = 30°C;

[0104] Determine the average temperature value within the operating temperature range:

[0105] Average temperature = (40°C + 30°C) / 2 = 35°C;

[0106] Based on the average temperature value, candidate phase change materials that fit within this temperature range are selected:

[0107] Assume ΔT_range = 5°C;

[0108] The screening criteria were that the phase transition temperature of the candidate phase change materials was in the range of 35°C ± 5°C, i.e., 30°C to 40°C;

[0109] Suppose we have the following candidate phase change materials:

[0110] Material A: Phase transition temperature 32°C;

[0111] Material B: Phase transition temperature 35°C;

[0112] Material C: Phase transition temperature 38°C;

[0113] Thermal conductivity tests were conducted on candidate phase change materials, and the thermal conductivity coefficient of each material was calculated.

[0114] Assuming the material thickness is 1 cm and the temperature difference is 10°C;

[0115] Material A: Thermal conductivity is 20W, thermal conductivity coefficient = 20W / (1cm×10°C) = 2W / (cm·°C);

[0116] Material B: Thermal conductivity is 25W, thermal conductivity coefficient = 25W / (1cm×10°C) = 2.5W / (cm·°C);

[0117] Material C: Thermal conductivity is 20W, thermal conductivity coefficient = 20W / (1cm×10°C) = 2W / (cm·°C);

[0118] Based on the thermal conductivity coefficient, the phase change material with the highest thermal conductivity was selected as the final choice:

[0119] Among the three materials mentioned above, material B has the highest thermal conductivity coefficient, which is 2.5 W / (cm·°C). Therefore, material B is selected.

[0120] If materials B and C have the same thermal conductivity (e.g., both 2 W / (cm·°C)), then their densities should be further compared:

[0121] The density of material B is 1.5 g / cm³;

[0122] The density of material C is 1.2 g / cm³;

[0123] In this case, material C with the lowest density is selected to optimize the overall weight of the battery pack.

[0124] Through the steps described above, this method can accurately select phase change materials suitable for the battery pack's operating temperature range. First, the average temperature value within the operating temperature range is calculated, and candidate phase change materials that meet the requirements are screened based on this value. Then, through thermal conductivity testing, the material with the highest thermal conductivity is selected to ensure optimal thermal management. If multiple materials have the same thermal conductivity, the material with the lowest density is selected to reduce the overall weight of the battery pack, thereby improving the vehicle's energy efficiency and safety.

[0125] III. Utilizing sensors within phase change materials to monitor temperature changes; this includes the following steps:

[0126] Determine the geometry and size of the phase change material; the geometry can be plate-shaped, block-shaped, or granular, and the size is set according to the actual needs of the battery pack; a suitable geometry and size can ensure good contact between the PCM and the battery pack, thereby improving thermal management efficiency.

[0127] Based on the geometry and size, multiple monitoring points are uniformly distributed inside the phase change material; the number of monitoring points = the volume of the phase change material / the coverage volume of a single monitoring point, and the coverage volume of a single monitoring point is set according to the thermal diffusion characteristics of the phase change material; by calculating and uniformly distributing the monitoring points, comprehensive monitoring of temperature changes inside the PCM can be achieved, ensuring that temperature fluctuations can be detected in a timely manner at any location, and corresponding thermal management measures can be taken.

[0128] Temperature sensors are installed at each monitoring point, and the initial temperature value is recorded. The spacing between temperature sensors is equal to the longest side length of the phase change material divided by the cube root of the number of monitoring points. A reasonable spacing between temperature sensors ensures the accuracy and reliability of temperature monitoring. Recording the initial temperature value provides baseline data for subsequent temperature change analysis.

[0129] Temperature data is transmitted to the central control system via data cables connecting all temperature sensors. The central control system calculates the temperature difference using the formula ΔT_sens = T_max - T_min, where T_max and T_min represent the highest and lowest temperature values ​​read by all sensors, respectively. When ΔT_sens exceeds a preset threshold, corresponding thermal management measures are activated to adjust the operating state of the phase change material (PCM). The central control system monitors temperature changes within the PCM in real time and calculates the temperature difference. When the temperature difference exceeds the preset threshold, the system promptly activates appropriate thermal management measures to adjust the PCM's operating state, ensuring the battery pack operates within its optimal temperature range.

[0130] Suppose that the phase change material (PCM) used in a certain new energy vehicle battery pack is as follows:

[0131] Geometric shape: Plate-like;

[0132] Dimensions: Length 20cm, Width 15cm, Height 5cm;

[0133] PCM volume = 20cm × 15cm × 5cm = 1500cm³;

[0134] The coverage volume of a single monitoring point is 100 cm³ (set according to the thermal diffusion characteristics of PCM).

[0135] Determine the geometry and dimensions of the phase change material:

[0136] The PCM has a plate-like shape and dimensions of 20cm × 15cm × 5cm.

[0137] Based on the geometry and size, multiple monitoring points are uniformly distributed inside the phase change material:

[0138] Number of monitoring points = PCM volume / coverage volume of a single monitoring point = 1500cm³ / 100cm³ = 15 monitoring points; the monitoring points are evenly distributed inside the PCM to ensure full coverage.

[0139] Install a temperature sensor at each monitoring point and record the initial temperature value: the spacing between temperature sensors = the longest side length of the PCM / (the cube root of the number of monitoring points) = 20cm / (15^(1 / 3)) ≈ 8.11cm; install 15 temperature sensors and record the initial temperature value, for example, the initial temperature value is 30°C.

[0140] The temperature data is transmitted to the central control system by connecting the data lines of all temperature sensors. The central control system calculates the temperature difference according to the formula ΔT_sens=T_max-T_min.

[0141] Suppose that at a certain moment, the temperature values ​​read by each sensor are as follows:

[0142] Sensor 1: 31°C;

[0143] Sensor 2: 30°C;

[0144] Sensor 3: 32°C; ...

[0145] Sensor 15: 33°C;

[0146] Then T_max = 33°C, T_min = 30°C;

[0147] ΔT_sens = 33°C - 30°C = 3°C;

[0148] If the preset temperature difference threshold is 2°C, then ΔT_sens exceeds the preset threshold, and corresponding thermal management measures are activated, such as adjusting the working status of the PCM to reduce the temperature difference.

[0149] Through the above steps, this method enables precise placement of temperature sensors within the phase change material (PCM) to achieve real-time monitoring of internal temperature changes. First, the geometry and dimensions of the PCM are determined. Then, monitoring points are evenly distributed based on its volume and thermal diffusion characteristics, and a temperature sensor is installed at each monitoring point to record the initial temperature value. Finally, the central control system calculates the temperature difference in real time. When the temperature difference exceeds a preset threshold, corresponding thermal management measures are activated to ensure the battery pack operates within its optimal temperature range.

[0150] The Texas Instruments TMP117 digital temperature sensor was selected in the above embodiments. The following is a detailed description of its application:

[0151] Determine the geometry and dimensions of the phase change material: The PCM is plate-shaped with dimensions of 20cm × 15cm × 5cm.

[0152] Based on the geometry and size, multiple monitoring points are uniformly distributed inside the phase change material: number of monitoring points = PCM volume / volume covered by a single monitoring point = 1500cm³ / 100cm³ = 15 monitoring points; the monitoring points are evenly distributed inside the PCM to ensure comprehensive coverage.

[0153] Temperature sensors are installed at each monitoring point, and the initial temperature value is recorded: 15 TMP117 temperature sensors are installed, and the initial temperature value is recorded, for example, 30°C. The TMP117 is connected to the central control system via an I²C interface, ensuring stable and high-accuracy data transmission.

[0154] Temperature data is transmitted to the central control system via the data cables connecting all temperature sensors.

[0155] The central control system calculates the temperature difference using the formula ΔT_sens=T_max-T_min.

[0156] Suppose that at a certain moment, the temperature values ​​read by each sensor are as follows:

[0157] Sensor 1: 31°C;

[0158] Sensor 2: 30°C;

[0159] Sensor 3: 32°C; ...

[0160] Sensor 15: 33°C;

[0161] Then T_max = 33°C, T_min = 30°C;

[0162] ΔT_sens = 33°C - 30°C = 3°C;

[0163] If the preset temperature difference threshold is 2°C, then ΔT_sens exceeds the preset threshold, and corresponding thermal management measures are activated, such as adjusting the working status of the PCM to reduce the temperature difference.

[0164] By selecting the Texas Instruments TMP117, high-precision monitoring of temperature changes inside the PCM can be achieved. The TMP117 boasts advantages such as high precision, low power consumption, and a digital interface, making it particularly suitable for thermal management systems in new energy vehicle battery packs.

[0165] IV. Adjusting the contact area between the phase change material and the battery based on sensor data; including the following steps:

[0166] Collect temperature data monitored by sensors; the temperature data includes the real-time temperature value of each monitoring point; by collecting the real-time temperature value of each monitoring point, a comprehensive understanding of the temperature distribution inside the phase change material (PCM) and the battery pack can be obtained.

[0167] The average temperature of the contact surface between the phase change material and the battery is calculated based on the temperature data; the average temperature is calculated as (T_1 + T_2 + ... + T_n) / n, where T_1 to T_n are the temperature values ​​at each monitoring point, and n is the number of monitoring points. By calculating the average temperature, the heat exchange state between the PCM and the battery can be accurately assessed, and it can be determined whether the contact area between the PCM and the battery needs to be adjusted.

[0168] Compare the average temperature with the set target temperature range; if the average temperature is higher than the upper limit of the target temperature, increase the contact area between the phase change material and the battery; if the average temperature is lower than the lower limit of the target temperature, decrease the contact area between the phase change material and the battery.

[0169] The contact area is changed by moving or adjusting the position and layout of the phase change material; the change in contact area = k_contact × (average temperature - target temperature), where k_contact is the contact area adjustment coefficient used to determine the magnitude of each adjustment. By adjusting the contact area between the PCM and the battery, the heat transfer rate can be effectively controlled, ensuring that the PCM can absorb or release heat in optimal condition and maintain the battery pack's operating temperature within the target range.

[0170] Suppose a new energy vehicle battery pack and its phase change material (PCM) are as follows:

[0171] Number of monitoring points: 15;

[0172] The target temperature range is set to 30°C to 35°C.

[0173] Initial monitoring point temperature values: [32°C, 31°C, 33°C, 34°C, 32°C, 31°C, 30°C, 33°C, 34°C, 32°C, 31°C, 30°C, 33°C, 34°C, 32°C];

[0174] k_contact = 0.5 cm² / °C (contact area adjustment factor);

[0175] Collect temperature data monitored by sensors:

[0176] Temperature data includes real-time temperature values ​​for each monitoring point: [32°C, 31°C, 33°C, 34°C, 32°C, 31°C, 30°C, 33°C, 34°C, 32°C, 31°C, 30°C, 33°C, 34°C, 32°C];

[0177] The average temperature at the contact surface between the phase change material and the battery was calculated based on the temperature data.

[0178] Average temperature = (32+31+33+34+32+31+30+33+34+32+31+30+33+34+32) / 15;

[0179] Average temperature = 486 / 15 = 32.4°C;

[0180] Compare the average temperature with the set target temperature range:

[0181] The target temperature range is 30°C to 35°C;

[0182] The current average temperature is 32.4°C, which is within the target temperature range.

[0183] The contact area can be changed by moving or adjusting the position and layout of the phase change material:

[0184] If the average temperature is higher than the target temperature limit (e.g., 35°C), the contact area between the PCM and the battery is increased.

[0185] If the average temperature is below the lower limit of the target temperature (e.g., 30°C), reduce the contact area between the PCM and the battery.

[0186] In this example, the average temperature is 32.4°C, which is within the target temperature range, so there is no need to adjust the contact area.

[0187] Hypothetical scenario:

[0188] Suppose that in a certain measurement, the average temperature is 36°C (exceeding the target temperature limit of 35°C);

[0189] Change in contact area = k_contact × (average temperature - target temperature);

[0190] Change in contact area = 0.5 cm² / °C × (36°C - 35°C) = 0.5 cm²;

[0191] Therefore, the contact area between the PCM and the battery needs to be increased by 0.5 cm² to reduce the average temperature.

[0192] Through the steps described above, this method can dynamically adjust the contact area between the PCM and the battery based on sensor data, thereby precisely controlling the operating temperature of the battery pack. First, real-time temperature values ​​are collected at each monitoring point, and then the average temperature of the PCM-battery contact surface is calculated. Next, the average temperature is compared with the set target temperature range to determine if the contact area needs adjustment. Finally, the contact area is changed by moving or adjusting the position and layout of the PCM to ensure that the PCM can absorb or release heat in optimal condition, maintaining the battery pack's operating temperature within the target range.

[0193] V. Controlling the heat absorption rate by changing the contact area; including the following steps:

[0194] Measure the contact area between the current phase change material and the battery; contact area = the projected area of ​​the phase change material on the battery surface; by measuring the projected area of ​​the phase change material (PCM) on the battery surface, the contact between the PCM and the battery can be accurately understood.

[0195] The current heat absorption rate is calculated based on the contact area and real-time temperature data; heat absorption rate = (T_ambient - T_phase change material) × contact area / R_thermal, where T_ambient is the ambient temperature, T_phase change material is the average temperature of the phase change material, and R_thermal is the thermal resistance between the phase change material and the battery; by calculating the heat absorption rate, the current heat absorption capacity of the PCM can be evaluated, and it can be determined whether the contact area between the PCM and the battery needs to be adjusted to optimize heat management.

[0196] Compare the heat absorption rate with the set target absorption rate; if the heat absorption rate is lower than the target absorption rate, increase the contact area between the phase change material and the battery; if the heat absorption rate is higher than the target absorption rate, decrease the contact area between the phase change material and the battery.

[0197] Adjusting the position or layout of the phase change material (PCM) alters the contact area; the new contact area = current contact area + ΔA_contact, where ΔA_contact = k_abs_rate × (target absorption rate - current heat absorption rate), and k_abs_rate is the absorption rate adjustment coefficient. By adjusting the position or layout of the PCM to change its contact area with the battery, the heat absorption rate can be effectively controlled, ensuring that the PCM can absorb heat under optimal conditions and maintain the battery pack's operating temperature within the target range.

[0198] Suppose a new energy vehicle battery pack and its phase change material (PCM) are as follows:

[0199] Initial contact area: 100cm²;

[0200] Ambient temperature (T_ambient): 25°C;

[0201] The average temperature of the phase change material (T_phase change material): 30°C;

[0202] Thermal resistance (R_thermal) between the phase change material and the battery: 0.05 K / W;

[0203] Target absorption rate set: 100W;

[0204] Absorption rate adjustment factor (k_abs_rate): 0.5 cm² / W;

[0205] Measure the contact area between the current phase change material and the battery:

[0206] Contact area = 100cm²;

[0207] Calculate the current heat absorption rate based on the contact area and real-time temperature data:

[0208] Heat absorption rate = (T_environment - T_phase change material) × contact area / R_thermal;

[0209] Heat absorption rate = (25°C - 30°C) × 100cm² / 0.05K / W;

[0210] Heat absorption rate = (-5°C) × 100cm² / 0.05K / W = -1000W;

[0211] Compare the heat absorption rate with the set target absorption rate:

[0212] The current heat absorption rate is -1000W, while the target absorption rate is set to 100W.

[0213] Therefore, the current heat absorption rate is lower than the target absorption rate.

[0214] Adjusting the position or layout of the phase change material to change the contact area:

[0215] New contact area = Current contact area + ΔA_contact;

[0216] ΔA_contact = k_abs_rate × (target absorption rate - current heat absorption rate);

[0217] ΔA_contact=0.5cm² / W×(100W-(-1000W))=0.5cm² / W×1100W=550cm²;

[0218] New contact area = 100cm² + 550cm² = 650cm²;

[0219] Through the steps described above, this method dynamically adjusts the contact area between the PCM and the battery, thereby precisely controlling the heat absorption rate. First, the contact area between the PCM and the battery is measured. Then, the current heat absorption rate is calculated based on the contact area and real-time temperature data. Next, the heat absorption rate is compared with the set target absorption rate to determine if the contact area needs adjustment. Finally, the contact area is changed by adjusting the position or layout of the PCM to ensure that the PCM can absorb heat in its optimal state, maintaining the battery pack's operating temperature within the target range. This method improves the temperature control accuracy of the battery pack, optimizes the overall system performance, and enhances vehicle safety and reliability.

[0220] In the above embodiment, since the current heat absorption rate is lower than the target absorption rate, the system increases the contact area between the PCM and the battery to improve the heat absorption efficiency, ultimately making the new contact area reach 650cm², so as to better meet the heat absorption requirements.

[0221] VI. Adjusting the internal structural layout of phase change materials using heat absorption rate; including the following steps:

[0222] The current operating state of the phase change material is determined based on the heat absorption rate. If the heat absorption rate is high, it indicates that the phase change material is in a rapid heat absorption state. If the heat absorption rate is low, it indicates that the phase change material is in a slow heat absorption or stable state.

[0223] The heat conduction path inside the phase change material (PCM) is adjusted based on the heat absorption rate. The adjustment amount is calculated as k_path × (target absorption rate - current heat absorption rate), where k_path is the heat conduction path adjustment coefficient. By adjusting the heat conduction path inside the PCM, the heat transfer efficiency can be optimized. Increasing the heat conduction path improves heat transfer efficiency, while decreasing it reduces it, ensuring that the PCM can operate effectively under different conditions.

[0224] Increasing heat conduction paths improves heat transfer efficiency, while decreasing them reduces it. Reinforcing materials are redistributed within the phase change material to optimize these paths. The reinforcement material distribution density is calculated as D_0 + ΔD_mat, where D_0 is the initial density, ΔD_mat = k_dens × (heat conduction path adjustment amount), and k_dens is the density adjustment coefficient. As the density increases, the reinforcement material concentrates more in high-temperature regions, and vice versa. By redistributing the reinforcement material, heat conduction paths can be increased in high-temperature regions, improving heat transfer efficiency; conversely, heat conduction paths can be reduced in low-temperature regions, avoiding unnecessary heat loss and achieving a uniform temperature distribution within the PCM.

[0225] Based on the new distribution of the reinforcing material, the overall layout of the phase change material is adjusted; the change in phase change material layout = L_0 + ΔL_mod, where L_0 is the initial layout parameter, ΔL_mod = k_layout × (change in the distribution density of the reinforcing material), and k_layout is the layout adjustment coefficient; the adjusted layout ensures that the phase change material can absorb and release heat more evenly, maintaining the stable temperature of the battery pack.

[0226] Suppose a new energy vehicle battery pack and its phase change material (PCM) are as follows:

[0227] Initial heat absorption rate: 80W;

[0228] Target absorption rate: 100W;

[0229] Initial heat conduction path length: L_0 = 5cm;

[0230] Initial reinforcement material distribution density: D_0 = 2 g / cm³;

[0231] Initial layout parameters: L_0 = 10cm;

[0232] Heat conduction path adjustment factor: k_path = 0.1 cm / W;

[0233] Distribution density adjustment factor: k_dens = 0.05 g / cm³ / W;

[0234] Layout adjustment factor: k_layout = 0.2cm / g / cm³;

[0235] The current operating state of the phase change material is determined based on the heat absorption rate.

[0236] The current heat absorption rate is 80W, which is lower than the target absorption rate of 100W, indicating that the PCM is in a slow heat absorption state.

[0237] Adjust the heat conduction path inside the phase change material based on the heat absorption rate:

[0238] Heat conduction path adjustment amount = k_path × (target absorption rate - current heat absorption rate);

[0239] Heat conduction path adjustment amount = 0.1cm / W × (100W - 80W) = 0.1cm / W × 20W = 2cm;

[0240] New heat conduction path length = initial heat conduction path length + heat conduction path adjustment amount = 5cm + 2cm = 7cm;

[0241] Redistribute reinforcing materials within the phase change material to optimize the heat conduction path:

[0242] Reinforcing material distribution density = D_0 + ΔD_mat;

[0243] ΔD_mat = k_dens × (heat conduction path adjustment) = 0.05 g / cm³ / W × 20 W = 1 g / cm³;

[0244] Reinforcing material distribution density = 2g / cm³ + 1g / cm³ = 3g / cm³;

[0245] Based on the new distribution of the reinforcing material, adjust the overall layout of the phase change material:

[0246] Phase change material layout change = L_0 + ΔL_mod;

[0247] ΔL_mod = k_layout × (change in density of reinforcing material) = 0.2cm / g / cm³ × 1g / cm³ = 0.2cm;

[0248] New phase change material layout = initial layout parameters + layout change = 10cm + 0.2cm = 10.2cm;

[0249] Through the steps described above, this method dynamically adjusts the internal structural layout of the PCM using the heat absorption rate, ensuring that the PCM can absorb and release heat in optimal condition. First, the current operating state of the PCM is determined based on the heat absorption rate. Then, the heat conduction paths within the PCM are adjusted according to the heat absorption rate. Next, the reinforcing materials are redistributed to optimize the heat conduction paths, and the overall layout of the PCM is adjusted based on the new distribution of the reinforcing materials. Ultimately, this method improves the thermal management efficiency of the PCM, ensuring that the battery pack maintains a stable temperature under various operating conditions, extending battery life, and improving the overall performance of the system.

[0250] In the above embodiment, since the current heat absorption rate is lower than the target absorption rate, the system improves the heat conduction efficiency by increasing the length of the heat conduction path of the PCM and the distribution density of the reinforcing material. Ultimately, the length of the new heat conduction path reaches 7cm, the distribution density of the reinforcing material reaches 3g / cm³, and the overall layout of the PCM is adjusted to 10.2cm to better meet the heat absorption requirements.

[0251] VII. Optimize the heat release rate of the phase change material according to its structural layout; including the following steps:

[0252] The temperature distribution inside the current phase change material (PCM) is measured; the temperature distribution is calculated as (T_1, T_2, ..., T_n), where T_1 to T_n represent the temperature values ​​at each monitoring point. By measuring the temperature values ​​at each monitoring point inside the PCM, a comprehensive understanding of the internal temperature distribution can be obtained. This provides fundamental data for subsequent calculations of the heat release rate and adjustments to the internal structure of the PCM.

[0253] The current heat release rate of the phase change material (PCM) is calculated based on temperature distribution and structural layout. Heat release rate = (T_phase change material - T_ambient) × contact area / R_thermal, where T_phase change material is the average temperature of the PCM, T_ambient is the ambient temperature, contact area is the contact area between the PCM and the battery, and R_thermal is the thermal resistance between the PCM and the battery. By calculating the heat release rate, the current heat dissipation capacity of the PCM can be evaluated, and it can be determined whether the internal structure of the PCM needs to be adjusted to optimize thermal management.

[0254] Compare the heat release rate with the set target release rate; if the heat release rate is lower than the target release rate, adjust the distribution density of the reinforcing material inside the phase change material; new distribution density = current distribution density + ΔD_release, where ΔD_release = k_rel_rate × (target release rate - current heat release rate), and k_rel_rate is the release rate adjustment coefficient;

[0255] The heat conduction paths within the phase change material are rearranged according to the new distribution density; the heat conduction path adjustment amount = L_0 + ΔL_release, where L_0 is the initial heat conduction path length, ΔL_release = k_path_rel × (new distribution density - current distribution density), and k_path_rel is the heat conduction path adjustment coefficient; the adjusted heat conduction paths ensure that heat can be transferred more evenly from the phase change material to the battery or environment, thereby maintaining the stable operating temperature of the battery pack.

[0256] Suppose a new energy vehicle battery pack and its phase change material (PCM) are as follows:

[0257] Number of monitoring points: 15;

[0258] Initial temperature distribution: [34°C, 33°C, 35°C, 36°C, 34°C, 33°C, 32°C, 35°C, 36°C, 34°C, 33°C, 32°C, 35°C, 36°C, 34°C];

[0259] Ambient temperature (T_ambient): 25°C;

[0260] Contact area: 100cm²;

[0261] Thermal resistance (R_thermal): 0.05K / W;

[0262] Target release rate set: 80W;

[0263] Release rate adjustment factor (k_rel_rate): 0.1 g / cm³ / W;

[0264] Initial distribution density (D_0): 2 g / cm³;

[0265] Initial heat conduction path length (L_0): 5cm;

[0266] Thermal conduction path adjustment factor (k_path_rel): 0.2cm / g / cm³;

[0267] Measure the temperature distribution inside the current phase change material:

[0268] Temperature distribution = [34°C, 33°C, 35°C, 36°C, 34°C, 33°C, 32°C, 35°C, 36°C, 34°C, 33°C, 32°C, 35°C, 36°C, 34°C];

[0269] The current heat release rate of the phase change material is calculated based on temperature distribution and structural layout:

[0270] Average temperature (T_phase change material) = (34+33+35+36+34+33+32+35+36+34+33+32+35+36+34) / 15 = 34°C;

[0271] Heat release rate = (T_phase change material - T_environment) × contact area / R_thermal;

[0272] Heat release rate = (34°C - 25°C) × 100cm² / 0.05K / W = 9°C × 100cm² / 0.05K / W = 1800W;

[0273] Compare the heat release rate with the set target release rate:

[0274] The current heat release rate is 1800W, while the target release rate is set at 80W.

[0275] Therefore, the current heat release rate is much higher than the target release rate.

[0276] The heat conduction paths within the phase change material are rearranged according to the new distribution density:

[0277] New distribution density = Current distribution density + ΔD_release;

[0278] ΔD_release = k_rel_rate × (target release rate - current heat release rate):

[0279] ΔD_release=0.1g / cm³ / W×(80W-1800W)=0.1g / cm³ / W×(-1720W)=-172g / cm³;

[0280] New distribution density = 2g / cm³ + (-172g / cm³) = -170g / cm³ (obviously unreasonable, needs to be corrected);

[0281] Correction method:

[0282] If the calculation result is unreasonable (such as a negative value), it can be corrected by limiting the adjustment range. For example, set the minimum distribution density to 1 g / cm³.

[0283] New distribution density = max(1g / cm³, current distribution density + ΔD_release);

[0284] New distribution density = max(1g / cm³, 2g / cm³-172g / cm³) = 1g / cm³;

[0285] Heat conduction path adjustment amount = L_0 + ΔL_release;

[0286] ΔL_release = k_path_rel × (new distribution density - current distribution density);

[0287] ΔL_release=0.2cm / g / cm³×(1g / cm³-2g / cm³)=0.2cm / g / cm³×(-1g / cm³)=-0.2cm;

[0288] New heat conduction path length = L_0 + ΔL_release = 5cm - 0.2cm = 4.8cm;

[0289] Through the steps described above, this method dynamically adjusts the internal structural layout of the PCM using the heat release rate, ensuring that the PCM releases heat in its optimal state. First, the temperature values ​​at various monitoring points inside the PCM are measured. Then, the current heat release rate is calculated based on the temperature distribution and structural layout. Next, the heat release rate is compared with the set target release rate to determine whether the distribution density of the reinforcing material inside the PCM needs adjustment. Finally, the heat conduction paths within the PCM are rearranged according to the new distribution density, ensuring that heat is transferred more evenly from the PCM to the battery or environment, thereby maintaining the stable operating temperature of the battery pack.

[0290] In the above embodiment, since the current heat release rate is much higher than the target release rate, the system reduces the heat release rate by reducing the distribution density of the reinforcing material inside the PCM and shortening the heat conduction path length, ultimately achieving a new distribution density of 1 g / cm³ and a heat conduction path length of 4.8 cm to better meet the heat release requirements.

[0291] 8. Maintain a stable operating temperature for the battery pack based on the rate of heat release; including the following steps:

[0292] Monitor the current heat release rate of the phase change material; heat release rate = (T_phase change material - T_ambient) × contact area / R_thermal, where T_phase change material is the average temperature of the phase change material, T_ambient is the ambient temperature, contact area is the contact area between the phase change material and the battery, and R_thermal is the thermal resistance between the phase change material and the battery; by monitoring the heat release rate of the PCM in real time, the current heat dissipation capacity of the PCM can be understood.

[0293] The actual temperature change of the battery pack is calculated based on the heat release rate; actual temperature change = ΔT_battery = (heat release rate × time period) / (battery pack mass × specific heat capacity), where the time period is the monitoring time interval, the battery pack mass is the mass of the battery pack, and the specific heat capacity is the specific heat capacity of the battery material; by calculating the actual temperature change, the impact of the PCM on the battery pack temperature can be evaluated, and it can be determined whether the heat release rate of the PCM needs to be adjusted to maintain the stable operating temperature of the battery pack.

[0294] The actual temperature change is compared with the set target temperature range; if ΔT_battery exceeds the upper limit of the target temperature range, the heat release rate of the phase change material is reduced; if ΔT_battery is below the lower limit of the target temperature range, the heat release rate of the phase change material is increased.

[0295] The heat release rate is adjusted by modifying the distribution of reinforcing materials and the heat conduction path within the phase change material. The new distribution density = current distribution density + ΔD_control, where ΔD_control = k_temp_ctrl × (target temperature range median - actual temperature change), and k_temp_ctrl is the temperature control adjustment coefficient. The heat conduction path adjustment amount = L_0 + ΔL_control, where L_0 is the initial heat conduction path length, and ΔL_control = k_path_ctrl × (new distribution density - current distribution density), where k_path_ctrl is the heat conduction path adjustment coefficient. The adjusted layout ensures that the phase change material can more effectively control the heat release rate, keeping the battery pack's operating temperature within the target range.

[0296] Suppose a new energy vehicle battery pack and its phase change material (PCM) are as follows:

[0297] Number of monitoring points: 15;

[0298] Initial temperature distribution: [34°C, 33°C, 35°C, 36°C, 34°C, 33°C, 32°C, 35°C, 36°C, 34°C, 33°C, 32°C, 35°C, 36°C, 34°C];

[0299] Ambient temperature (T_ambient): 25°C;

[0300] Contact area: 100cm²;

[0301] Thermal resistance (R_thermal): 0.05K / W;

[0302] The target temperature range is set to 30°C to 35°C.

[0303] Time period: 1 hour;

[0304] Battery pack weight: 50kg;

[0305] Specific heat capacity: 900 J / (kg·°C);

[0306] Temperature control adjustment coefficient (k_temp_ctrl): 0.05 g / cm³ / °C;

[0307] Initial distribution density (D_0): 2 g / cm³;

[0308] Initial heat conduction path length (L_0): 5cm;

[0309] Heat conduction path adjustment factor (k_path_ctrl): 0.2cm / g / cm³.

[0310] Monitor the current heat release rate of the phase change material:

[0311] Average temperature (T_phase change material) = (34+33+35+36+34+33+32+35+36+34+33+32+35+36+34) / 15 = 34°C;

[0312] Heat release rate = (T_phase change material - T_environment) × contact area / R_thermal;

[0313] Heat release rate = (34°C - 25°C) × 100cm² / 0.05K / W = 9°C × 100cm² / 0.05K / W = 1800W;

[0314] Calculate the actual temperature change of the battery pack based on the heat release rate:

[0315] Actual temperature change (ΔT_battery) = (heat release rate × time period) / (battery pack mass × specific heat capacity);

[0316] Actual temperature change = (1800W × 3600s) / (50kg × 900J / (kg·°C));

[0317] Actual temperature change = 6,480,000 J / 45,000 J / °C = 144 °C;

[0318] Compare the actual temperature change with the set target temperature range:

[0319] The target temperature range is set to 30°C to 35°C;

[0320] The current actual temperature change is 144°C, which is obviously much higher than the upper limit of the target temperature range.

[0321] The heat release rate can be adjusted by modifying the distribution of reinforcing materials and the heat conduction path within the phase change material.

[0322] New distribution density = Current distribution density + ΔD_control;

[0323] ΔD_control = k_temp_ctrl × (target temperature range median - actual temperature change);

[0324] The median of the target temperature range = (30°C + 35°C) / 2 = 32.5°C;

[0325] ΔD_control=0.05g / cm³ / °C×(32.5°C-144°C)=0.05g / cm³ / °C×(-111.5°C)=-5.575g / cm³;

[0326] New distribution density = 2g / cm³ + (-5.575g / cm³) = -3.575g / cm³ (Inconsistent, corrected);

[0327] Correction method:

[0328] The minimum distribution density is set to 1 g / cm³.

[0329] New distribution density = max(1g / cm³, current distribution density + ΔD_control);

[0330] New distribution density = max(1g / cm³, 2g / cm³ - 5.575g / cm³) = 1g / cm³;

[0331] Heat conduction path adjustment amount = L_0 + ΔL_control;

[0332] ΔL_control = k_path_ctrl × (new distribution density - current distribution density);

[0333] ΔL_control=0.2cm / g / cm³×(1g / cm³-2g / cm³)=0.2cm / g / cm³×(-1g / cm³)=-0.2cm;

[0334] New heat conduction path length = L_0 + ΔL_control = 5cm - 0.2cm = 4.8cm;

[0335] Through the steps described above, this method dynamically adjusts the internal structural layout of the PCM using the heat release rate, ensuring that the PCM releases heat optimally and maintains the battery pack's operating temperature within the target range. First, the heat release rate of the PCM is monitored, and then the actual temperature change of the battery pack is calculated based on the heat release rate. Next, the actual temperature change is compared with the set target temperature range to determine if the heat release rate of the PCM needs adjustment. Finally, by adjusting the distribution density of the reinforcing material and the heat conduction path within the PCM, the method ensures that the PCM can more effectively control the heat release rate, keeping the battery pack's operating temperature within the target range.

[0336] In the above embodiment, since the actual temperature change is much higher than the target temperature range, the system reduces the heat release rate by reducing the distribution density of the reinforcing material inside the PCM and shortening the heat conduction path length. Ultimately, the new distribution density reaches 1 g / cm³ and the heat conduction path length reaches 4.8 cm, so as to better meet the heat release requirements and maintain the stable operating temperature of the battery pack.

[0337] On the other hand, this invention also proposes a thermal management module system suitable for new energy vehicle batteries, such as... Figure 2 As shown, it includes:

[0338] Operating temperature determination module, used to determine the operating temperature range of the battery pack;

[0339] A phase change material selection module is used to select a phase change material according to the operating temperature range;

[0340] A sensor placement and monitoring module is used to place sensors in the phase change material to monitor temperature changes;

[0341] A contact area adjustment module is used to adjust the contact area between the phase change material and the battery based on the sensor data;

[0342] A heat absorption rate control module is used to control the heat absorption rate by changing the contact area;

[0343] An internal structure layout adjustment module is used to adjust the internal structure layout of the phase change material using the heat absorption rate.

[0344] A heat release rate optimization module is used to optimize the heat release rate of the phase change material according to the structural layout.

[0345] The battery pack temperature stability maintenance module is used to maintain a stable operating temperature of the battery pack based on the heat release rate.

[0346] Furthermore, the aforementioned modules are also used to implement other steps of the aforementioned thermal management control method for new energy vehicle batteries, which will not be elaborated here.

[0347] In summary, this invention determines the operating temperature range of the battery pack, selects a suitable phase change material, arranges sensors in the phase change material to monitor temperature changes, adjusts the contact area between the phase change material and the battery based on sensor data, controls the heat absorption rate by changing the contact area, adjusts the internal structural layout of the phase change material using the heat absorption rate, optimizes the heat release rate of the phase change material according to the structural layout, and finally maintains a stable operating temperature of the battery pack based on the heat release rate.

[0348] This method can precisely control the rate of heat absorption and release, effectively avoid the impact of local temperature fluctuations on battery life and performance, significantly improve the stability and reliability of the battery pack in fast charge and discharge cycles, while enhancing system safety and lifespan, and reducing complexity and maintenance costs.

[0349] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A thermal management control method for a new energy vehicle battery, characterized in that, Includes the following steps: Determine the operating temperature range of the battery pack and measure the initial temperature value of the battery pack under different operating conditions. Select a phase change material according to the operating temperature range, test the thermal conductivity of the phase change material, and calculate the thermal conductivity coefficient of each material. Sensors are arranged in the phase change material to monitor temperature changes, and temperature data monitored by the sensors are collected. The contact area between the phase change material and the battery is adjusted based on the temperature data from the sensors. The heat absorption rate is controlled by changing the contact area, and the current heat absorption rate is calculated based on the contact area and real-time temperature data. The internal structural layout of the phase change material is then adjusted using the heat absorption rate. The heat release rate of the phase change material is optimized according to the aforementioned structural layout, and the stable operating temperature of the battery pack is maintained based on the heat release rate.

2. The thermal management control method for a new energy vehicle battery according to claim 1, characterized in that, Determining the operating temperature range of the battery pack and measuring the initial temperature of the battery pack under different operating conditions includes the following steps: Based on the initial temperature value, the highest and lowest operating temperature limits are calculated; wherein, the highest operating temperature limit is the initial temperature value plus the maximum temperature difference, and the lowest operating temperature limit is the initial temperature value minus the minimum temperature difference. Based on the maximum and minimum operating temperature limits, multiple temperature ranges are divided, and the width of each temperature range is determined by the maximum and minimum operating temperature limits. For each temperature range, a corresponding phase change material phase change trigger condition is set. When the detected battery temperature reaches the upper or lower limit of the temperature range, the phase change process of the corresponding phase change material is initiated to adjust the battery temperature back to the target range.

3. The thermal management control method for a new energy vehicle battery according to claim 2, characterized in that, The process of selecting a phase change material based on the operating temperature range, conducting thermal conductivity tests on the phase change material, and calculating the thermal conductivity coefficient of each material includes the following steps: Determine the average temperature value within the operating temperature range. The average temperature value is the average of the highest operating temperature limit and the lowest operating temperature limit. Based on the average temperature value, candidate phase change materials that meet the temperature range are selected, and the selection condition is that the phase change temperature of the candidate phase change materials is within the range of the average temperature value. Thermal conductivity tests were performed on the candidate phase change materials, and the thermal conductivity coefficient of each material was calculated. Based on the thermal conductivity coefficient, the phase change material with the highest thermal conductivity is selected as the final choice. When multiple phase change material candidates have the same highest thermal conductivity coefficient, the material with the lowest density is selected to optimize the overall weight of the battery pack.

4. The thermal management control method for a new energy vehicle battery according to claim 3, characterized in that, The step of arranging sensors in the phase change material to monitor temperature changes includes the following steps: Determine the geometry and dimensions of the phase change material; Based on the geometry and size, multiple monitoring points are uniformly distributed inside the phase change material. The number of monitoring points is determined according to the volume of the phase change material and the volume covered by a single monitoring point. A temperature sensor is installed at each monitoring point, and the initial temperature value is recorded. The spacing between the temperature sensors is determined based on the longest side length of the phase change material and the number of monitoring points. Temperature data is transmitted to the central control system by connecting the data cables of all temperature sensors.

5. The thermal management control method for a new energy vehicle battery according to claim 4, characterized in that, The process of collecting temperature data monitored by the sensor and adjusting the contact area between the phase change material and the battery based on the sensor temperature includes the following steps: Collect temperature data monitored by the sensors, including real-time temperature values ​​at each monitoring point; The average temperature of the contact surface between the phase change material and the battery is calculated based on the temperature data. The average temperature is the average of the temperature values ​​at each monitoring point. The average temperature is compared with the set target temperature range; if the average temperature is higher than the upper limit of the target temperature, the contact area between the phase change material and the battery is increased; if the average temperature is lower than the lower limit of the target temperature, the contact area between the phase change material and the battery is decreased. The contact area can be changed by moving or adjusting the position and layout of the phase change material.

6. The thermal management control method for a new energy vehicle battery according to claim 5, characterized in that, The method of controlling the heat absorption rate by changing the contact area and calculating the current heat absorption rate based on the contact area and real-time temperature data includes the following steps: Measure the current contact area between the phase change material and the battery. The contact area is the projected area of ​​the phase change material on the battery surface. The heat absorption rate is compared with the set target absorption rate; if the heat absorption rate is lower than the target absorption rate, the contact area between the phase change material and the battery is increased; if the heat absorption rate is higher than the target absorption rate, the contact area between the phase change material and the battery is decreased. Adjusting the position or layout of the phase change material to change the contact area.

7. The thermal management control method for a new energy vehicle battery according to claim 6, characterized in that, The method of adjusting the internal structural layout of the phase change material using the heat absorption rate includes the following steps: The current operating state of the phase change material is determined based on the heat absorption rate. If the heat absorption rate is high, it indicates that the phase change material is in a rapid heat absorption state. If the heat absorption rate is low, it indicates that the phase change material is in a slow heat absorption or stable state. The heat conduction path inside the phase change material is adjusted based on the heat absorption rate. Reinforcing materials are redistributed within the phase change material to optimize the heat conduction path. When the distribution density increases, the reinforcing materials are more concentrated in the high-temperature region, and vice versa. The overall layout of the phase change material is adjusted based on the new distribution of the reinforcing material.

8. The thermal management control method for a new energy vehicle battery according to claim 7, characterized in that, The optimization of the heat release rate of the phase change material according to the aforementioned structural layout includes the following steps: The temperature distribution inside the current phase change material is measured, and the temperature distribution is the temperature value at each monitoring point. The current heat release rate of the phase change material is calculated based on the temperature distribution and the structural layout. The heat release rate is compared with the set target release rate; if the heat release rate is lower than the target release rate, the distribution density of the reinforcing material inside the phase change material is adjusted; if the heat release rate is higher than the target release rate, the distribution density of the reinforcing material inside the phase change material is reduced. The heat conduction paths within the phase change material are rearranged according to the new distribution density.

9. A thermal management control method for a new energy vehicle battery according to claim 8, characterized in that, Maintaining a stable operating temperature for the battery pack based on the heat release rate includes the following steps: Monitor the current heat release rate of the phase change material; Calculate the actual temperature change of the battery pack based on the heat release rate; The actual temperature change is compared with the set target temperature range; if the actual temperature change exceeds the upper limit of the target temperature range, the heat release rate of the phase change material is reduced; if the actual temperature change is below the lower limit of the target temperature range, the heat release rate of the phase change material is increased. The heat release rate is adjusted by modifying the distribution of reinforcing materials and the heat conduction path within the phase change material, thereby keeping the battery pack's operating temperature within the target range.

10. A thermal management module system suitable for new energy vehicle batteries for implementing the thermal management control method as described in any one of claims 1-9, characterized in that, include: Operating temperature determination module, used to determine the operating temperature range of the battery pack; A phase change material selection module is used to select a phase change material according to the operating temperature range; A sensor placement and monitoring module is used to place sensors in the phase change material to monitor temperature changes; A contact area adjustment module is used to adjust the contact area between the phase change material and the battery based on the sensor data; A heat absorption rate control module is used to control the heat absorption rate by changing the contact area; An internal structure layout adjustment module is used to adjust the internal structure layout of the phase change material using the heat absorption rate. A heat release rate optimization module is used to optimize the heat release rate of the phase change material according to the structural layout. The battery pack temperature stability maintenance module is used to maintain a stable operating temperature of the battery pack based on the heat release rate.

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