A temperature control assembly and control method for a new energy vehicle battery

Abstract

This invention relates to the field of automotive battery temperature technology and discloses a new energy vehicle battery temperature control assembly and control method, including a battery compartment and a top cover. An airflow duct is fitted around the outer periphery of the battery compartment, and at least two partitions are installed inside the battery compartment. An auxiliary wheel is rotatably mounted inside the battery compartment. At least two heat exchange groups are installed inside the top cover, each corresponding to one of the partitions. Through the arrangement of a circulation frame, the battery temperature is exchanged through the bottom of the circulation frame. Based on the parallelogram shape of the circulation frame, hot air rises and cold air descends, thus forming an internal airflow circulation within the circulation frame. Heat is lost to the outside air through the exchange between the movable heat-conducting wheel and the fixed heat-conducting plate, achieving the purpose of basic cooling of the battery. Throughout the process, the battery remains completely isolated from the outside environment, thus achieving a high degree of dust and water resistance, and requiring no additional power, reducing energy consumption.

Description

Technical Field

[0001] This invention relates to the field of automotive battery temperature technology, specifically to a new energy vehicle battery temperature control assembly and control method. Background Technology

[0002] New energy batteries refer to devices that store and release electrical energy using renewable energy (such as solar and wind power) or clean energy technologies. They are mainly used to replace traditional fossil fuels and reduce environmental pollution and carbon emissions. Their core is to achieve efficient energy conversion through electrochemical reactions or physical energy storage methods (such as lithium-ion, sodium-sulfur, and solid-state batteries). Widely used in electric vehicles, energy storage systems, and portable electronic devices, they feature high energy density, long cycle life, and environmental friendliness, making them one of the key technologies for promoting energy transition and sustainable development.

[0003] A battery new energy warehouse is a facility used to store and manage lithium-ion batteries, primarily for energy storage and peak power regulation. A lithium battery new energy warehouse typically consists of battery packs, a battery management system, and a power distribution system. Currently, almost all existing lithium battery new energy warehouses are constructed using lithium battery packs composed of multiple individual lithium batteries connected in series. Multiple lithium batteries are connected in series to achieve sufficiently high voltage and energy density, while multiple battery packs are connected in parallel to meet the total capacity and power requirements.

[0004] When the battery temperature is detected to be too low in a low-temperature environment, the BMS will prohibit high-voltage power supply or limit the motor output power to prevent battery damage. Some models will enter a protection mode in extremely low temperatures, allowing only the battery to self-heat. The car will only be allowed to start after the temperature rises. However, the battery self-heating speed is slow, which affects the car's starting time.

[0005] When a battery is running for an extended period, it typically cools down through coolant circulation. This circulation requires the cooperation of various components and is powered by the motor, which significantly increases power consumption. This is especially true when the cooling module is activated, which consumes even more energy. When the vehicle is stationary, particularly in high ambient temperatures, the battery, lacking its own heat dissipation structure, can overheat, posing a risk of spontaneous combustion. Summary of the Invention

[0006] To address the aforementioned problems in the prior art, this invention provides a new energy vehicle battery temperature control assembly and control method, which has the advantages of self-heating and self-circulating heat dissipation in the parking state.

[0007] To achieve the above objectives, the present invention provides the following technical solution: including a battery compartment and a top cover, wherein an airflow duct is fitted on the outer periphery of the battery compartment, at least two partitions are provided inside the battery compartment, and auxiliary wheels are rotatably installed inside the battery compartment;

[0008] The upper cover is provided with at least two heat exchange groups, and the heat exchange groups correspond one-to-one with the partition.

[0009] The airflow duct is provided with one air inlet and two air outlets, and a baffle is provided at the air inlet.

[0010] The partition is provided with a circulation frame and a connecting pipe. The circulation frame is installed at an angle on the inner and outer sides of the partition, and the connecting pipe connects the circulation frame and the airflow duct.

[0011] Preferably, the heat exchange assembly inside the upper cover includes a fixed heat-conducting plate and a movable heat-conducting wheel. The movable heat-conducting wheel is located at the highest point of the circulation frame and is clamped on both sides of the circulation frame. All the movable heat-conducting wheels are connected together by a synchronous shaft. One end of the synchronous shaft meshes with the auxiliary wheel. The fixed heat-conducting plate is also clamped on the circulation frame, and the fixed heat-conducting plate is inclined, with its inclined surface parallel to the circulation frame.

[0012] Preferably, the movable heat-conducting wheel is disposed on the side of the upper cover near the battery compartment, and at least two heat dissipation grooves are also provided on one end face of the upper cover, the heat dissipation grooves being located on the opposite side of the movable heat-conducting wheel.

[0013] Preferably, the upper cover also has at least two liquid storage chambers, which are sealed spaces located on one side of the heat dissipation groove. A push block is slidably disposed in the liquid storage chamber, and a first memory metal is installed between the push block and the inner wall of the liquid storage chamber. The upper cover is also provided with a water pipe connection port at the liquid storage chamber, and the liquid storage chamber is connected to an external water tank by a water pipe.

[0014] The liquid storage chamber and the heat dissipation tank are connected by an injection hole.

[0015] Preferably, the air inlet on the airflow duct is a wide air inlet, a baffle is movably installed inside the wide air inlet, a cold air interface is fixed on one end face of the wide air inlet, the cold air interface is located on the side of the baffle near the battery compartment, and the cold air interface is connected to the vehicle compressor.

[0016] Preferably, one side of the airflow duct is provided with a fan wheel and a fan gear located near the air inlet, wherein the fan wheel is located inside the airflow duct and the fan gear is located inside the battery compartment and meshes with the auxiliary wheel.

[0017] Preferably, the partition is located at the bottom of the battery compartment, the circulation frame is arranged in a parallelogram shape, and the height of the circulation frame is greater than the height of the partition.

[0018] Preferably, one end of the connecting pipe is installed at the two vertical sides of the circulation frame, and the other end of the connecting pipe is installed inside both sides of the airflow duct.

[0019] Two sealing blocks are movably installed inside the connecting pipe. Each sealing block has a notch, and a second memory metal is installed inside the notch. The opening of the notch faces the circulation frame.

[0020] Preferably, the battery compartment contains a detachable battery, which is arranged alternately with the partition.

[0021] A control method for a temperature control assembly for a new energy vehicle battery, further comprising a water tank, a water pump, a compressor, a heating module, a cooling module, and a switching module;

[0022] The water pump draws coolant from the water tank and sends it through pipes to the bottom of the battery compartment.

[0023] After circulating through an S-shaped loop at the bottom of the battery compartment, it re-enters the water tank through a pipe.

[0024] When the vehicle is started, the heating wires of the heating module are activated to heat the battery before the coolant enters the battery compartment, thus preheating the battery.

[0025] After the vehicle has been running for a certain period of time, the heating module turns off, the coolant absorbs the heat inside the battery compartment, the compressor starts, the compressor cools, and cold air enters the cooling module to cool the coolant that has absorbed heat, and then flows back into the water tank.

[0026] The system cools the airflow inside the battery compartment, activates the switching module, opens the channel connected to the cold air interface, and allows the compressor's cold air to enter the airflow duct.

[0027] Compared with the prior art, the present invention provides a new energy vehicle battery temperature control assembly and control method, which has the following beneficial effects:

[0028] 1. The new energy vehicle battery temperature control assembly and control method, through the setting of the circulation frame, that is, the battery temperature is exchanged through the bottom of the circulation frame, and then according to the parallelogram setting of the circulation frame, hot air rises and cold air falls, thus forming an internal airflow circulation inside the circulation frame. Heat is lost to the outside air through the exchange of movable heat-conducting wheels and fixed heat-conducting plates, achieving the purpose of basic cooling of the battery. The battery does not communicate with the outside world during the whole process, so it can achieve a high dustproof and waterproof effect, and no additional power is required, reducing energy consumption.

[0029] 2. The new energy vehicle battery temperature control assembly and control method drive the fan wheel to rotate through the airflow in the airflow duct. This, in turn, drives the synchronous shaft to rotate through the fan gear and auxiliary wheel, thereby providing rotational power for the movable heat-conducting wheel. No additional drive equipment is required. The movable heat-conducting wheel can be automatically driven to rotate during vehicle operation, effectively reducing its cost.

[0030] 3. The new energy vehicle battery temperature control assembly and control method, through the setting of the cold air interface, can, when the temperature inside the battery is too high, i.e. higher than ℃, introduce cold air blown out by the vehicle's air conditioning compressor into the airflow duct through the pipe and cold air interface, replacing the ambient airflow. Since the temperature difference between the cold air from the compressor and the outside air is large, it can quickly reduce the ambient temperature around and inside the battery compartment. This process has a good cooling effect and can be used in situations where the battery needs emergency cooling, even if energy consumption is increased.

[0031] 4. The new energy vehicle battery temperature control assembly and control method, when the vehicle is stopped and not powered on, the battery cannot dissipate heat on its own. In summer, when the temperature is high and the car chassis is low, the air temperature close to the ground can reach more than 50°C. At this time, the temperature change can cause the heat sink to fill with liquid. The evaporation of the liquid cools the environment around the battery, keeping it at a safe temperature until the liquid in the water tank is completely used up. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the overall three-dimensional structure of the battery compartment of the present invention;

[0033] Figure 2 This is a schematic diagram of the internal structure of the battery compartment of the present invention;

[0034] Figure 3 This is a schematic diagram of a half-section of the battery compartment structure of the present invention;

[0035] Figure 4 For the present invention Figure 3 A magnified structural diagram of point A;

[0036] Figure 5 This is a schematic diagram of the upper cover structure of the present invention;

[0037] Figure 6 This is a schematic diagram of the half-section structure of the upper cover of the present invention;

[0038] Figure 7 This is a schematic diagram of the half-section structure of the upper cover of the present invention;

[0039] Figure 8 This is a schematic diagram of the upper cover and airflow duct structure of the present invention;

[0040] Figure 9This is a schematic diagram of the airflow duct structure of the present invention;

[0041] Figure 10 This is a schematic diagram of a half-section of the airflow duct structure of the present invention;

[0042] Figure 11 This is a schematic diagram of the battery temperature control assembly of the present invention.

[0043] In the diagram: 10. Battery compartment; 11. Auxiliary wheel; 20. Top cover; 201. Fixed heat-conducting plate; 202. Movable heat-conducting wheel; 203. Heat dissipation groove; 204. Injection hole; 205. Liquid storage chamber; 206. Push block; 207. First shape memory metal; 208. Water pipe connection port; 209. Synchronous shaft; 30. Airflow duct; 301. Wide air inlet; 3011. Baffle; 302. Air conditioning interface; 40. Partition; 401. Circulation frame; 402. Connecting pipe; 4021. Sealing block; 4022. Second shape memory metal; 50. Battery. Detailed Implementation

[0044] 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. 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.

[0045] like Figure 1-10 As shown, the battery compartment 10 and the top cover 20 are included. After the battery is installed in the battery compartment 10, the top cover 20 can be closed to achieve the effect of dust prevention. The outer periphery of the battery compartment 10 is fitted with an airflow duct 30. At least two partitions 40 are provided inside the battery compartment 10. A battery 50 is detachably installed in the battery compartment 10. The battery 50 and the partitions 40 are arranged alternately. An auxiliary wheel 11 is rotatably installed in the battery compartment 10. The inlet of the airflow duct 30 is installed in the direction of vehicle forward movement. The battery compartment 10 is installed on the chassis of the vehicle.

[0046] At least two heat exchange groups are provided inside the top cover 20, each corresponding to a partition 40. Each heat exchange group inside the top cover 20 includes a fixed heat-conducting plate 201 and a movable heat-conducting wheel 202. The movable heat-conducting wheel 202 is located at the highest point of the circulation frame 401 and is clamped on both sides of the circulation frame 401. All movable heat-conducting wheels 202 are connected together via a synchronous shaft 209, one end of which meshes with an auxiliary wheel 11. The fixed heat-conducting plate 201 is also clamped on the circulation frame 401 and is inclined, with its inclined surface parallel to the circulation frame 401. The movable heat-conducting wheel 202 is located on the side of the top cover 20 closest to the battery compartment 10. At least two heat dissipation grooves 203 are also provided on one end face of the top cover 20, opposite to the movable heat-conducting wheel 202. The heat generated by the battery in the battery compartment 10 is absorbed by the partition 40. The heat inside the separator 40 will increase. Then, according to the principle that hot air rises and cold air sinks, the rising hot air will come into contact with the movable heat-conducting wheel 202 and the fixed heat-conducting plate 201 on the separator 40. Driven by the synchronous shaft 209, the movable heat-conducting wheel 202 will rotate, and the temperature of the outer part of the movable heat-conducting wheel 202 will drop rapidly. The internal part will exchange temperature with the circulation frame 401, which will lower the temperature of the hot air on the upper side of the circulation frame 401. Then, the hot air will fall back into the bottom of the circulation frame 401 to exchange temperature with the battery. In this way, an airflow circulation can be formed inside the circulation frame 401. The heat is lost to the outside air through the exchange between the movable heat-conducting wheel 202 and the fixed heat-conducting plate 201, achieving the purpose of basic cooling of the battery. The battery will not be connected to the outside during the whole process, so a high dustproof and waterproof effect can be achieved.

[0047] The upper cover 20 also has at least two liquid storage chambers 205. Each liquid storage chamber 205 is a sealed space containing liquid. The liquid storage chambers 205 are located on one side of the heat dissipation tank 203. A pusher block 206 is slidably disposed within each liquid storage chamber 205. A first memory metal 207 is installed between the pusher block 206 and the inner wall of the liquid storage chamber 205. A water pipe connection port 208 is also provided at the location of the liquid storage chamber 205 on the upper cover 20. The water pipe connection port 208 allows the liquid to flow in only one direction. The liquid storage chamber 205 is connected to an external water tank via the water pipe connection port 208. The liquid storage chamber 205 and the heat dissipation tank 203 are also connected... The two are connected by an injection hole 204. Because the injection hole 204 is small and has no air inlet (a one-way valve can be installed at the air inlet), the liquid in the reservoir 205 will not leak significantly under atmospheric pressure. The small leaks are evaporated in the heat dissipation groove 203, which also accelerates the heat dissipation of the fixed heat-conducting plate 201. When the ambient temperature of the battery is high, the heat exchange between the movable heat-conducting wheel 202 and the fixed heat-conducting plate 201 cannot effectively cool it down, and the temperature can rise to the trigger temperature of the first memory metal 207. The temperature range is 60℃-80℃. The battery operates without issue below 60℃, but thermal runaway may occur between 60℃ and 80℃, potentially leading to short circuits and other risks. Temperatures above 80℃ may even cause a fire. When the first memory metal 207 reaches 60℃, it deforms, pushing the pusher 206 to force liquid from the reservoir 205 through the injection hole 204 into the heat dissipation tank 203. The evaporation of the liquid rapidly dissipates heat from the fixed heat-conducting plate 201, increasing the circulation frame 401. This improves heat exchange efficiency, thereby rapidly reducing the battery temperature. Once the temperature drops, the first memory metal 207 resets, and the pusher 206 moves closer to the movable heat-conducting wheel 202. At this time, the injection hole 204 is blocked by the one-way valve structure, while the water pipe connection port 208 opens, allowing liquid to be drawn from the water tank and refilled into the storage chamber 205 for future use. The movable heat-conducting wheel 202 and the fixed heat-conducting plate 201 can be made of materials such as diamond and graphene. Artificial diamond can be used to reduce costs, as diamond's thermal conductivity can reach 1000 kJ / m³ in the battery compartment. - 2200 W / m·K, while graphene has a thermal conductivity as high as 2000 - 4000 W / m·K, resulting in high thermal conductivity efficiency. Therefore, heat is transferred more easily and quickly to the fixed heat-conducting plate 201 and the movable heat-conducting wheel 202. High thermal conductivity also leads to faster heat dissipation, resulting in high overall heat dissipation efficiency. Since diamond and graphene are still relatively expensive, cost reduction can be achieved by sacrificing some performance, using materials such as graphite, alloys, or high-conductivity ceramics. The circulation frame 401 can be made of copper or other alloy materials, with a thermal conductivity of approximately 400 W / m·K. While it offers moderate heat absorption efficiency, slower heat dissipation is also required.After heat moves to the top of the circulation frame 401, it is dissipated through heat exchange between the circulation frame 401, the fixed heat-conducting plate 201, and the movable heat-conducting wheel 202. Therefore, it is required to have a certain heat storage capacity, and high thermal conductivity materials cannot be used.

[0048] Especially when the vehicle is stationary and not powered on, the battery cannot dissipate heat on its own. In summer, when the temperature is high and the car chassis is low, the air temperature close to the ground can reach more than 50°C. At this time, the heat sink 203 can still be filled with liquid by temperature changes. The evaporation of the liquid cools the environment around the battery, keeping it at the installation temperature until the liquid in the water tank is completely used up.

[0049] The airflow duct 30 is equipped with one air inlet and two air outlets. A baffle is installed at the air inlet. The air inlet of the airflow duct 30 is a wide air inlet 301. A baffle 3011 is movably installed inside the wide air inlet 301. A cold air interface 302 is fixed to one end face of the wide air inlet 301. The cold air interface 302 is located on the side of the baffle 3011 near the battery compartment 10 and is connected to the vehicle compressor. One side of the airflow duct 30 is provided with a 31, which is located near the wide air inlet 301. A fan wheel and a fan gear are installed on the 31. The fan wheel is located inside the airflow duct 30, and the fan gear is located inside the battery compartment 10 and meshes with the auxiliary wheel 11. This allows for operation during vehicle movement. In this system, air is drawn in through the air inlet and expelled through the air outlet to quickly reduce the temperature of the battery compartment 10 outside the battery, thereby lowering the temperature of the surrounding environment. When the airflow enters through the wide air inlet 301, it pushes open the baffle 3011 and splits into two directions for airflow, allowing the airflow to surround the battery compartment 10 for cooling. The airflow 31 is installed in one of the air outlet ducts of the airflow duct 30. The airflow drives the fan wheel to rotate, which in turn drives the synchronous shaft 209 to rotate through the fan gear and auxiliary wheel 11, thus providing rotational power for the movable heat-conducting wheel 202. No additional drive equipment is required; the movable heat-conducting wheel 202 can be automatically driven to rotate during vehicle operation, effectively reducing its cost.

[0050] By setting up the air conditioning interface 302, when the temperature inside the battery is too high, i.e. above 60°C, the cold air blown out by the air conditioning compressor in the vehicle can be introduced into the airflow duct 30 through the pipe and the air conditioning interface 302 to replace the ambient airflow. Since the temperature difference between the cold air from the compressor and the outside air is large, the ambient temperature around and inside the battery compartment 10 can be reduced quickly. This process has a good cooling effect and can be used in situations where the battery needs emergency cooling, even if energy consumption is increased.

[0051] A circulation frame 401 and a connecting pipe 402 are provided on the partition 40. The circulation frame 401 is installed obliquely on the inner and outer sides of the partition 40. The connecting pipe 402 connects the circulation frame 401 and the airflow duct 30. The partition 40 is located at the bottom of the battery compartment 10. The circulation frame 401 is arranged in a parallelogram shape, and the height of the circulation frame 401 is greater than the height of the partition 40. One end of the connecting pipe 402 is installed on the two vertical sides of the circulation frame 401, and the other end of the connecting pipe 402 is installed inside both sides of the airflow duct 30. Two sealing blocks 4021 are movably installed inside the connecting pipe 402. The sealing blocks 4021 have notches, and a second memory metal 4022 is installed in the notches. 1. Under the tension of the second shape memory metal 4022, the connecting pipe 402 remains closed. When the temperature inside the circulation frame 401 becomes too high, the second shape memory metal 4022 deforms, lifting the two sealing blocks 4021, thus opening the connecting pipe 402 and allowing convection with the outside air. The opening of the notch faces the circulation frame 401. Due to the parallelogram design of the circulation frame 401 and the principle of cold air descending and hot air rising, when the battery temperature rises, it directly contacts the bottom of the circulation frame 401. Therefore, the temperature at the bottom of the circulation frame 401 rises rapidly, while the temperature at the top of the circulation frame 401 is lower, thus creating a temperature difference. Airflow is circulated within the circulation frame 401. When hot air moves to the upper part of the circulation frame 401, it is cooled by heat exchange through the fixed heat-conducting plate 201 and the movable heat-conducting wheel 202. At this time, the air temperature at the top of the circulation frame 401 decreases, while the temperature at the bottom rises, and the circulation continues. The circulation frame 401 enables the battery to self-circulate and cool internally. When the battery temperature is too high and the circulation frame 401 cannot dissipate heat in time, the overall temperature inside the circulation frame 401 gradually increases. The second shape memory metal 4022 is in direct contact with the air inside the circulation frame 401. When the trigger temperature of the second shape memory metal 4022 is reached, it deforms and opens the top seal. Block 4021 is sealed, so that the connecting pipe 402 is in the open state. At this time, the circulation frame 401 is connected to the airflow duct 30. When the airflow passes through the airflow duct 30, because there is 31 on one side of the airflow duct 30, it will block part of the wind speed, so that the wind speed on one side of the airflow duct 30 is high and the wind speed on the other side is low. Therefore, according to Bernoulli's principle, the side with low wind speed will enter the circulation frame 401, and the side with high wind speed will draw air into the circulation frame 401 from the connecting pipe 402. Thus, convection can be formed with the outside, so that the temperature around the circulation frame 401 can quickly be consistent with the outside temperature, thereby effectively dissipating heat from the battery. Especially when the compressor is connected to the airflow duct 30, the heat dissipation speed is further increased.

[0052] like Figure 11 As shown, a control method for a new energy vehicle battery temperature control assembly also includes a water tank, a water pump, a compressor, a heating module, a cooling module, and a switching module.

[0053] The water pump draws coolant from the water tank and enters the bottom of the battery compartment through pipes. The coolant pipes are spirally installed at the bottom of the battery compartment 10 to control the temperature of the bottom of the battery compartment 10, thereby controlling the battery temperature through water cooling.

[0054] After circulating through an S-shaped loop at the bottom of the battery compartment, the coolant re-enters the water tank through pipes; this is the overall flow direction of the coolant.

[0055] When the vehicle is first started, the heating wires of the heating module activate to heat the battery before the coolant enters the battery compartment, preheating the battery. Due to the influence of the external environment, such as in northern regions or in winter when temperatures are low, the battery is generally at a low temperature when the vehicle is started, with an average temperature below 0°C. In this low-temperature environment, the instantaneous high current that the battery can provide (i.e., the current required to start the engine) will be drastically reduced, leading to engine starting failure. Moreover, starting in low temperatures will also shorten the lifespan of the battery and engine, accelerating aging, thus causing the battery to malfunction and the vehicle to fail to start. Therefore, after the vehicle is powered on, the heating wires are also powered on simultaneously, and the water pump starts circulating, heating the coolant entering the bottom of the battery compartment through the heating wires, gradually bringing the battery temperature to a normal state, thereby making the vehicle easier to start.

[0056] After the vehicle has been running for a certain period of time, i.e., the coolant is preheated to 20-30℃, a temperature sensor is installed in the coolant pipes. When the temperature reaches 20-30℃, the sensor sends a signal to shut down the heating module. As the battery is used for a long time, the temperature gradually rises, i.e., when the temperature is >60℃. At this time, the temperature of the coolant in the pipes is much lower than the temperature around the battery, so the coolant absorbs the heat from the battery's surroundings, cooling the battery through circulation. The coolant absorbs heat from inside the battery compartment, the compressor starts, and the compressor cools the coolant. Cold air enters the cooling module to cool the heat-absorbing coolant, and then flows back into the water tank. After the vehicle starts, the battery generates heat. At this time, there is no need for the heating wire, and the heating wire can be turned off. Then, the coolant lowers the temperature around the battery compartment. At this time, the compressor also starts, generating cold air that enters the cooling module through pipes. The pipes extending from the battery compartment are inside the cooling module, where the cold air cools the coolant inside the pipes before flowing back into the water tank for circulation.

[0057] To cool the inside of the battery compartment, the switching module is activated first, opening the channel connected to the cold air interface 302. The cold air from the compressor enters the airflow duct 30. Through the switching module, the cold air can be introduced into the airflow duct 30 to cool the inside of the battery compartment, enabling the battery to cool down quickly and urgently.

[0058] Furthermore, the compressor can only be activated for water cooling when the battery temperature has not reached the set temperature, which is monitored by a temperature sensor and reaches 60°C. When the temperature has not reached the set temperature, the battery can be cooled by airflow ducts, which is a wind cooling method. This process does not require additional power or energy, greatly reducing energy consumption and increasing the vehicle's range. When the battery temperature is too high, the compressor can be used to quickly cool the battery with coolant, which provides a certain degree of protection for the battery's safety.

[0059] Working principle: When in use, the battery 50 is installed between the partitions 40 in the battery compartment 10, and the top cover 20 is installed on the battery compartment 10 with bolts. Then the battery compartment 10 is fixedly installed on the vehicle chassis. The air inlet 301 is exposed, that is, there are no obstructions at a certain distance in front of it. The air conditioning interface 302 is connected to the compressor outlet through a pipe.

[0060] When the vehicle is in motion, the airflow enters the airflow duct 30 through the wide air inlet 301, and then flows out through the airflow duct 30 in two streams. The airflow in one of the airflow ducts will drive the 31 to rotate, so there will be some loss of airflow velocity in this airflow duct, that is, the airflow velocity in this airflow duct is less than the airflow velocity in the other airflow duct. The rotation of 31 drives the synchronous shaft 209 to rotate through the auxiliary wheel 11. The structure of the auxiliary wheel 11 can be a combination of reduction structures, so that the movable heat conduction wheel 202 rotates slowly, and the movable heat conduction wheel 202 rotates by means of wind power.

[0061] After prolonged operation, the vehicle battery generates significant heat, which heats the bottom of the circulation frame 401. Due to its parallelogram shape, the heated airflow at the bottom of the circulation frame 401 rises, while the cooler air at the top descends. This creates internal air circulation within the circulation frame 401. The hot air rises to the top, increasing the temperature at the top of the circulation frame 401, while the temperature at the movable heat-conducting wheel 202 remains lower. The heat is absorbed by the movable heat-conducting wheel 202, which then rotates to expel the absorbed heat to the outside. As the vehicle moves, the flowing air carries away the heat from the movable heat-conducting wheel 202, thus cooling its external portion. With each rotation of the movable heat-conducting wheel 202, heat is continuously carried away, achieving an initial cooling effect. Because the speed of heat conduction is... The rotation speed is less than that of the movable heat-conducting wheel 202, so the heat dissipation efficiency can be increased by rotating the movable heat-conducting wheel 202. However, the battery temperature will increase further, and the movable heat-conducting wheel 202 cannot dissipate heat in time. At this time, the heat in the circulation frame 401 will gradually rise, but when it reaches the trigger temperature of the first memory metal 207, the first memory metal 207 will deform and push the pusher 206 to squeeze the liquid inside the liquid storage cavity 205, so that the liquid enters the heat dissipation tank 203. At this time, the temperature around the heat dissipation tank 203 is high. The liquid absorbs heat through evaporation. The heat absorbed by the fixed heat-conducting plate 201 is conducted to the heat dissipation tank 203, so that the liquid inside the heat dissipation tank 203 absorbs heat, thereby reducing the temperature of the fixed heat-conducting plate 201, and thus reducing the temperature of the upper part of the circulation frame 401. The battery temperature can be further reduced by circulating through the circulation frame 401.

[0062] When the battery generates a lot of heat while the vehicle is running, the hot air inside the circulation frame 401 will also come into contact with the second memory metal 4022. The second memory metal 4022 will also deform and push open the two sealing blocks 4021, so that the connecting pipe 402 is connected to the two air ducts inside the airflow duct 30. Then, because the wind speed of the two air ducts is different, the side with the faster wind speed has a greater suction force and will draw hot air out of the circulation frame 401, while the side with the lower wind speed will enter the circulation frame 401. This will allow the gas inside the circulation frame 401 to be quickly replaced, which can quickly cool the battery. Moreover, if the above process still cannot reduce the battery temperature, the compressor can be connected at this time, and cold air can be injected into the airflow duct 30 from the cold air interface 302. The cold air will cool the area around the airflow duct 30, and at the same time, the cold air will also enter the circulation frame 401 to directly and rapidly cool the battery.

[0063] When the vehicle stops, all power is turned off. In summer, when the temperature is high, the first memory metal 207 is triggered, causing the pusher 206 to squeeze liquid into the heat sink 203. The liquid cools the entire surface of the top cover 20. The liquid in the heat sink 203 also evaporates, which can also remove some heat and ensure that the battery temperature is kept at a safe temperature until the liquid in the water tank is used up.

[0064] In summary, this new energy vehicle battery temperature control assembly and method, through the circulation frame 401, allows for temperature exchange between the battery and the bottom of the frame. Based on the parallelogram shape of the circulation frame 401, hot air rises and cold air descends, creating an internal airflow circulation within the frame. Heat is dissipated into the outside air through the exchange between the movable heat-conducting wheel 202 and the fixed heat-conducting plate 201, achieving basic cooling of the battery. Throughout this process, the battery remains completely isolated from the outside environment, thus achieving a high level of dust and water resistance. The airflow within the air duct 30 drives the fan wheel to rotate, which in turn drives the synchronous shaft 209 via the fan gear and auxiliary wheel 11, providing power for the rotation of the movable heat-conducting wheel 202. No additional drive equipment is required; the movable heat-conducting wheel 202 rotates automatically during vehicle operation, effectively reducing... It reduces costs; by setting up the air conditioning interface 302, when the temperature inside the battery is too high, i.e., above 60°C, the cold air blown out by the vehicle's air conditioning compressor can enter the airflow duct 30 through the pipe and air conditioning interface 302 to replace the ambient airflow. Since the temperature difference between the compressor's cold air and the outside air is large, it can quickly reduce the ambient temperature around and inside the battery compartment 10. This process has a good cooling effect. When energy consumption increases, it can be used in situations where the battery needs emergency cooling. When the vehicle is stopped and not powered on, the battery cannot dissipate heat on its own. In summer, when the temperature is high and the car chassis is low, the air temperature close to the ground can reach above 50°C of the battery. At this time, the temperature change can cause the heat dissipation tank 203 to fill with liquid. The evaporation of the liquid cools the environment around the battery, keeping it at the installation temperature until the liquid in the water tank is completely used up.

[0065] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0066] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A new energy vehicle battery temperature control assembly, comprising a battery compartment (10) and a top cover (20), characterized in that: The battery compartment (10) is fitted with an airflow duct (30) on its outer periphery. The battery compartment (10) is provided with at least two partitions (40) inside. An auxiliary wheel (11) is rotatably installed inside the battery compartment (10). The upper cover (20) is provided with at least two heat exchange groups, and the heat exchange groups correspond one-to-one with the partition (40); The airflow duct (30) is provided with one air inlet and two air outlets, and a baffle is provided at the air inlet; The partition (40) is provided with a circulation frame (401) and a connecting pipe (402). The circulation frame (401) is installed obliquely on the inner and outer sides of the partition (40), and the connecting pipe (402) connects the circulation frame (401) and the airflow pipe (30). The heat exchange assembly inside the upper cover (20) includes a fixed heat-conducting plate (201) and a movable heat-conducting wheel (202). The movable heat-conducting wheel (202) is located at the highest point of the circulation frame (401) and is clamped on both sides of the circulation frame (401). All the movable heat-conducting wheels (202) are connected together by a synchronous shaft (209). One end of the synchronous shaft (209) meshes with the auxiliary wheel (11) to realize the rotation of the movable heat-conducting wheel (202). The fixed heat-conducting plate (201) is also clamped on the circulation frame (401), and the fixed heat-conducting plate (201) is inclined, with its inclined surface parallel to the circulation frame (401).

2. The new energy vehicle battery temperature control assembly according to claim 1, characterized in that: The movable heat-conducting wheel (202) is located on the side of the upper cover (20) near the battery compartment (10). At least two heat dissipation grooves (203) are also provided on one side end face of the upper cover (20), and the heat dissipation grooves (203) are located on the opposite side of the movable heat-conducting wheel (202).

3. The new energy vehicle battery temperature control assembly according to claim 2, characterized in that: The upper cover (20) is also provided with at least two liquid storage chambers (205). The liquid storage chambers (205) are closed spaces. The liquid storage chambers (205) are located on one side of the heat dissipation groove (203). A push block (206) is slidably arranged in the liquid storage chambers (205). A first memory metal (207) is installed between the push block (206) and the inner wall of the liquid storage chambers (205). The upper cover (20) is also provided with a water pipe connection port (208) at the liquid storage chambers (205). The liquid storage chambers (205) are connected to the external water tank by connecting the water pipes to the water pipe connection port (208). The liquid storage chamber (205) and the heat dissipation tank (203) are connected by an injection hole (204).

4. The new energy vehicle battery temperature control assembly according to claim 1, characterized in that: The air inlet on the airflow duct (30) is a wide air inlet (301). A baffle (3011) is movably installed inside the wide air inlet (301). A cold air interface (302) is fixed on one side of the wide air inlet (301). The cold air interface (302) is located on the side of the baffle (3011) near the battery compartment (10). The cold air interface (302) is connected to the vehicle compressor.

5. The new energy vehicle battery temperature control assembly according to claim 1, characterized in that: The partition (40) is located at the bottom of the battery compartment (10), and the circulation frame (401) is a parallelogram. The height of the circulation frame (401) is greater than the height of the partition (40).

6. The new energy vehicle battery temperature control assembly according to claim 5, characterized in that: One end of the connecting pipe (402) is installed on the two vertical sides of the circulation frame (401), and the other end of the connecting pipe (402) is installed inside both sides of the airflow pipe (30). Two sealing blocks (4021) are movably installed inside the connecting pipe (402). A notch is provided in the sealing block (4021), and a second memory metal (4022) is installed in the notch. The opening direction of the notch is towards the circulation frame (401).

7. The new energy vehicle battery temperature control assembly according to claim 1, characterized in that: A battery (50) is detachably installed in the battery compartment (10), and the battery (50) is staggered with the partition (40).

8. A control method for a new energy vehicle battery temperature control assembly according to any one of claims 1-7, characterized in that: It also includes a water tank, water pump, compressor, heating module, cooling module, and switching module; The water pump draws coolant from the water tank and sends it through pipes to the bottom of the battery compartment. After circulating through an S-shaped loop at the bottom of the battery compartment, it then re-enters the water tank through a pipe. When the vehicle is started, the heating wires of the heating module are activated to heat the battery before the coolant enters the battery compartment, thus preheating the battery. After the vehicle has been running for a certain period of time, the heating module turns off, the coolant absorbs the heat inside the battery compartment, the compressor starts, the compressor cools, and cold air enters the cooling module to cool the coolant that has absorbed heat, and then flows back into the water tank. The airflow inside the battery compartment is cooled, the switching module is activated, and the channel connected to the cold air interface (302) is opened, so that the cold air from the compressor enters the airflow duct (30).

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