New energy automobile rapid intelligent battery safety emergency management system

Abstract

The invention relates to the technical field of new energy automobile batteries, in particular to a new energy automobile rapid intelligent battery safety emergency management system which comprises a battery bin body, a battery shell, an emergency release assembly, a circulating heat dissipation unit, a moving unit and a control unit. The battery bin body and the battery shell are rigidly connected through a connecting assembly, and are matched with a double-layer heat insulation and sealing structure to block heat diffusion; the circulating heat dissipation unit realizes uniform heat dissipation of inert fluid through a dispersion plate; according to the emergency release assembly, a single motor synchronously drives a clamping plate to be rapidly unlocked, a control unit is in linkage with a moving unit powered by an independent battery, the thermal runaway battery is moved out of a vehicle body, remote control danger avoiding is supported, the system is rapid in emergency response and high in safety redundancy, accident hazards are effectively reduced, and the operation safety and reliability of the new energy vehicle are improved.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle battery technology, specifically to a rapid intelligent battery safety emergency management system for new energy vehicles. Background Technology

[0002] Emergency management of thermal runaway in lithium batteries for new energy vehicles is a technical system designed to address thermal runaway caused by overcharging, short circuits, aging, or extreme environments (high temperature exposure, sudden temperature rise). Among these, emergency response to thermal runaway is the core component. Its goal is to provide risk warnings before thermal runaway is triggered, quickly block its spread when it is triggered, and efficiently transfer the source of danger after it occurs. It directly determines whether a thermal runaway accident will escalate into a vehicle fire, multiple vehicle fires, or personal injury or death, and is a key barrier to ensure the safe operation of new energy vehicles.

[0003] While the new energy vehicle industry has recognized the dangers of lithium battery thermal runaway and incorporated some preventative measures into basic safety designs, fundamental shortcomings remain in its emergency response capabilities after thermal runaway occurs. These shortcomings prevent the effective containment of the accident. When the battery cell has already produced open flames and gas, the basic cooling system, due to its low heat dissipation efficiency, is completely unable to contain the heat buildup. Furthermore, the lack of an inert gas / fire extinguishing medium injection channel fails to prevent electrolyte decomposition and open flame combustion, allowing thermal runaway to spread throughout the entire battery pack within 3-5 minutes. The response time from alarm to manual intervention generally exceeds 10 minutes, completely missing the window for intervention. Although some models have physical separation structures between the battery and the vehicle body (such as fusible bolts and electromagnetic clips), these have two major drawbacks: slow response speed, as fusible bolts rely on the high temperature of thermal runaway to melt (taking more than 8 seconds), and electromagnetic clips require waiting for the onboard ECU to complete. The first problem is that the command transmission is affected by the stability of the main battery power supply, and thermal runaway can generate a large amount of toxic gas and open flame within 5 seconds. When the separation action is completed, the battery pack has already started to burn. Secondly, there is no transfer capability after separation. The separated battery pack can only fall from the chassis by gravity and remain directly under the vehicle. Its high temperature (the outer shell temperature exceeds 600°C), open flame and toxic gas will not only continue to burn the vehicle body, but also ignite flammable materials on the ground (such as dry grass and oil stains), and may even cause adjacent parked vehicles to burn, expanding the scope of the accident. Therefore, it is necessary to develop a fast intelligent battery safety emergency management system for new energy vehicles. Summary of the Invention

[0004] To address the aforementioned deficiencies and problems, this invention provides a rapid and intelligent battery safety emergency management system for new energy vehicles. This system aims to solve the problems of unreliable battery mounting, uneven heat dissipation, difficulty in emergency detachment, and lack of proactive risk avoidance in new energy vehicles. It achieves closed-loop management of battery installation, heat dissipation, and emergency risk avoidance, thereby improving the safety level of the battery throughout its entire lifecycle.

[0005] The solution adopted by this invention to solve its technical problem is: a rapid intelligent battery safety emergency management system for new energy vehicles, including a battery compartment and a battery housing, which are connected by a connecting component. The battery housing is fitted inside the battery compartment, and a base is provided at the bottom of the battery housing. The system also includes an emergency release component, a locking component, a circulating heat dissipation unit, and a moving unit. Multiple emergency release components are provided and distributed around the perimeter of the battery compartment. Each emergency release component includes an adjustment and stabilization box, a locking plate, a support and locking unit, and a drive unit. The adjustment and stabilization box is connected to the side of the battery compartment, and the locking plate is located inside the adjustment and stabilization box and can move left and right horizontally. A [feature / feature] is provided on the battery compartment. The system includes a mating slot for the card plate to pass through, a support and locking unit for supporting and locking the card plate, a drive unit for driving the card plate to move, allowing the card plate to selectively support or release the battery housing; a locking component located in the adjustment and stabilization box for selectively locking or releasing the card plate; a circulating heat dissipation unit for dissipating heat from the battery inside the battery housing, the circulating heat dissipation unit including a fluid delivery channel connected to an on-board compression device, and a dispersing component located inside the battery housing, the fluid delivery channel communicating with the inside of the battery housing, the dispersing component allowing the heat dissipation fluid to be evenly distributed inside the battery housing; and a moving unit located at the bottom of the battery housing for moving the battery housing after it is released.

[0006] Furthermore, both the support and locking unit and the drive unit are located inside the adjustment and stabilization box, and a baffle for limiting their range of movement is connected to the rear end of the locking plate.

[0007] Furthermore, the support and locking unit includes support pulleys arranged on the upper and lower sides of the locking plate via support rods. The support pulleys provide locking support to the locking plate and guide its horizontal movement. The two ends of the support rods are fixedly connected to the adjustment and stabilization box.

[0008] Furthermore, the drive unit includes a drive motor, a drive shaft, a drive gear, and a rack segment. The drive motor is connected to the drive shaft, the drive gear is mounted on the drive shaft, and the rack segment is fixed to the top of the card plate and meshes with the drive gear. A connecting shaft tube is provided between the adjustment and stabilization boxes of adjacent emergency release components, and the drive shaft passes through the connecting shaft tube. The drive motor drives multiple card plates to move synchronously through the drive shaft.

[0009] Furthermore, the locking assembly includes an electromagnet, a vertical cylinder, a vertical rod, and an elastic element arranged on the upper and lower sides of the locking plate. The vertical cylinder is fixedly connected to the adjusting and stabilizing box. The vertical rod is slidably fitted inside the vertical cylinder, and its bottom is connected to the electromagnet. The elastic element is located between the vertical rod and the vertical cylinder. The electromagnet achieves locking by adsorbing the locking plate.

[0010] Furthermore, the fluid delivery channel includes an input pipe and an output pipe located at the top of the battery compartment. The upper ends of both the input and output pipes are connected to an on-board compression device, and the lower ends are respectively connected to an input interface and an output interface at the top of the battery casing. Both the input and output interfaces are connected to a dispersion component inside the battery casing. The dispersion component is a dispersion plate with an internal cavity. Multiple through holes are opened at the bottom of the dispersion plate. The heat dissipation fluid is a low-temperature inert gas or a low-temperature inert liquid. The heat dissipation fluid is uniformly dispersed within the battery casing through the through holes.

[0011] Furthermore, the base has a slot on its periphery that mates with the card plate, and an auxiliary pulley is installed above the slot.

[0012] Furthermore, the connection assembly includes connecting posts evenly distributed on the top of the battery compartment, and a connection cavity corresponding to each connecting post is opened on the top of the battery casing. A connector is provided at the bottom of the connecting post, and the connector and the connection cavity form a contact-type hard connection.

[0013] Furthermore, it also includes a control unit, with a placement slot for installing the control unit in the center of the bottom of the base. The control unit includes an independent battery and a controller. The battery in the battery casing charges the independent battery through a one-way charging circuit. The controller is used to control the operation of the emergency release component, locking component, circulating heat dissipation unit and moving unit.

[0014] Furthermore, a wheel groove is provided at the bottom of the battery casing, and the moving unit is installed in the wheel groove. The moving unit includes a wheel frame, a moving wheel, and a servo motor. The moving wheel is installed in the wheel frame, and the servo motor is installed on the wheel frame. A power contact is provided at the top of the wheel groove. The servo motor is electrically connected to the independent battery through the power contact, and the servo motor drives the moving wheel to rotate.

[0015] 1. The high-temperature resistant composite insulation layer of the battery compartment and the flame-retardant insulation material on the upper part of the battery shell form a double barrier, effectively isolating the battery from the effects of high temperatures in summer and low temperatures in winter, preventing electrolyte solidification or abnormal cell activity, and ensuring the normal working performance of the battery; the high-elasticity sealing grease at the edge of the base completely fills the gap between the battery compartment and the base, preventing rainwater and dust from entering the battery compartment and corroding the components, thus extending the battery's lifespan; the double-layer insulation structure can also block the outward spread of high temperature in the early stages of battery thermal runaway, preventing the vehicle body parts from being ignited.

[0016] 2. The emergency release component allows the battery housing to be easily moved in and out of the battery compartment. In the event of battery thermal runaway, the emergency release component drives the locking plate to move synchronously. With the help of the locking slot and auxiliary pulley, the battery housing can be quickly unlocked and released, allowing it to automatically detach from the vehicle chassis. At the same time, the moving unit allows the battery housing to be moved out of the bottom of the vehicle to a safe area, preventing the thermal runaway battery from igniting the vehicle. Furthermore, the moving unit can be precisely controlled via the Bluetooth key (integrated into the car key) to move the battery housing to an open area, improving the flexibility and safety of emergency handling.

[0017] 3. The contact-type hard connection of the connecting components enables quick positioning during battery casing installation and can withstand vehicle bumps and impacts without loosening, ensuring the stability of the battery's power supply to the vehicle; at the same time, the locking component adsorbs the plate to prevent mis-locking under normal conditions (resistant to bumps and impacts), and the spring quickly resets and unlocks in an emergency.

[0018] 4. The dispersion plate of the circulating heat dissipation unit can convert low-temperature inert gas / liquid into a planar jet stream, ensuring that the heat dissipation fluid covers all cells. The closed loop enables the reuse of the heat dissipation fluid, improves the heat dissipation efficiency of the battery, and stabilizes the battery operating temperature in the optimal range. This avoids high temperature accelerating cell aging and reduces the probability of thermal runaway. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0020] Figure 2 This is a diagram showing the fit between the battery compartment and the battery casing.

[0021] Figure 3 This is a front view of the present invention.

[0022] Figure 4 This is a front sectional view of the present invention.

[0023] Figure 5 This is a bottom view of the battery compartment.

[0024] Figure 6 This is a bottom view of the battery casing.

[0025] Figure 7 This is a schematic diagram of the emergency release component.

[0026] Figure 8 This is a front view of the emergency release component.

[0027] Figure 9 For Figure 8 A sectional view along line AA.

[0028] Figure 10 This is a schematic diagram of the moving unit.

[0029] In the diagram: 1-Battery compartment, 2-Battery housing, 3-Connecting assembly, 31-Connecting column, 32-Connecting cavity, 4-Base, 41-Slot, 42-Auxiliary pulley, 43-Wheel groove, 44-Placement slot, 5-Emergency release assembly, 51-Adjustment and stabilization box, 52-Matching strip hole, 53-Clamping plate, 54-Baffle, 55-Supporting and locking unit, 551-Supporting pulley, 552-Supporting rod, 561-Drive motor, 562-Drive shaft, 563-Drive gear, 564-Connecting shaft tube, 564-Rack segment, 61-Input tube, 62-Output tube, 63-Input interface, 64-Output interface, 7-Locking assembly, 71-Electromagnet, 72-Vertical cylinder, 73-Vertical rod, 74-Spring, 8-Moving unit, 81-Wheel frame, 82-Moving wheel, 83-Servo motor, 91-Independent battery, 92-Controller. Detailed Implementation

[0030] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0031] Example 1: Although the new energy vehicle industry has recognized the dangers of lithium battery thermal runaway and incorporated some preventative measures into basic safety designs, there are still fundamental shortcomings in emergency response capabilities after thermal runaway occurs. These shortcomings prevent the effective containment of the accident. When the battery cell has already produced open flames and gas, the basic cooling system, due to its low heat dissipation efficiency, is completely unable to contain the heat accumulation. Furthermore, the lack of an inert gas / fire extinguishing medium injection channel prevents the blocking of electrolyte decomposition and open flame combustion, causing thermal runaway to spread to the entire battery pack within 3-5 minutes. The response time from alarm to manual intervention generally exceeds 10 minutes, completely missing the window for intervention. Although some models have designed physical separation structures between the battery and the vehicle body (such as fusible bolts and electromagnetic clips), these have two major drawbacks: firstly, the response speed is slow; fusible bolts rely on the high temperature of thermal runaway to melt (taking more than 8 seconds), and electromagnetic clips require waiting for the onboard ECU to complete. The command transmission is affected by the stability of the main battery power supply, and thermal runaway can generate a large amount of toxic gas and open flame within 5 seconds. When the separation action is completed, the battery pack has already shown obvious signs of burning. Secondly, there is no transfer capability after separation. The separated battery pack can only fall from the chassis by gravity and remain directly under the vehicle. Its high temperature (the outer shell temperature exceeds 600°C), open flame and toxic gas will not only continue to burn the vehicle body, but also ignite flammable materials on the ground (such as dry grass and oil stains), and may even cause adjacent parked vehicles to burn, expanding the scope of the accident.

[0032] To address the aforementioned issues, this embodiment discloses a rapid intelligent battery safety emergency management system for new energy vehicles. It addresses problems such as the susceptibility of traditionally fixed batteries to loosening due to bumps, uneven heat dissipation leading to localized thermal runaway, and the inability to quickly detach from the vehicle body in emergencies without active risk avoidance capabilities. Through a structural design featuring rigid fixing, circulating heat dissipation, intelligent emergency release, and remotely controllable risk avoidance, it achieves safety management throughout the battery's entire lifecycle. The system integrates a battery compartment, battery casing (including an integrated base), connecting components, emergency release components, locking components, circulating heat dissipation unit, moving unit, and control unit. All components work together to form a closed-loop control system.

[0033] The battery compartment 1 serves as the mounting carrier for the battery casing 2. It adopts a high-strength metal frame structure (preferably a composite material of aluminum alloy and high-strength steel) and is integrally formed with the vehicle chassis. Its load-bearing capacity is not less than 500kg (suitable for the weight of mainstream new energy vehicle power batteries), and it can withstand external impacts of less than 100kN without plastic deformation, ensuring the structural stability of the battery when the vehicle is bumpy or subject to minor collisions.

[0034] The entire interior of the battery compartment 1 is covered with a high-temperature resistant insulation layer (preferably a composite material of aluminum silicate fiber and aerogel, with a temperature range of -40℃ to 800℃). On the one hand, it prevents external high temperatures (such as summer sun exposure) from being conducted to the battery casing 2 and affecting battery thermal management. On the other hand, it isolates the high temperature from spreading outward in the event of thermal runaway of the battery, forming the first safety barrier.

[0035] like Figure 1 and Figure 5 As shown, four connecting posts 31 (made of copper alloy with excellent electrical and thermal conductivity) are evenly distributed on the top of the battery compartment 1. The bottom of the connecting posts 31 integrates conductive connectors (including power positive and negative contacts and signal contacts) to realize the current transmission between the battery and the vehicle and the interaction of sensor data. The top of the battery compartment 1 is also fixed with two hollow input pipes 61 and output pipes 62 (made of 316L stainless steel with low temperature resistance and corrosion resistance) to serve as fluid channels for the circulating heat dissipation unit. Four emergency release component 5 mounting positions (bolt connection holes adapted to the adjustment and stabilization box) are symmetrically arranged around the bottom of the battery compartment 1 to ensure the rigid connection between the emergency release component 5 and the battery compartment 1.

[0036] like Figure 2 and Figure 6As shown, the battery casing 2 is a direct encapsulation structure for the power battery, adopting a segmented heat insulation design. The upper part uses a composite heat insulation material that can withstand high-temperature combustion (preferably glass fiber reinforced phenolic resin, oxygen index ≥32%, flammability rating up to UL94V-0), forming a double-layer heat insulation barrier with the heat insulation layer of the battery compartment 1. This not only isolates the battery performance from the influence of external low temperatures (such as below -30℃ in winter) (avoiding electrolyte solidification at low temperatures), but also delays the spread of high temperature in the early stages of battery thermal runaway. A temperature sensor for monitoring the battery temperature is installed inside the battery casing 2, and the temperature sensor is connected to the controller 92. The lower half is integrally formed with the base 4 (made of die-cast aluminum alloy with anodized anti-rust treatment). The base 4 serves as the support and functional integration core of the battery housing 2. Four slots 41 are opened on the sides of the base 4 (compatible with the card plate 53 of the emergency release component 5). An auxiliary pulley 42 (made of wear-resistant nylon with a polytetrafluoroethylene friction-reducing layer) is embedded in the upper part of the slot 41. The auxiliary pulley 42 can bear the entire weight of the battery housing 2 (≥500kg) and reduce the frictional resistance when the card plate 53 enters and exits the slot 41, ensuring smooth movement of the card plate 53. The upper surface of the base 4 edge is coated with a high-elasticity sealant (preferably silicone sealant, with a temperature range of -60℃ to 200℃ and a waterproof rating exceeding IP68). When the battery casing 2 is installed into the battery compartment 1, the gap between the edge of the base 4 and the bottom edge of the battery compartment 1 is ≤0.5mm. The sealant can completely fill the gap, achieving dustproof and waterproof protection for the battery compartment 1 and preventing rainwater and dust from entering and affecting battery life. Four grooves are also provided at the bottom of the base 4, with four wheel grooves 43 on the bottom edge (for installing the moving unit 8, the groove depth is adapted to the height of the moving unit 8, and the bottom of the moving unit 8 slightly protrudes from the bottom surface of the base 4) and a placement groove 44 in the center (for installing the control unit, and a waterproof sealing ring is provided in the groove).

[0037] Furthermore, four connecting cavities 32 are provided on the top of the battery housing 2 (corresponding one-to-one with the connecting posts 31 of the battery compartment 1). Power lines and sensor connecting lines are pre-installed inside the connecting cavities 32. When the connecting posts 31 are inserted into the connecting cavities 32, the conductive connectors of the two form a contact-type hard connection (insertion and extraction force 250N, ensuring that it does not loosen when the vehicle is bumpy), realizing the transmission of power from the battery to the vehicle and the data transmission of the temperature sensor (located inside the battery housing 2 and attached to the battery cell). The top of the battery casing 2 is also equipped with an input interface 63 and an output interface 64, which are made of brass and have a gold-plated surface to prevent oxidation. They are respectively connected to the input pipe 61 and the output pipe 62 of the battery compartment 1. The connection point adopts a quick connector structure (plug-in type, with a sealing level of IP68) to ensure that the heat dissipation fluid does not leak.

[0038] like Figure 5-6As shown, the connecting component 3 connects the battery compartment 1 and the battery housing 2. It consists of connecting posts 31 (located in the battery compartment 1) and connecting cavities 32 (located in the battery housing 2). The one-to-one positioning design (four sets of connecting posts 31 / connecting cavities 32 are evenly distributed on the top) ensures that the battery housing 2 can be quickly positioned when installed into the battery compartment 1, avoiding installation deviation. The dual function of the contact-type hard connection is to realize the high current transmission between the battery and the vehicle (adapting to the fast charging / discharging requirements of new energy vehicles, current carrying capacity ≥200A) and the signal transmission between the temperature sensor and the control unit (signal transmission rate ≥1Mbps, delay ≤10ms), without the need for additional signal lines, simplifying the structure.

[0039] like Figure 1-4 As shown, the emergency release component 5 is used to support or unlock the battery housing 2. There are four emergency release components 5, which are symmetrically distributed around the bottom of the battery compartment 1 (each adjustment and stabilization box 51 corresponds to one slot 41). The emergency release component 5 can support the battery housing 2 when the battery is working normally, and quickly retract to release the battery housing 2 in an emergency. Its structure includes adjustment and stabilization box 51, card plate 53, support and locking unit 55 and drive unit. like Figure 7-9 As shown, the adjustment and stabilization box 51 is made of welded steel plate (thickness ≥ 3mm) and fixed to the bottom of the battery compartment 1 by bolts. The interior is a hollow cavity used to accommodate the clamping plate 53, the support clamping unit 55 and the drive unit. The side of the box has an opening that aligns with the mating slot 52 of the battery compartment 1 for the clamping plate 53 to enter and exit. The clamping plate 53 is made of high-strength steel plate (hardness ≥ HRC30), and its length is adapted to the cavity of the adjustment and stabilization box 51. The front end is wedge-shaped (to facilitate insertion into the slot 41 of the base 4), and the rear end is welded with a baffle 54 (the same material as the clamping plate 53, but larger in size than the mating slot 52, used to constrain the movement range of the clamping plate 53 and prevent the clamping plate 53 from coming out of the adjustment and stabilization box 51). like Figure 7 As shown, the support and clamping unit 55 is located inside the adjustment and stabilization box 51, including a support rod 552 and support pulleys 551. The two ends of the support rod 552 (made of No. 45 steel, diameter ≥ 8mm) are welded and fixed to the inner wall of the adjustment and stabilization box 51. Two support pulleys 551 (made of bearing steel, with a polyurethane buffer layer wrapped around the outer ring) are fitted on each support rod 552. The four support pulleys 551 are respectively located on the upper and lower sides of the clamping plate 53 (two on the upper and two on the lower), forming a clamping support for the clamping plate 53. This ensures that the clamping plate 53 can move left and right in the horizontal direction (movement resistance ≤ 10N) and can also bear the weight of the battery shell 2 transmitted by the clamping plate 53 (the load capacity of a single set of support pulleys 551 is ≥ 150kg), preventing the clamping plate 53 from bending due to the load. like Figure 7As shown, the drive unit realizes synchronous drive of multiple cardboards 53, including drive motor 561, drive shaft 562, drive gear 563, and rack segment 564. The drive motor 561 (DC servo motor 83, power ≥100W, speed ≥1500rpm) is powered by the car battery and is connected to the drive shaft 562 through a coupling. A drive gear 563 (module ≥2, number of teeth ≥20) is mounted on the drive shaft 562 (material is 40cr, diameter ≥10mm). The drive gear 563 is engaged with the rack segment 564 (meshing with the drive gear 563, and the tooth pitch matches the drive gear 563) at the top center of the clamping plate 53. The rack segment 564 is fixedly installed on the clamping plate 53.

[0040] like Figure 9 As shown, the locking component 7 is located inside each adjusting and stabilizing box 51, and works with the locking plate 53 to lock the emergency release component 5, preventing the locking plate 53 from moving accidentally due to vehicle bumps. Its structure includes an electromagnet 71, a vertical cylinder 72, a vertical rod 73, and an elastic element (spring 74). The vertical cylinder 72 is made of stainless steel and is symmetrically fixed to the inner wall of the adjusting and stabilizing box 51 (located on the upper and lower sides of the locking plate 53). The cylinder has a hollow structure to accommodate the vertical rod 73 and the spring 74. The vertical rod 73 is made of carbon steel and has a diameter similar to that of the vertical cylinder 71. 2. The vertical rod 73 is slidably fitted inside the vertical cylinder 72, and its bottom is fixedly connected to the electromagnet 71. The electromagnet 71 is a DC electromagnet with a suction force ≥200N and a voltage of 12V. The electromagnet 71 is electrically connected to the car battery. The spring 74 is sleeved on the outside of the vertical rod 73 and located inside the vertical cylinder 72. A retaining ring is fixed on the vertical rod 73. One end of the spring 74 is connected to the retaining ring, and the other end is connected to the vertical cylinder 72. Under normal conditions, the spring 74 is in a naturally extended state, so that the electromagnet 71 and the clamping plate 53 maintain a small gap. When the card plate 53 is inserted into the slot 41 of the base 4 and is in place, the controller 92 powers the electromagnet 71. The electromagnet 71 generates a magnetic force to attract the card plate 53 (the surface of the card plate 53 is magnetized to ensure stable attraction force), and at the same time compresses the spring 74. When emergency release is required, the controller 92 cuts off the power to the electromagnet 71, the spring 74 resets and pushes the electromagnet 71 to disengage from the card plate 53, thereby unlocking. Under the action of the locking component 7, the card plate 53 can be securely locked without relying on the drive motor 561 to lock the card plate 53, and rapid unlocking is ensured in an emergency.

[0041] The circulating heat dissipation unit addresses the localized overheating problem of the power battery within the battery casing 2 by employing inert fluid circulation and distributed flow. Its structure includes a fluid delivery channel (input pipe 61, output pipe 62), a dispersion component (dispersion plate), and an on-board compressor. The input pipe 61 and output pipe 62 of the fluid delivery channel are hollow tubes, connected to the on-board compressor via a high-pressure hose at the upper end and connected to the input interface 63 and output interface 64 of the battery casing 2 via quick connectors at the lower end, forming a closed-loop circulation circuit. The dispersion plate is installed inside the battery casing 2 (parallel to the battery cell arrangement, ≤50mm from the cell surface), and is made of injection-molded plastic (PP material, temperature resistance range -40℃~120℃). It has an internal cavity with 20~30 evenly spaced through holes at the bottom. Both the input interface 63 and output interface 64 are connected to the internal cavity of the dispersion plate, ensuring that the heat dissipation fluid (low-temperature inert gas, such as argon; or low-temperature inert liquid, such as fluorinated liquid, boiling point ≥80℃) can enter the internal cavity. The vehicle-mounted compressor pressurizes a low-temperature inert fluid (temperature controlled between 5℃ and 15℃) into the input pipe 61, which then enters the inner chamber of the dispersion plate through the input interface 63. The fluid is then evenly sprayed onto the surface of the battery cell through the bottom through-hole, where it exchanges heat with the cell (removing heat). The heated inert fluid then flows back to the vehicle-mounted compressor through the output interface 64 and the output pipe 62, completing the cycle. The through-hole of the dispersion plate achieves a planar distribution of the heat dissipation fluid, avoiding the temperature difference caused by traditional point-to-point heat dissipation (temperature difference between cells ≤ 3℃), significantly improving heat dissipation uniformity, delaying battery aging, and reducing the risk of thermal runaway.

[0042] like Figure 6 and Figure 10 As shown, the moving unit 8 is located in the four wheel grooves 43 at the bottom of the base 4. After the battery housing 2 is released in an emergency, it is safely moved out of the bottom of the car to a safe area. Its structure includes a wheel frame 81, moving wheels 82, a servo motor 83, and power contacts. The wheel frame 81 is made of die-cast aluminum alloy and is fixed in the wheel grooves 43 with bolts. It has a bearing seat inside for mounting the moving wheels 82. The moving wheels 82 are rubber wheels and are mounted in the wheel frame 81 with bearings, allowing 360° rotation (to adapt to different directional movement needs). The servo motor 83 is a miniature DC servo motor fixed to the wheel frame 81. The output shaft is connected to the moving wheel 82 via gears, providing power to the moving wheel 82; the power contact is located at the top of the wheel groove 43 (made of brass with gold plating), and is electrically connected to the independent battery 91 of the control unit; when the battery housing 2 is not released, the electrodes of the servo motor 83 are in contact with the power contact but not energized (the controller 92 normally cuts off the circuit); when the battery housing 2 is released, the controller 92 connects the circuit, and the independent battery 91 supplies power to the servo motor 83 through the power contact; the moving unit 8 can drive the battery housing 2 to move in an emergency to ensure rapid removal from the bottom of the car (to prevent the car from being ignited).

[0043] like Figure 6 As shown, the control unit is located in the placement slot 44 at the bottom of the base 4, and includes an independent battery 91 and a controller 92. The independent battery 91 is a lithium-ion battery, which is connected to the main battery in the battery casing 2 through a one-way charging circuit (diode rectification to prevent the independent battery 91 from discharging back to the main battery). The main battery normally charges the independent battery 91 to ensure emergency power supply. The controller 92 integrates a signal acquisition module, a drive control module, and a communication module. The signal acquisition module is connected to the temperature sensor and the vehicle central control system in the battery casing 2 to collect battery temperature and vehicle status in real time. The drive control module is connected to the drive motor 561 of the emergency release component 5, the electromagnet 71 of the locking component 7, the servo motor 83 of the moving unit 8, and the vehicle compressor, and outputs control signals. The communication module includes an SMS module (supporting 4G / 5G networks and accepting SIM cards). The mobile unit 8 is equipped with a card and Bluetooth module. The SMS module can actively send SMS messages to the owner's mobile phone when the battery thermally runs away. The Bluetooth module can automatically pair with multiple remote controls, and the owner can wirelessly control the movement direction (forward / backward / turn) of the mobile unit 8 through the remote control to move the thermally runaway battery to a safer area (such as away from buildings and flammable materials). The controller 92 presets a threshold (triggers an early warning when the battery temperature is ≥60℃ and triggers an emergency release when it is ≥80℃). When the temperature sensor detects that the battery temperature exceeds the threshold, or when the vehicle central control system issues an emergency command, the controller 92 performs the operation according to the preset program (unlocking the locking component 7 and retracting the drive plate 53 → releasing the battery housing 2 → starting the mobile unit 8 → sending a text message → waiting for the remote control command).

[0044] Battery installation and fixing process: The operator hoists the battery casing 2 (including the base 4) directly below the battery compartment 1, aligns the connecting post 31 and the connecting cavity 32, and slowly inserts it into the battery compartment 1; when the base 4 at the bottom of the battery casing 2 contacts the bottom of the battery compartment 1, the connecting post 31 is fully inserted into the connecting cavity 32, forming a contact-type hard connection (achieving power supply and signal transmission), and at the same time, the sealing grease on the edge of the base 4 is in contact with the edge of the battery compartment 1; the operator sends a fixing command to the controller 92 through the vehicle central control system, the controller 92 controls the drive motor 561 to start, the drive shaft 562 drives the four clamping plates 53 to move synchronously, the front end of the clamping plate 53 is inserted into the clamping slot 41 of the base 4 through the mating strip hole 52 and the auxiliary pulley 42; when the clamping plate 53 is in place (the baffle 54 contacts the inner wall of the adjusting and stabilizing box 51), the controller 92 energizes the electromagnet 71, the electromagnet 71 attracts the clamping plate 53 to lock, completing the installation and fixing of the battery, at this time the battery can normally supply power to the vehicle, and the battery compartment 1 is dustproof and waterproof.

[0045] Normal cycle cooling process: When the battery is working, the temperature sensor collects the cell temperature in real time and transmits it to the controller 92; when the controller 92 detects that the battery temperature is ≥35℃ (the upper limit of normal operating temperature), it sends a start command to the vehicle compressor; the vehicle compressor pressurizes low-temperature inert fluid (such as 10℃ argon gas) into the input pipe 61, enters the inner chamber of the dispersion plate through the input interface 63, and is evenly sprayed onto the surface of the cell through the through hole. After exchanging heat with the cell, the temperature rises to 25℃~30℃; the heated inert fluid flows back to the vehicle compressor through the output interface 64 and the output pipe 62, is cooled again, and enters the next cycle; when the battery temperature drops below 30℃, the controller 92 controls the vehicle compressor to stop, realizing on-demand cooling and reducing energy consumption.

[0046] Emergency Release and Escape Procedure: When the battery experiences thermal runaway (temperature sensor detects temperature ≥80℃), or when the vehicle owner manually triggers an emergency command via the vehicle's central control system, the controller 92 initiates the emergency program, cutting off the power to the electromagnet 71. The spring 74 resets, pushing the electromagnet 71 to disengage from the latch 53, unlocking the locking assembly 7. The controller then controls the drive motor 561 to reverse, and the drive shaft 562 drives the four latches 53 to retract synchronously (disengaging from the base 4 latch 41). The battery casing 2 loses its support and is released from the bottom of the battery compartment 1 under gravity. After the battery casing 2 is released, the controller 92 activates the movement... In the power circuit of unit 8, the independent battery 91 supplies power to the servo motor 83, and the moving wheel 82 starts, driving the battery casing 2 to move away from the car (the initial moving direction is preset to the rear of the car, and the distance is ≥2m); the controller 92 sends an emergency text message to the car owner's mobile phone through the text message module, and at the same time turns on the Bluetooth module to wait for the remote control to connect; after receiving the text message, the car owner can use the remote control on the car key (which is paired with the controller's Bluetooth) to wirelessly control the moving direction of the moving unit 8, and transfer the thermally runaway battery casing 2 to a safe area (such as an open space) to avoid causing secondary accidents.

[0047] Example 2 focuses on the differences between the new energy vehicle rapid intelligent battery safety emergency management system and Example 1.

[0048] In this embodiment, as Figure 1 As shown, a connecting shaft tube 564 (made of seamless steel pipe, with an inner diameter that matches the drive shaft) is provided between adjacent adjusting and stabilizing boxes 51. The drive shaft 562 passes through the connecting shaft tube 564, enabling a single motor to drive multiple clamping plates 53 to move synchronously (synchronization error ≤ 0.5 mm), simplifying the drive structure and reducing the risk of failure.

[0049] The above description is only a preferred embodiment of the present invention and does not limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A rapid intelligent battery safety emergency management system for new energy vehicles, comprising a battery compartment and a battery casing, wherein the battery compartment and the battery casing are connected by a connecting component, and the battery casing is fitted inside the battery compartment, and a base is provided at the bottom of the battery casing, characterized in that, It also includes an emergency release assembly, a locking assembly, a circulating heat dissipation unit, and a moving unit. Multiple emergency release assemblies are provided and distributed around the battery compartment. Each emergency release assembly includes an adjustment and stabilization box, a locking plate, a support and locking unit, and a drive unit. The adjustment and stabilization box is connected to the side of the battery compartment. The locking plate is located inside the adjustment and stabilization box and can move horizontally left and right. A mating slot is provided on the battery compartment for the locking plate to pass through. The support and locking unit supports and locks the locking plate. The drive unit drives the locking plate to move, allowing the locking plate to selectively support or release the battery casing. The locking assembly is located inside the adjustment and stabilization box and is used to selectively lock or release the locking plate. The circulating heat dissipation unit dissipates heat from the battery inside the battery casing. The circulating heat dissipation unit includes a fluid delivery channel connected to an on-board compression device and a dispersion component inside the battery casing. The fluid delivery channel communicates with the inside of the battery casing, and the dispersion component allows the cooling fluid to be evenly distributed within the battery casing. The moving unit is located at the bottom of the battery casing and is used to move the battery casing after it is released.

2. The rapid intelligent battery safety emergency management system for new energy vehicles according to claim 1, characterized in that, Both the support and locking unit and the drive unit are located inside the adjustment and stabilization box, and a baffle is connected to the rear end of the locking plate to restrict its range of movement.

3. The rapid intelligent battery safety emergency management system for new energy vehicles according to claim 1, characterized in that, The support and locking unit includes support pulleys arranged on the upper and lower sides of the locking plate via support rods. The support pulleys provide locking support to the locking plate and guide its horizontal movement. The two ends of the support rods are fixedly connected to the adjustment and stabilization box.

4. The rapid intelligent battery safety emergency management system for new energy vehicles according to claim 1, characterized in that, The drive unit includes a drive motor, a drive shaft, a drive gear, and a rack segment. The drive motor is connected to the drive shaft, the drive gear is mounted on the drive shaft, and the rack segment is fixed to the top of the card plate and meshes with the drive gear. A connecting shaft tube is provided between the adjustment and stabilization boxes of adjacent emergency release components. The drive shaft passes through the connecting shaft tube, and the drive motor drives multiple card plates to move synchronously through the drive shaft.

5. The rapid intelligent battery safety emergency management system for new energy vehicles according to claim 1, characterized in that, The locking assembly includes an electromagnet, a vertical cylinder, a vertical rod, and an elastic element arranged on the upper and lower sides of the locking plate. The vertical cylinder is fixedly connected to the adjusting and stabilizing box. The vertical rod is slidably fitted inside the vertical cylinder, and its bottom is connected to the electromagnet. The elastic element is located between the vertical rod and the vertical cylinder. The electromagnet achieves locking by adsorbing the locking plate.

6. The rapid intelligent battery safety emergency management system for new energy vehicles according to claim 1, characterized in that, The fluid delivery channel includes an input pipe and an output pipe located at the top of the battery compartment. The upper ends of the input and output pipes are connected to the on-board compression equipment, and the lower ends are respectively connected to the input and output interfaces on the top of the battery casing. Both the input and output interfaces are connected to the dispersion component inside the battery casing. The dispersion component is a dispersion plate with an internal cavity. The bottom of the dispersion plate has multiple through holes. The heat dissipation fluid is a low-temperature inert gas or a low-temperature inert liquid. The heat dissipation fluid is uniformly dispersed within the battery casing through the through holes.

7. The rapid intelligent battery safety emergency management system for new energy vehicles according to claim 1, characterized in that, The base has a slot on its periphery that mates with the card plate, and an auxiliary pulley is installed above the slot.

8. The rapid intelligent battery safety emergency management system for new energy vehicles according to claim 1, characterized in that, The connection assembly includes connecting posts evenly distributed on the top of the battery compartment, and a connection cavity corresponding to each connecting post is opened on the top of the battery casing. A connector is provided at the bottom of the connecting post, and the connector and the connection cavity form a contact-type hard connection.

9. The rapid intelligent battery safety emergency management system for new energy vehicles according to claim 1, characterized in that, It also includes a control unit, with a slot for mounting the control unit at the center of the bottom of the base. The control unit includes an independent battery and a controller. The battery in the battery housing charges the independent battery through a one-way charging circuit. The controller is used to control the operation of the emergency release component, locking component, circulating heat dissipation unit and moving unit.

10. A rapid intelligent battery safety emergency management system for new energy vehicles according to claim 9, characterized in that, A wheel groove is provided at the bottom of the battery casing. The moving unit is installed in the wheel groove. The moving unit includes a wheel frame, a moving wheel, and a servo motor. The moving wheel is installed in the wheel frame, and the servo motor is installed on the wheel frame. A power contact is provided at the top of the wheel groove. The servo motor is electrically connected to the independent battery through the power contact, and the servo motor drives the moving wheel to rotate.

Images