Liquid cooling water tank radiator for new energy automobile

Abstract

The invention relates to the technical field of new energy automobiles, in particular to a liquid cooling water tank radiator for a new energy automobile, which comprises a battery pack and a heat dissipation assembly, the heat dissipation assembly comprises a condenser, a radiator and a fan which are sequentially arranged along the direction from an automobile head to a cab, and a shutter mechanism is arranged on one side, far away from the battery pack, of the heat dissipation assembly. The shutter mechanism comprises a mounting plate and a plurality of turning plates rotationally connected to the mounting plate through rotating shafts, a gear is fixedly mounted at the top end of the rotating shaft of each turning plate, a slidable rack is mounted at the top of the mounting plate, the rack is meshed with all the gears, an elastic element is arranged at one end of the rack, and the other end of the rack is meshed with the elastic element. And an electromagnetic driving unit is mounted at the other end of the electromagnetic driving unit and is connected with a temperature control circuit. Intelligent opening and closing of the shutter mechanism can be achieved, the temperature of cooling liquid is directly associated with the resistance value of the thermistor, then the electromagnet magnetic force and the turning plate angle are controlled, and it is ensured that a battery is always in the optimal working temperature interval.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, and in particular to a liquid-cooled water tank radiator for new energy vehicles. Background Technology

[0002] With the rapid development of the new energy vehicle industry, the performance, lifespan, and safety stability of power batteries, as core energy storage components, directly determine the overall performance of vehicles. Power batteries continuously generate heat during charging and discharging. If this heat cannot be dissipated in time, the internal temperature of the battery pack will become excessively high, leading to the risk of thermal runaway, which may even cause the vehicle to spontaneously combust. Conversely, in low-temperature environments, battery activity decreases, resulting in reduced charging and discharging efficiency, reduced usable capacity, and sluggish acceleration, significantly impacting the vehicle's user experience. Therefore, building an efficient and reliable battery thermal management system has become a key technological requirement in the new energy vehicle field.

[0003] Currently, most new energy vehicles use liquid cooling, which transfers heat from the battery pack to the radiator through coolant circulation, and then dissipates the heat with the help of fans or natural airflow. However, traditional cooling systems often have fixed air intake channels, making it impossible to dynamically adjust airflow based on coolant temperature. In low-temperature environments, excessive intake of cold air can further lower the battery temperature, accelerating performance degradation; in high-temperature environments, insufficient airflow can lead to inadequate cooling efficiency and excessive battery temperature rise. Furthermore, in hot summer weather, the high temperature of the air entering the cooling system reduces the heat exchange efficiency between the radiator and the air, affecting the cooling effect. Summary of the Invention

[0004] The purpose of this invention is to solve the problem of poor heat dissipation effect of the heat dissipation system of new energy vehicles in the prior art, and to propose a liquid-cooled water tank radiator for new energy vehicles.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a liquid-cooled water tank radiator for new energy vehicles, installed in the front compartment of the vehicle, including a battery pack and a heat dissipation assembly. The heat dissipation assembly includes a condenser, a radiator, and a fan arranged sequentially along the direction from the front of the vehicle to the driver's compartment. The radiator is connected to the inside of the battery pack through a circulation assembly to form a coolant circulation loop. A louver mechanism is provided on the side of the heat dissipation assembly away from the battery pack. The louver mechanism includes a mounting plate and multiple flaps rotatably connected to the mounting plate via a rotating shaft. A gear is fixedly installed at the top of the rotating shaft of each flap. A slidable rack is installed on the top of the mounting plate. The rack meshes with all the gears. One end of the rack is provided with an elastic element to drive the rack to move in the direction of opening the flaps. The other end is provided with an electromagnetic drive unit to drive the rack to overcome the elastic force of the elastic element to close the flaps. The electromagnetic drive unit is connected to a temperature control circuit.

[0006] Preferably, the circulation component includes a liquid pump disposed outside the battery pack, the liquid inlet end of the radiator is connected to the inside of the battery pack through a liquid inlet pipe, the liquid outlet end is fixedly connected to the liquid pump through a liquid outlet pipe, and the output end of the liquid pump is connected to the inside of the battery pack.

[0007] Preferably, the electromagnetic drive unit includes an electromagnet fixedly mounted on a mounting plate, an armature corresponding to the position of the electromagnet is fixedly mounted at the end of the rack, the elastic element includes a spring for elastically connecting the rack and the mounting plate, and the temperature control circuit includes a cable for supplying power to the electromagnet and a thermistor connected in series in the circuit, the thermistor being disposed inside the liquid outlet pipe.

[0008] Preferably, the battery pack is filled with nitrogen gas, and an air pump is provided on the outer wall of the battery pack. The air pump's suction end is connected to the inside of the battery pack through a pipe, and the air outlet end is fixedly connected to a heater. The output end of the heater is connected to the inside of the battery pack.

[0009] Preferably, the system also includes a filter assembly, which includes an air intake grille fixedly mounted to the front of the vehicle, with a metal mesh fixedly mounted on the side of the air intake grille near the heat dissipation assembly.

[0010] Preferably, a fan is provided between the louver mechanism and the condenser, and a filter cloth is provided on the side of the fan wheel near the louver mechanism. The filter cloth is made of non-woven fabric.

[0011] Preferably, a water tank for collecting condensate is fixedly installed below the condenser, and the impeller corresponds to the position of the water tank.

[0012] Preferably, a scraper is fixedly installed on the top of the water tank, and the scraper is used to scrape off dirt from the filter cloth.

[0013] Preferably, a drain pipe is fixedly connected to the bottom of the water tank, and an electrically controlled valve is fixedly installed on the outer wall of the drain pipe.

[0014] Preferably, the water tank is equipped with a bevel gear mechanism and an auger mechanism. The impeller is connected to the bevel gear mechanism via a belt mechanism, and the bevel gear mechanism is connected to the auger mechanism via a belt mechanism. The drain pipe is located at the output end of the auger mechanism, and the scraper is located above the auger mechanism.

[0015] Compared with existing technologies, the advantages of this invention are: This invention utilizes airflow to continuously dissipate heat from the radiator and condenser, while the circulating coolant removes heat from the battery, ensuring stable operation of the cooling system. Even in high-temperature environments, the battery temperature can be maintained within a safe range. The opening and closing of the louver mechanism is controlled by a thermistor and an electromagnet. The coolant temperature is directly related to the thermistor resistance, which in turn controls the electromagnet force and the angle of the flap. At low temperatures, the louvers close to reduce the entry of cold air and prevent excessive battery cooling. At high temperatures, the louvers open to their maximum extent, working in conjunction with a fan to actively exhaust air, forming a closed-loop adaptation of temperature, air intake, and heat dissipation. This ensures that the battery is always within its optimal operating temperature range, effectively mitigating performance degradation and shortened lifespan caused by uneven temperature distribution. In this invention, the wind turbine passively rotates using the oncoming wind energy during vehicle movement, which assists in airflow and reduces fan energy consumption. During high summer temperatures, the condensate produced by the condenser wets the filter cloth, causing the air flowing through it to cool down rapidly, improving the heat exchange efficiency between the radiator and the air, avoiding heat dissipation bottlenecks caused by high-temperature air, and ensuring the simultaneous and efficient operation of the air conditioning and battery cooling systems. The metal mesh at the rear of the air intake grille of this invention can block large dirt, and the filter cloth can intercept small impurities. The dual filtration structure protects core components such as the condenser and radiator from damage, reduces safety hazards caused by component failure, and keeps the filter cloth constantly permeable, avoiding airflow obstruction caused by clogging of traditional filter components. It prevents heat dissipation failure from the root and ensures that the heat dissipation components work stably for a long time. It is especially suitable for complex driving environments with dust and insects.

[0016] When the impeller rotates, the scraper removes dust, insects, and other dirt adhering to the surface of the filter cloth. In conjunction with the auger mechanism, the dirt is pushed to the drain pipe. The electrically controlled valve discharges the dirt at regular intervals, forming an automatic cleaning process of filtration-scraping-transporting-discharge. This eliminates the need for frequent manual cleaning, extending the maintenance cycle. The auger mechanism, louver mechanism, water tank, and other components are integrated into the design. The components are linked by transmission structures such as belts and bevel gears, eliminating the need for an additional power source. The structure is compact and the layout is reasonable, making it suitable for installation in the limited space of the front compartment of a car. The battery pack of this invention adopts a closed nitrogen circulation environment. When the battery experiences extreme situations such as short circuit or thermal runaway, the inert nitrogen can block the oxygen required for combustion, completely eliminating battery combustion or deflagration through the asphyxiation effect. This fundamentally avoids spontaneous combustion accidents in new energy vehicles, provides sufficient escape time for passengers, and significantly improves vehicle safety. Through the nitrogen circulation heating system, the air pump extracts nitrogen from the battery pack, heats it through the heater, and then returns it. Nitrogen has good thermal conductivity and can quickly raise the internal temperature of the battery pack. Compared with the traditional electric heating wire preheating method, the heating efficiency is higher and the energy consumption is lower, effectively improving problems such as decreased battery charging and discharging performance, weak acceleration, and slow charging speed in winter or during startup. Attached Figure Description

[0017] Figure 1This is a schematic diagram of the overall structure of a liquid-cooled water tank radiator for new energy vehicles proposed in this invention. Figure 2 The present invention provides an axial-side liquid-cooled water tank radiator for new energy vehicles. Figure 1 ; Figure 3 This invention provides an isometric view of a liquid-cooled water tank radiator for new energy vehicles. Figure 2 ; Figure 4 This is a half-sectional isometric view of a liquid-cooled water tank radiator for new energy vehicles proposed in this invention. Figure 5 This invention provides a partial axial section of a liquid-cooled water tank radiator for new energy vehicles. Figure 1 ; Figure 6 This invention provides a partial axial section of a liquid-cooled water tank radiator for new energy vehicles. Figure 2 ; Figure 7 This is a partial sectional isometric view of the liquid outlet pipe portion in a liquid-cooled water tank radiator for new energy vehicles, as proposed in this invention.

[0018] In the diagram: 1 Battery pack, 2 Air intake grille, 3 Louver mechanism, 4 Fan wheel, 5 Condenser, 6 Radiator, 7 Fan, 8 Water tank, 11 Liquid pump, 12 Air pump, 13 Heater, 21 Metal mesh, 31 Rack and pinion, 32 Spring, 33 Electromagnet, 34 Gear, 35 Armature, 36 Cable, 37 Flip plate, 38 Thermistor, 41 Filter cloth, 42 Belt mechanism I, 61 Liquid inlet pipe, 62 Liquid outlet pipe, 81 Sewage pipe, 82 Electric control valve, 83 Belt mechanism II, 84 Bevel gear mechanism, 85 Screwdriver mechanism, 86 Scraper. Detailed Implementation

[0019] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0020] Reference Figures 1 to 7A liquid-cooled water tank radiator for new energy vehicles includes a filter assembly, a heat dissipation assembly, and a battery pack 1 installed in the front compartment of the vehicle. The battery pack 1 is filled with nitrogen. An air pump 12 is installed on the outer wall of the battery pack 1. The suction end of the air pump 12 is connected to the inside of the battery pack 1 through a pipe, and the outlet end is fixedly connected to a heater 13. The output end of the heater 13 is connected to the inside of the battery pack 1, thus forming a closed nitrogen circulation loop. The air pump 12 continuously extracts nitrogen from the battery pack 1, passes it through the heater 13, and then sends it back into the battery pack 1. When the vehicle is started or the outside temperature is too low, the heater 13 is activated to heat the flowing nitrogen, raising its temperature before returning it to the inside of the battery pack 1. This achieves rapid heating of the battery pack 1, ensuring that the battery is at a suitable operating temperature and avoiding performance degradation due to low temperature. In the event of an extreme battery failure, because it is in an inert nitrogen environment, the lack of oxygen prevents combustion or deflagration, thus fundamentally eliminating vehicle spontaneous combustion accidents and providing sufficient escape time for passengers.

[0021] The heat dissipation assembly includes a condenser 5, a radiator 6, and a fan 7, installed sequentially from the front of the vehicle towards the driver's cabin. The fan 7 is used for active ventilation, forcibly dissipating heat from the condenser 5 and radiator 6 at the front, effectively improving the overall heat exchange efficiency. The main function of the condenser 5 is to cool and liquefy the high-temperature, high-pressure gaseous refrigerant formed after absorbing heat inside the vehicle into a high-temperature, high-pressure liquid. When warm, humid air from outside the vehicle is drawn in by the fan 7 and blown over the fins of the condenser 5, whose temperature is far below the dew point temperature, water vapor in the air will quickly condense into water droplets on its surface. As the water droplets continuously gather and converge, they eventually settle under the influence of gravity. The condensate drips downwards, and a water tank 8 is fixedly installed below the condenser 5 to collect the condensate. The inlet end of the radiator 6 is connected to the inside of the battery pack 1 through the inlet pipe 61, and the outlet end is fixedly connected to the liquid pump 11 through the outlet pipe 62. The output end of the liquid pump 11 flows back to the inside of the battery pack 1, thus forming a complete cooling circuit. When the system is working, the high-temperature coolant carrying the heat of the battery flows into the radiator 6 from the inlet pipe 61, releases the heat to the flowing air, and achieves cooling. The cooled liquid flows out from the outlet pipe 62 and is transported back to the battery pack 1 by the liquid pump 11 to achieve continuous heat dissipation of the battery.

[0022] The filtering assembly includes an air intake grille 2 located at the front of the vehicle, with a metal mesh 21 fixedly installed on the side near the heat dissipation assembly to block larger debris such as leaves and flying insects. A louver mechanism 3 is located behind the metal mesh 21 to adjust the airflow and angle entering the heat dissipation assembly. A fan wheel 4 is located between the louver mechanism 3 and the condenser 5. When the vehicle is traveling at high speed, the fan wheel 4 can be passively rotated by the oncoming airflow to achieve auxiliary airflow and reduce the energy consumption of the fan 7. A filter cloth 41 is located on the side of the fan wheel 4 near the louver mechanism 3. The filter cloth 41 is made of non-woven fabric to further intercept small impurities that are not blocked by the metal mesh 21, preventing the condenser 5, radiator 6 and fan 7 from being blocked, and ensuring heat dissipation efficiency and component lifespan.

[0023] Under high-temperature conditions in summer, the air conditioning system starts up, the condenser 5 works continuously and produces condensate. The condensate collects and drips into the water tank 8 below. The condensate plays a dual role: firstly, it washes away accumulated dirt and carries impurities out of the system through the drain pipe 81; secondly, driven by the airflow generated by the rotation of the fan wheel 4 and the capillary action of the filter cloth 41 itself, the condensate is quickly absorbed and evenly wets the filter cloth 41. When the air flows through the wet filter cloth 41, the water evaporates and absorbs a large amount of heat, which significantly reduces the temperature of the air entering the heat dissipation components, thereby improving the heat exchange efficiency of the radiator 6 and effectively avoiding the decrease in heat dissipation capacity caused by excessively high intake temperature, ensuring stable operation of the system in high-temperature environments.

[0024] The water tank 8 is internally equipped with a bevel gear mechanism 84 and an auger mechanism 85. The impeller 4 is connected to the bevel gear mechanism 84 via a first belt mechanism 42, and the bevel gear mechanism 84 is connected to the auger mechanism 85 via a second belt mechanism 83. When the impeller 4 rotates, it sequentially drives the bevel gear mechanism 84 and the auger mechanism 85. A drain pipe 81 is fixedly connected to the bottom of the water tank 8, located at the output end of the auger mechanism 85. An electrically controlled valve 82 is fixedly installed on the outer wall of the drain pipe 81. The top of the water tank 8... A scraper 86 is fixedly installed on the filter cloth 41 and above the auger mechanism 85. As the impeller 4 rotates, the scraper 86 scrapes off the dirt attached to the filter cloth 41 and causes it to fall into the auger mechanism 85. The auger mechanism 85 is used to push the fallen dirt forward and transport it to the drain pipe 81 corresponding to its position. The electrically controlled valve 82 can be opened at regular intervals to discharge the dirt outside the vehicle, thereby helping to reduce the frequency of manual cleaning, prevent heat dissipation failure caused by filter cloth 41 blockage, and extend the maintenance cycle.

[0025] The louver mechanism 3 includes a mounting plate, multiple flaps 37, a drive assembly, and a temperature control circuit. The mounting plate is fixedly installed inside the vehicle. The multiple flaps 37 are evenly distributed on the mounting plate via a rotating shaft, forming an adjustable louver structure. A gear 34 is fixedly connected to the top of each flap 37. A slidable rack 31 is provided on the top of the mounting plate. The rack 31 meshes with all the gears 34 to form a synchronous transmission mechanism. An armature 35 is fixedly installed at one end of the rack 31, and the other end is elastically connected to the mounting plate via a spring 32. The mounting plate is fixedly installed at the position corresponding to the armature 35. There is an electromagnet 33. The temperature control circuit includes a cable 36 that powers the electromagnet 33, and a thermistor 38 connected in series in the circuit. The thermistor 38 is located inside the outlet pipe 62 and is used to directly detect the temperature of the flowing coolant. When the coolant temperature changes, the resistance of the thermistor 38 changes accordingly, thereby adjusting the current through the electromagnet 33. When the coolant temperature is low, the resistance of the thermistor 38 is low. When the electromagnet 33 is energized, it generates a strong magnetic force, attracting the armature 35, which drives the rack 31 to move against the force of the spring 32. The rack 31 drives the gears 34. The rotation causes all flaps 37 to rotate synchronously to the closed state, preventing external air from flowing in. At this time, the fan 7 stops running to avoid overcooling of the battery pack 1 and ensure battery performance in low-temperature environments. When the coolant temperature rises, the resistance of the thermistor 38 increases, the current of the electromagnet 33 decreases, and the magnetic force weakens. Under the action of the spring 32, the rack 31 resets and rotates through the gear 34, causing the flaps 37 to gradually open. The higher the coolant temperature, the larger the opening of the flaps 37, and the greater the heat dissipation. The louver opening is automatically adjusted according to the coolant temperature and works in coordination with the fan 7 to ensure that the coolant temperature entering the battery pack 1 is uniform and stable, effectively avoiding battery performance degradation, shortened lifespan, and increased safety risks caused by uneven temperature. At the same time, the vehicle's internal control system has a two-level response based on the coolant temperature: First, when the temperature continues to rise and reaches the first threshold, the control unit instructs the louver mechanism 3 to execute the maximum opening to enhance heat dissipation; then, if the temperature fails to be controlled and further reaches the second safety threshold, the system will activate the highest level alarm, forcibly reminding the driver and passengers to take immediate safety measures, thus forming a progressive safety redundancy protection.

[0026] When the present invention is in operation, the battery in the battery pack 1 supplies power to the car. The battery pack 1 is filled with nitrogen gas. The nitrogen gas is continuously extracted and sent into the battery pack 1 by the air pump 12. The liquid pump 11 provides power to the coolant to achieve cooling inside the battery pack 1 and ensure the normal operation of the battery. When the car is started or the outside temperature is too low, the heater 13 is activated to heat the nitrogen gas and send it into the battery pack 1 to prevent the battery charging and discharging performance from deteriorating due to low temperature. In the event of extreme failure, the battery in the nitrogen environment will not burn or explode due to suffocation.

[0027] The rearmost fan 7 blows air backward, providing negative pressure in front of it to power air intake. The air intake grille 2 is located at the front of the car to ensure smooth air intake. The metal mesh 21 is located behind the air intake grille 2 to block large dirt such as leaves and flying insects. Air passes through the louver mechanism 3 and the impeller 4, continuously carrying away heat from the condenser 5 and radiator 6, ensuring the normal operation of the air conditioning and cooling system. The coolant continuously circulates to carry away battery heat. The coolant carrying heat enters the radiator 6 from the inlet pipe 61 to dissipate heat. The cooled coolant flows out from the outlet pipe 62 and is then pumped into the battery pack 1 for heat dissipation. A non-woven filter cloth 41 is located in front of the impeller 4 to block dirt that is not intercepted by the metal mesh 21, reducing the risk of blockage in the condenser 5, radiator 6 and fan 7.

[0028] The impeller 4 rotates under the action of wind power and drives the bevel gear mechanism 84 to rotate through the belt mechanism 1 42. The speed is changed through the bevel gear mechanism 84 and the auger mechanism 85 is continuously rotated through the belt mechanism 2 83. The filter cloth 41 is provided with a scraper 86 on the front side. As the impeller 4 rotates, the scraper 86 scrapes off the dirt attached to the filter cloth 41. The scraped dirt falls into the auger mechanism 85 and is pushed by the rotating auger mechanism 85, and finally falls into the drain pipe 81. The electronically controlled valve 82 opens at regular intervals to discharge the dirt outside the car.

[0029] Cable 36 powers electromagnet 33 and connects in series with thermistor 38, which passes through outlet pipe 62. The higher the temperature of the coolant flowing out of outlet pipe 62, the higher the resistance of thermistor 38. When the temperature is low in winter or during startup, the coolant temperature is low, the resistance of thermistor 38 is low, and the current is high. Electromagnet 33 has a strong magnetic force, which attracts armature 35 on rack 31. The movement of rack 31 drives the meshing gears 34 to rotate, flipping flap 37 and closing louver mechanism 3, preventing air from entering. Fan 7 is then de-energized to prevent excessively low-temperature coolant from lowering the battery temperature and affecting the battery. As the temperature of the coolant in the outlet pipe 62 increases, the resistance of the thermistor 38 increases, causing the magnetic force of the electromagnet 33 to decrease. The fan 7 turns on, and the spring 32 rebounds accordingly, pulling the rack 31 back and driving the gear 34 to rotate. The flap 37 rotates accordingly, creating gaps in the louver mechanism 3, allowing air to pass through and complete heat dissipation. The higher the coolant temperature, the larger the opening of the louver mechanism 3, and the greater the heat dissipation. This, combined with the fan 7 speed, ensures that the coolant entering the battery pack 1 has a uniform temperature, preventing problems such as performance degradation, shortened lifespan, and increased safety risks caused by uneven coolant temperature.

[0030] During high-temperature summer operation, the air conditioning system operates, and the condenser 5 continuously works, producing condensate. The condensate collects and drips into the water tank 8 below, flushing away accumulated dirt and carrying impurities out of the system via the drain pipe 81. Simultaneously, driven by the airflow generated by the rotating fan 4 and the capillary action of the filter cloth 41, the condensate is rapidly absorbed and evenly wetted. When air flows through the moistened filter cloth 41, the moisture evaporates, absorbing a large amount of heat and lowering the temperature of the air entering the heat dissipation components. When the coolant temperature continues to rise to the first preset threshold, the louver mechanism 3 opens to its maximum angle to enhance heat dissipation. If the temperature continues to rise and reaches the second preset threshold, the system immediately triggers an alarm, prompting the driver and passengers to stop the vehicle, check the battery status, and take safety measures.

[0031] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A liquid-cooled water tank radiator for new energy vehicles, installed in the front compartment of the vehicle, characterized in that, The device includes a battery pack (1) and a heat dissipation assembly. The heat dissipation assembly includes a condenser (5), a radiator (6), and a fan (7) arranged sequentially from the front of the vehicle to the driver's cabin. The radiator (6) is connected to the inside of the battery pack (1) through a circulation assembly to form a coolant circulation loop. A louver mechanism (3) is provided on the side of the heat dissipation assembly away from the battery pack (1). The louver mechanism (3) includes a mounting plate and multiple flaps (37) rotatably connected to the mounting plate via a rotating shaft. A gear (34) is fixedly installed at the top of the rotating shaft of each flap (37). A slidable rack (31) is installed on the top of the mounting plate. The rack (31) meshes with all the gears (34). One end of the rack (31) is provided with an elastic element to drive the rack (31) to move toward the direction of opening the flap (37). An electromagnetic drive unit is installed at the other end to drive the rack (31) to overcome the elastic force of the elastic element to close the flap (37). The electromagnetic drive unit is connected to a temperature control circuit.

2. The liquid-cooled water tank radiator for new energy vehicles according to claim 1, characterized in that, The circulation assembly includes a liquid pump (11) disposed outside the battery pack (1). The liquid inlet of the radiator (6) is connected to the inside of the battery pack (1) through a liquid inlet pipe (61), and the liquid outlet is fixedly connected to the liquid pump (11) through a liquid outlet pipe (62). The output end of the liquid pump (11) is connected to the inside of the battery pack (1).

3. A liquid-cooled water tank radiator for new energy vehicles according to claim 2, characterized in that, The electromagnetic drive unit includes an electromagnet (33) fixedly mounted on a mounting plate. An armature (35) corresponding to the position of the electromagnet (33) is fixedly mounted at the end of the rack (31). The elastic element includes a spring (32) for elastically connecting the rack (31) and the mounting plate. The temperature control circuit includes a cable (36) for supplying power to the electromagnet (33) and a thermistor (38) connected in series in the circuit. The thermistor (38) is located inside the liquid outlet pipe (62).

4. A liquid-cooled water tank radiator for new energy vehicles according to claim 1, characterized in that, The battery pack (1) is filled with nitrogen gas. An air pump (12) is provided on the outer wall of the battery pack (1). The air pump (12) is connected to the inside of the battery pack (1) through a pipe. The air outlet is fixedly connected to a heater (13). The output end of the heater (13) is connected to the inside of the battery pack (1).

5. A liquid-cooled water tank radiator for new energy vehicles according to claim 1, characterized in that, It also includes a filter assembly, which includes an air intake grille (2) fixedly installed at the front of the vehicle, and a metal mesh (21) fixedly installed on the side of the air intake grille (2) near the heat dissipation assembly.

6. A liquid-cooled water tank radiator for new energy vehicles according to claim 1, characterized in that, A fan (4) is provided between the louver mechanism (3) and the condenser (5). A filter cloth (41) is provided on the side of the fan (4) near the louver mechanism (3). The filter cloth (41) is made of non-woven fabric.

7. A liquid-cooled water tank radiator for new energy vehicles according to claim 6, characterized in that, A water tank (8) for collecting condensate is fixedly installed below the condenser (5), and the impeller (4) is positioned corresponding to the water tank (8).

8. A liquid-cooled water tank radiator for new energy vehicles according to claim 7, characterized in that, A scraper (86) is fixedly installed on the top of the water tank (8), and the scraper (86) is used to scrape off dirt on the filter cloth (41).

9. A liquid-cooled water tank radiator for new energy vehicles according to claim 8, characterized in that, The bottom of the water tank (8) is fixedly connected to a drain pipe (81), and an electric control valve (82) is fixedly installed on the outer wall of the drain pipe (81).

10. A liquid-cooled water tank radiator for new energy vehicles according to claim 9, characterized in that, The water tank (8) is equipped with a bevel gear mechanism (84) and an auger mechanism (85). The wind turbine (4) is connected to the bevel gear mechanism (84) via a belt mechanism (42). The bevel gear mechanism (84) is connected to the auger mechanism (85) via a belt mechanism (83). The drain pipe (81) is located at the output end of the auger mechanism (85). The scraper (86) is located above the auger mechanism (85).

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