Hybrid vehicle battery pack adopting anhydrous cooling liquid and vehicle

Abstract

The invention discloses a hybrid electric vehicle battery pack adopting anhydrous cooling liquid and a vehicle, and belongs to the technical field of automobiles, the hybrid electric vehicle battery pack comprises a battery pack box body, a cooling liquid inlet is formed in the middle of a front side plate of the battery pack box body, and a cooling liquid discharging channel is formed in a right side plate of the battery pack box body; an outlet of the cooling liquid discharge channel is formed in the front end of the right side plate of the battery pack box; the battery cell modules are arranged in the battery pack box body, cooling liquid channels are formed between the battery cell modules and the adjacent battery cell modules, and cooling liquid channels are formed between the battery cell modules and the inner wall of the battery pack box body; the front end of the battery cell module and the front side plate of the battery pack box body form a first cooling liquid accommodating cavity, the rear end of the battery cell module and the rear side plate of the battery pack box body form a second cooling liquid accommodating cavity, and the second cooling liquid accommodating cavity is communicated with an inlet of the cooling liquid discharging channel. The power battery cooling system solves the problems that an existing power battery cooling system is large in internal temperature difference, low in heat dissipation efficiency and complex in structure and does not have a safety protection function.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and more particularly to a hybrid vehicle battery pack and vehicle using waterless coolant. Background Technology

[0002] In the field of heavy-duty vehicle power batteries, as users' demands for vehicle performance increase, the industry has placed higher requirements on the charge / discharge rate and cycle life of power batteries. Batteries generate a large amount of heat during charging and discharging; the higher the rate of discharge, the better the performance and the greater the heat generation. If this heat cannot be dissipated in a timely and even manner, it will lead to uneven temperature distribution within the battery pack, localized overheating, which will limit the output power of the power battery system, accelerate battery aging, shorten its lifespan, and even cause serious safety accidents such as thermal runaway. Therefore, an efficient and uniform thermal management system has become crucial for ensuring the safe, stable, and long-term operation of battery packs. Hybrid commercial vehicles, in particular, have the highest demand for discharge rate among new energy commercial vehicles, urgently requiring more efficient heat dissipation designs to ensure safety and achieve performance targets.

[0003] Current mainstream battery pack cooling systems use direct air cooling or liquid cooling plates to dissipate heat and lower the battery temperature. These two cooling systems have the following unavoidable disadvantages: 1. Uneven heating of the cells leading to temperature differences: In traditional liquid cooling and air cooling methods, only the portion of the cell in direct contact with the cooling plate or heat sink / casing receives heat, while other areas rely on slow air transfer for heat. This results in uneven heating of the cells, internal temperature differences, and damage to cell lifespan and safety. 2. Low system heat dissipation efficiency: Traditional liquid cooling and air cooling methods have limited contact area between the cooling plate or heat sink and the cell, resulting in relatively low overall heat dissipation efficiency. This makes it difficult to meet the heat dissipation requirements during high-power discharge, potentially leading to excessively high battery temperatures, shortening battery life, and posing safety risks. 3. Complex System Structure: The water-cooled plate design requires a separate water-cooled plate assembly structure, along with corresponding brackets, limiting structures, and connection structures. The battery casing also needs openings for water-cooling pipes and corresponding support and limiting structures, significantly increasing the number of parts in the entire battery pack assembly, making the structure complex, and raising labor and production costs. 4. Lack of Safety Protection Functions: Whether it's a bottom-cooling system or an air-cooling structure, the cooling system itself only has a cooling function and lacks safety features such as flame retardancy and impact resistance. In extreme situations, it cannot provide additional protection for battery safety, resulting in a relatively low overall safety.

[0004] In view of this, we propose a high-power battery pack for hybrid commercial vehicles that uses waterless coolant for immersion cooling. Summary of the Invention

[0005] The purpose of this invention is to provide a hybrid vehicle battery pack and vehicle using waterless coolant, which solves the problems of large internal temperature difference, low heat dissipation efficiency, complex structure, and lack of safety protection function in current power battery cooling systems.

[0006] This invention provides the following solution:

[0007] In a first aspect, this application discloses a hybrid vehicle battery pack using anhydrous coolant, comprising:

[0008] The battery pack housing has a coolant inlet in the middle of the front panel and a coolant discharge channel inside the right side panel, with the outlet of the coolant discharge channel located at the front end of the right side panel.

[0009] Several sets of battery cell modules are arranged inside the battery pack housing. Coolant channels are formed between the battery cell modules and adjacent battery cell modules, and between the battery cell modules and the inner wall of the battery pack housing.

[0010] The front end of the cell module and the front side panel of the battery pack housing form a first coolant receiving cavity, and the rear end of the cell module and the rear side panel of the battery pack housing form a second coolant receiving cavity. The second coolant receiving cavity is connected to the inlet of the coolant discharge channel.

[0011] The coolant enters the battery pack housing from the coolant inlet, flows sequentially through the first coolant reservoir, the coolant channel, and the second coolant reservoir, and then flows out from the coolant discharge channel.

[0012] Preferably, the pressure difference between the coolant entering the coolant inlet and exiting the coolant discharge channel is less than 30 kPa.

[0013] Preferably, the flow rate of the coolant inlet is controlled at 9-11 L per minute.

[0014] Preferably, the tensile strength of the battery pack housing material is 190-300 MPa, the yield strength is 100-270 MPa, and the elongation after fracture is 9-12%.

[0015] Preferably, the front, rear, left, and right side panels of the battery pack housing are hollow aluminum profiles with cavities and a thickness of at least 28 mm; the bottom plate of the battery pack housing is a hollow aluminum profile with cavities and a thickness of at least 10 mm; and the top cover of the battery pack housing is a solid aluminum plate with a thickness of at least 8 mm.

[0016] Preferably, a liquid inlet guide device is provided between the first coolant receiving cavity and the front end of the battery cell module, and the coolant enters the coolant channel after being diverted through the diversion port of the liquid inlet guide device;

[0017] A liquid outlet guiding device is provided between the rear end of the battery cell module and the second coolant receiving cavity. The coolant in the coolant channel enters the second coolant receiving cavity through the confluence of the liquid outlet guiding device.

[0018] Preferably, the coolant flow rate of each of the branch outlets is the same; the coolant flow rate of each of the confluence outlets gradually decreases from left to right.

[0019] Preferably, a plurality of battery cells are stacked in a front-to-back direction to form a long strip-shaped battery cell module.

[0020] Preferably, a controller is provided between the front end of the battery cell module and the liquid inlet guide device, and a high-voltage wire harness and a low-voltage wire harness are provided between the upper cover plate and the upper end of the battery cell module.

[0021] The high-voltage wiring harness is used to connect the individual battery cells in series or parallel. The low-voltage wiring harness and the controller detect the electrical performance data and temperature of each battery cell and control the working status of the battery cells.

[0022] Thirdly, this application also describes a vehicle including the aforementioned hybrid vehicle battery pack using waterless coolant.

[0023] Compared with the prior art, the present invention has the following advantages:

[0024] 1. The heat dissipation efficiency of this application is significantly improved: by completely immersing the battery cell in waterless coolant, the usable heat dissipation area of ​​the battery cell is maximized, and all components in the package, including high and low voltage wiring harnesses, can be cooled by the coolant. While the liquid cooling is performed, the heat can also be dissipated to the outside through the enclosure, achieving the ultimate heat dissipation.

[0025] 2. The temperature uniformity of the battery cell is significantly improved in this application: Unlike traditional solutions where only one or a few surfaces of the battery cell are in contact with the liquid cooling or air cooling system, this application makes full use of all accessible locations for synchronous and balanced heat dissipation, effectively avoiding the internal temperature difference of the battery cell caused by the traditional form of heat dissipation where only the contact area of ​​the cooling system cools down quickly while other locations cool down slowly.

[0026] 3. This application achieves low flow resistance and high energy efficiency: The flow field formed by the flow guiding device and the module layout has lower flow resistance and smoother flow. The coolant does not generate abnormal flow such as eddies or backflow, which avoids the waste of power of the heat dissipation system and improves the overall energy efficiency of the system.

[0027] 4. This application is a simplified design with high integration: the box cavity is used as the liquid outlet, reducing the external wiring harness; the immersion structure is used, eliminating the water cooling plate and the corresponding support and connection structure, reducing the number of parts in the battery pack and reducing the complexity. This configuration is simplified but more efficient.

[0028] 5. This application offers high safety: The anhydrous coolant used has insulating properties, ensuring that the high and low voltage structures within the battery pack do not experience short circuits. Furthermore, its insulation effect is unaffected by external air pressure, eliminating the risk of reduced insulation capacity due to thin air at high altitudes, thus achieving electrical safety. The battery pack is filled with coolant, creating an oxygen-free environment, significantly reducing the probability of thermal runaway turning into an open flame. High heat dissipation efficiency allows for rapid heat dissipation from the battery cells, reducing the likelihood of thermal runaway. The anhydrous coolant itself is non-flammable, preventing thermal runaway from spreading from a single cell to others, ensuring thermal runaway safety. The battery pack is filled with coolant, which, as an incompressible fluid, provides strong impact resistance to the battery modules and high and low voltage components within the pack, protecting them from failure or thermal runaway caused by collisions, impacts, or other external forces, thus achieving mechanical safety. Attached Figure Description

[0029] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of the overall structure of a hybrid vehicle battery pack.

[0031] Figure 2 This is a structural diagram of a hybrid vehicle battery pack (excluding the top cover, front side panel, and rear side panel).

[0032] Figure 3 This is a structural diagram of a hybrid vehicle battery pack (excluding the top cover, front side panel, and rear side panel) from another angle.

[0033] Figure 4 This is a structural diagram of the battery cell module and controller;

[0034] Figure 5 This is a schematic diagram of the front end of the liquid diversion device;

[0035] Figure 6 This is a schematic diagram of the rear end of the liquid outlet diversion device;

[0036] Figures 7-12 This is a schematic diagram of the top cover plate;

[0037] Figures 13-21 This is a schematic diagram of the various parts of the battery pack housing (excluding the top cover);

[0038] In the picture:

[0039] 1. Battery pack housing; 11. Coolant inlet; 12. Coolant outlet channel; 2. Cell module; 21. Coolant channel; 3. Inlet guide device; 4. Outlet guide device; 5. Controller. Detailed Implementation

[0040] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0041] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to limit the application. The singular forms “a,” “said,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms, and “multiple” generally includes at least two unless the context clearly indicates otherwise.

[0042] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0043] It should be understood that although the terms first, second, third, etc., may be used in the embodiments of this application, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, first may also be referred to as second without departing from the scope of the embodiments of this application, and similarly, second may also be referred to as first.

[0044] Depending on the context, the words “if” or “suppose” as used here can be interpreted as “when” or “in response to determination” or “in response to detection.” Similarly, depending on the context, the phrases “if determination” or “if detection (of the stated condition or event)” can be interpreted as “when determination” or “in response to determination” or “when detection (of the stated condition or event)” or “in response to detection (of the stated condition or event).”

[0045] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or device. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the article or device that includes said element.

[0046] It should be noted that any symbols and / or numbers present in the specification that are not marked in the accompanying drawings are not reference numerals.

[0047] Example 1

[0048] See Figure 1-21 As shown, this application embodiment provides a hybrid vehicle battery pack using waterless coolant, comprising:

[0049] The battery pack housing 1 has a coolant inlet 11 in the middle of the front side panel and a coolant discharge channel 12 inside the right side panel of the battery pack housing 1. The outlet of the coolant discharge channel 12 is located at the front end of the right side panel of the battery pack housing 1.

[0050] Several sets of battery cell modules 2 are arranged inside the battery pack housing 1. Coolant channels 21 are formed between the battery cell modules 2 and adjacent battery cell modules 2, and between the battery cell modules 2 and the inner wall of the battery pack housing 1.

[0051] The front end of the cell module 2 and the front side plate of the battery pack housing 1 form a first coolant receiving cavity, and the rear end of the cell module 2 and the rear side plate of the battery pack housing 1 form a second coolant receiving cavity. The second coolant receiving cavity is connected to the inlet of the coolant discharge channel 12.

[0052] A liquid inlet guide device 3 is provided between the first coolant receiving cavity and the front end of the battery cell module 2. The coolant enters the coolant channel 21 after being diverted through the diversion port of the liquid inlet guide device 3.

[0053] A liquid outlet guide device 4 is provided between the rear end of the battery cell module 2 and the second coolant containment chamber. The coolant in the coolant channel 21 enters the second coolant containment chamber through the confluence of the liquid outlet guide device 4.

[0054] The coolant enters the battery pack housing 1 from the coolant inlet 11 and flows sequentially through the first coolant reservoir, the inlet guide device 3, the coolant channel 21, the outlet guide device 4, and then flows out from the second coolant reservoir through the coolant outlet channel 12.

[0055] After the entire package is assembled, the gaps between the battery pack housing, the cell modules, and the flow guiding device form a specific waterless coolant flow space. This flow field ensures smooth coolant flow, balanced flow rate, and no eddy currents or backflows. The coolant and the cell modules make direct contact with the maximum area, achieving efficient heat dissipation. The coolant itself is non-flammable and non-conductive, ensuring battery safety.

[0056] This application abandons the water-cooled plates, heat sinks and other heat dissipation structures used in traditional battery pack cooling systems, and directly injects waterless coolant into the battery pack housing, so that all cells are immersed in coolant, which greatly improves heat dissipation efficiency, simplifies the overall structure, supports high power output and improves safety performance.

[0057] See Figure 1-21 As shown, the pressure difference between the coolant entering through the coolant inlet 11 and exiting through the coolant outlet 12, i.e., the overall pressure drop of the flow field, is less than 30 kPa. The flow rate at the coolant inlet is controlled at 9-11 L per minute.

[0058] See Figure 1-21 As shown, the tensile strength of the battery pack housing 1 material is 190-300 MPa, the yield strength is 100-270 MPa, and the elongation after fracture is 9-12%. This could be aluminum alloy profiles of grade 6005A or other materials with physical properties greater than 6005A.

[0059] See Figure 1-21 As shown, the front, rear, left, and right side panels of the battery pack housing 1 are hollow aluminum profiles with cavities and a thickness of at least 28 mm; the bottom plate of the battery pack housing 1 is a hollow aluminum profile with cavities and a thickness of at least 10 mm; and the top cover of the battery pack housing 1 is a solid aluminum plate with a thickness of at least 8 mm.

[0060] In this embodiment, the battery pack housing 1 uses an aluminum alloy profile welding process to ensure sufficient strength and sealing effect, preventing coolant leakage when using an immersion configuration. It also possesses sufficient rigidity to prevent deformation due to pressure during internal liquid circulation. The housing's cavity can be used as a coolant flow channel, and each housing wall can serve as a heat dissipation surface, reducing the total number of components and saving space during vehicle installation. A rubber sealing ring is installed between the upper cover and the lower housing to seal the housing. This structure ensures no coolant leakage and resists internal pressure.

[0061] See Figure 1-21 As shown, the coolant flow rate through each branch port is the same; the coolant flow rate at each confluence port gradually decreases from left to right to ensure smooth coolant flow.

[0062] See Figure 1-21As shown, several battery cells are stacked in the front-to-back direction to form a long strip-shaped battery cell module.

[0063] The battery cells are stacked to form ultra-long cell modules, which are arranged inside the battery pack. Through a specific arrangement, these modules, along with components such as the battery housing and inlet / outlet cooling devices, form a specific flow space, or flow field, between the cells after the entire pack is assembled. This ensures smooth coolant flow and maximizes contact area with the cell modules for efficient heat dissipation. In this embodiment, there are a total of 172 cells, divided into four long modules. Each module contains 43 cells stacked into a long strip, which are then placed inside the housing. The gaps between these modules and other components within the battery pack form coolant flow channels.

[0064] See Figure 1-21 As shown, a controller 5 is also provided between the front end of the battery cell module 2 and the liquid inlet guide device, and a high-voltage wire harness and a low-voltage wire harness are provided between the upper cover plate and the upper end of the battery cell module.

[0065] The high-voltage wiring harness is used to connect the individual cells in series / parallel to achieve the voltage, current, and power targets for the entire battery pack. The low-voltage wiring harness and controller detect the electrical performance data and temperature of each cell and control the cell's operating status. In extreme cases, they actively disconnect the circuit to protect the battery from safety risks or unnecessary performance loss. A module end plate is also provided between the controller 5 and the front end of the cell module, and cell spacer material is attached to the front end of the cell module.

[0066] Furthermore, the flow guiding devices arranged at the front and rear of the tank distribute the inflow of coolant and collect the outflow based on the locations where problems such as backflow and eddies may occur. Together with other structures, they form a flow field to ensure smooth liquid flow.

[0067] The liquid inlet guide device 3 is located between the front side plate of the battery pack housing 1 and the front end of the battery module 2. The liquid inlet guide device 3 has four inlet holes for coolant to pass through. A horizontal first bearing surface is located at the center of the front end of the liquid inlet guide device 3, with downwardly sloping second bearing surfaces at both ends. The coolant inlet 11 is located above the center of the first bearing surface. Two inlet holes are symmetrically arranged above the first bearing surface; the other two inlet holes are located at the lower ends of the two second bearing surfaces. The liquid inlet guide device has four inlet holes, each with a different shape, height, and position, corresponding to the center of each of the four battery modules. After the liquid flows out of the liquid inlet guide device, it is forced to undergo secondary diversion, ensuring that the liquid path length through the coolant channels between the battery modules is as uniform as possible. The two middle holes have shorter paths and are therefore smaller, while the two outer holes have longer paths and are therefore larger, thus balancing the flow rate of coolant exiting the four holes. This design is based on fluid dynamics principles, compensating for flow unevenness caused by pipeline pressure drop by adjusting the flow resistance at different locations, thereby achieving uniform outflow.

[0068] Furthermore, the coolant outlet guide device 4 is located between the rear side panel of the battery pack housing 1 and the rear end of the battery module 2. The coolant outlet guide device 4 is provided with four coolant outlet holes for coolant to pass through. The coolant outlet holes include a first coolant outlet hole, a second coolant outlet hole, a third coolant outlet hole, and a fourth coolant outlet hole arranged sequentially from left to right. Each of the first coolant outlet hole, the second coolant outlet hole, the third coolant outlet hole, and the fourth coolant outlet hole corresponds to one battery module 2.

[0069] The coolant flow rates through the first, second, third, and fourth liquid outlet holes decrease sequentially.

[0070] The cross-sectional area of ​​the first liquid outlet is greater than that of the second liquid outlet, the cross-sectional area of ​​the second liquid outlet is greater than that of the fourth liquid outlet, and the cross-sectional areas of the second liquid outlet and the third liquid outlet are equal.

[0071] The center height of the first liquid outlet through hole is less than the center height of the fourth liquid outlet through hole, the center height of the fourth liquid outlet through hole is less than the center height of the second liquid outlet through hole, and the center height of the second liquid outlet through hole is less than or equal to the center height of the third liquid outlet through hole.

[0072] The first liquid outlet orifice extends obliquely upward to form a first inclined surface; the second liquid outlet orifice extends obliquely upward and downward to form a second upper inclined surface and a second lower inclined surface, respectively; the third liquid outlet orifice extends obliquely upward and downward to form a third upper inclined surface and a third lower inclined surface, respectively; the fourth liquid outlet orifice extends obliquely upward and downward to form a fourth upper inclined surface and a fourth lower inclined surface, respectively. The slope of the third upper inclined surface is less than the slope of the first inclined surface, the slope of the first inclined surface is less than the slope of the fourth upper inclined surface, and the slopes of the first and second upper inclined surfaces are equal. The slope of the second lower inclined surface is less than the slope of the fourth lower inclined surface, and the slope of the fourth lower inclined surface is less than the slope of the third lower inclined surface. A coolant receiving tank is provided at the lower rear end of the liquid outlet guiding device 4. The rear ends of the first, second, third, and fourth liquid outlet orifices, as well as the inlet of the coolant discharge channel 12, are all connected to the coolant receiving tank.

[0073] The coolant outlet guide device is arranged opposite to the coolant inlet manifold and has four coolant outlet holes similar to the coolant inlet hole 31. Each coolant outlet hole has a different shape and corresponds to the center of the four battery modules. After the coolant temperature changes, it flows out through the four coolant outlet holes, collects into the coolant reservoir, and is discharged from the coolant outlet channel 12 on the right side plate, finally flowing back to the front side plate. That is, the coolant path from left to right through the four coolant outlet holes becomes shorter and shorter. Therefore, the first coolant outlet hole 11, located on the left, has the largest cross-sectional area and has no slope at the bottom. The second to fourth coolant outlet holes on the left balance the overall liquid flow path by adjusting the slope of the upper and lower ends and the height position of the holes. The different slopes of the upper and lower ends of the four coolant outlet holes can be understood as the different degrees by which the diameter of each coolant outlet hole gradually decreases from the front end to the rear end. This design achieves a uniform temperature effect by changing the shape and position of each coolant outlet hole.

[0074] Furthermore, the lower surface of the top cover is provided with insulation cotton.

[0075] Furthermore, the coolant used in this application is GTL base oil, and the specific parameters are shown in Table 1:

[0076] Table 1

[0077] Key parameters Method number unit Chemical composition Hydrocarbons (GTL) Kinematic viscosity @ -30°C ISO 3104 <![CDATA[mm 2 / s]]> 65 Kinematic viscosity @ 20°C ISO 3104 <![CDATA[mm 2 / s]]> 6,6 Kinematic viscosity @ 40°C ISO 3104 <![CDATA[mm 2 / s]]> 3,8 Pour point ISO 3016 °C <-60 Density @ 20°C ISO 12185 <![CDATA[kg / m 3 ]]> 785 Closed-cup flash point ASTM 93 °C 120 Dielectric constant, 2.5 mm gap IEC 60156 kV >30 Electrical conductivity @ 25°C IEC 60247 pS / m <10 Thermal conductivity @ 20°C calc. W / m*K 0,145 Heat capacity @ 20°C calc. kJ / kg*K 2,2

[0078] Example 2

[0079] This application provides a vehicle including the aforementioned hybrid vehicle battery pack using waterless coolant.

[0080] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the systems or apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the descriptions are relatively simple, and relevant parts can be referred to the method section.

[0081] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A hybrid vehicle battery pack using anhydrous coolant, characterized in that, include: The battery pack housing (1) has a coolant inlet (11) in the middle of the front side panel and a coolant discharge channel (12) inside the right side panel of the battery pack housing (1). The outlet of the coolant discharge channel (12) is located at the front end of the right side panel of the battery pack housing (1). Several sets of battery cell modules (2) are arranged inside the battery pack housing (1). Coolant channels (21) are formed between the battery cell module (2) and the adjacent battery cell module (2), and between the battery cell module (2) and the inner wall of the battery pack housing (1). The front end of the cell module (2) and the front side plate of the battery pack housing (1) form a first coolant cavity, the rear end of the cell module (2) and the rear side plate of the battery pack housing (1) form a second coolant cavity, and the second coolant cavity is connected to the inlet of the coolant discharge channel (12); The coolant enters the battery pack housing (1) from the coolant inlet (11) and flows sequentially through the first coolant reservoir, the coolant channel (21), and the second coolant reservoir, and then flows out from the coolant discharge channel (12).

2. The hybrid vehicle battery pack using anhydrous coolant according to claim 1, characterized in that, The pressure difference between the coolant entering the coolant inlet (11) and exiting the coolant discharge channel (12) is less than 30 kPa.

3. The hybrid vehicle battery pack using anhydrous coolant according to claim 2, characterized in that, The flow rate of the coolant at the inlet is controlled to be 9-11 L per minute.

4. The hybrid vehicle battery pack using anhydrous coolant according to claim 1, characterized in that, The tensile strength of the battery pack housing (1) material is 190-300 MPa, the yield strength is 100-270 MPa, and the elongation after fracture is 9-12%.

5. The hybrid vehicle battery pack using anhydrous coolant according to claim 4, characterized in that, The front, rear, left and right side panels of the battery pack housing (1) are hollow aluminum profiles with cavities and a thickness of at least 28 mm; the bottom plate of the battery pack housing (1) is a hollow aluminum profile with cavities and a thickness of at least 10 mm; and the top cover of the battery pack housing (1) is a solid aluminum plate with a thickness of at least 8 mm.

6. The hybrid vehicle battery pack using anhydrous coolant according to claim 1, characterized in that, A liquid inlet guide device (3) is provided between the first coolant containment cavity and the front end of the battery cell module (2). The coolant enters the coolant channel (21) after being diverted through the diversion port of the liquid inlet guide device (3). A liquid outlet guide device (4) is provided between the rear end of the battery cell module (2) and the second coolant containment cavity. The coolant in the coolant channel (21) enters the second coolant containment cavity through the confluence of the liquid outlet guide device (4).

7. The hybrid vehicle battery pack using anhydrous coolant according to claim 6, characterized in that, The coolant flow rate is the same at each of the branch outlets; the coolant flow rate at each of the confluence outlets gradually decreases from left to right.

8. The hybrid vehicle battery pack using anhydrous coolant according to claim 6, characterized in that, A controller (5) is provided between the front end of the battery cell module (2) and the liquid inlet guide device (3), and a high-voltage wire harness and a low-voltage wire harness are provided between the upper cover plate and the upper end of the battery cell module (2); The high-voltage harness is used to connect the individual cells in series / parallel. The low-voltage harness and the controller (5) detect the electrical performance data and temperature of each cell and control the working status of the cell.

9. The hybrid vehicle battery pack using anhydrous coolant according to claim 1, characterized in that, A battery cell module is formed by stacking several battery cells in a front-to-back direction to form a long strip.

10. A vehicle, characterized in that, This includes hybrid vehicle battery packs using waterless coolant as described in any one of claims 1-9.

Images