A liquid-cooled circulating battery box for new energy vehicles

Abstract

The application discloses a liquid cooling circulating battery box for a new energy vehicle and belongs to the technical field of new energy vehicles, which comprises a frame main body, which is installed at the bottom of the new energy vehicle through bolts; further comprises a main beam, which is installed inside the frame main body and is connected with the inner side of the frame main body through bolts at both ends; and four auxiliary beams, which are distributed on both sides of the main beam and are connected with the main beam through bolts at one end. When the temperature of the cooling medium in the cooling bin increases due to the increase of the heat load of the corresponding battery pack, the bimetallic strip is subjected to thermal bending deformation, the cooling bin is pressed downward, the corrugated pipe wall of the cooling bin is subjected to axial elongation deformation, the volume of the cooling bin is adaptively expanded, the flow area between the bottom of the cooling bin and the water inlet and the water outlet is increased, the mass flow of the water inlet into the cooling bin is increased, the heat dissipation capacity is adaptively increased with the temperature of the battery, and local overheating is effectively inhibited.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to a liquid-cooled cycle battery box for new energy vehicles. Background Technology

[0002] As the core energy storage component of new energy vehicles, the operating temperature of the power battery directly affects the vehicle's range, charging and discharging efficiency, and safety. If the Joule heat and reaction heat generated during charging and discharging cannot be dissipated in time, it will lead to increased battery temperature, increased internal resistance, and capacity decay, and in severe cases, even thermal runaway and other safety accidents. Therefore, an efficient and reliable thermal management system is one of the key technologies to ensure the performance and lifespan of the power battery. Liquid cooling circulation, due to its advantages such as high heat exchange efficiency and good temperature uniformity, has become the mainstream solution for thermal management of new energy vehicle batteries.

[0003] However, existing liquid-cooled cycling battery boxes have the following technical problems in practical applications: Existing liquid-cooled battery packs typically employ an integral flow channel design for their cooling plates. Coolant flows in through an inlet, along a fixed channel, and out through an outlet, with the channel cross-sectional area and coolant flow rate remaining essentially constant throughout the cooling plate. However, the thermal states of individual cells or modules within a battery pack often differ, and localized areas may experience temperature increases due to uneven internal resistance, varying depths of charge and discharge, or other factors. When a temperature rise in a particular area necessitates enhanced heat dissipation, existing cooling plates cannot automatically increase the coolant flow rate or localized liquid storage volume for that area. This results in excessively rapid coolant temperature rise in high-temperature regions, reduced heat exchange temperature differences, and an inability to adaptively enhance heat dissipation capacity with increasing heat load, making it difficult to effectively suppress localized overheating. Battery compartments typically have protective plates at the bottom to protect the cooling plates from road debris and scratches. However, this enclosed structure obstructs airflow, preventing the use of oncoming wind from the vehicle to aid in cooling the bottom of the cooling plates. Some existing technologies use perforated protective plates to increase ventilation, but these openings can easily cause impact damage to the cooling plates when the vehicle is wading through water or in harsh road conditions, and they cannot actively adjust the ventilation volume according to cooling needs.

[0004] In summary, existing liquid-cooled cycle battery boxes for new energy vehicles still have significant shortcomings in addressing battery thermal expansion compensation, adaptive adjustment of local heat dissipation, and synergistic optimization of bottom protection and auxiliary heat dissipation. A new type of liquid-cooled cycle battery box structure that can solve the above-mentioned technical problems is needed. Summary of the Invention

[0005] One of the objectives of this application is to provide a liquid-cooled circulating battery box for new energy vehicles, which addresses the problem that existing liquid-cooled battery boxes cannot simultaneously achieve adaptive enhancement of local heat dissipation and bottom protection and heat dissipation synergistic optimization.

[0006] To achieve the above objectives, the technical solution adopted in this application is: a liquid-cooled circulating battery box for new energy vehicles, comprising: The main frame is bolted to the bottom of the new energy vehicle. Also includes: The main beam is installed inside the frame body, and its two ends are connected to the inside of the frame body by bolts. There are four secondary beams, distributed on both sides of the main beam. One end of each secondary beam is connected to the main beam by bolts, and the other end of each secondary beam is connected to the inner side of the frame body. The secondary beams and the main beams form a battery pack placement groove between each other. A positioning mechanism is installed between two sub-beams and connected to the sub-beams. Each positioning mechanism corresponds to a battery pack placement groove and is used to fix the battery pack. The flow guide component is installed at the bottom of the main frame and is used to connect with the cooling water circulation mechanism of new energy vehicles; A cooling mechanism is connected to the bottom of the flow guiding assembly and is in communication with the flow guiding assembly. The cooling mechanism is used to cool the battery pack.

[0007] Preferably, the positioning mechanism includes a fixed plate connected to the sub-beam by screws. Limiting blocks are welded to both ends of the fixed plate, and these limiting blocks are connected to guide blocks located at both ends of the fixed plate. A pressure plate is provided on the inner side of the fixed plate, and limiting posts are fixedly installed at both ends of the pressure plate. These limiting posts are connected to the guide blocks. A rubber pad is provided between the pressure plate and the fixed plate, and a locking strip is provided at one top end of the pressure plate. This positioning mechanism, through the cooperation of elastic clamping and guiding sliding structure, can achieve rapid locking and positioning during battery pack installation. During the battery's thermal expansion, it adaptively converts the lateral expansion force into a downward pressing force, ensuring that the bottom of the battery pack remains tightly fitted to the cooling plate. This effectively avoids the problem of increased contact gaps and thermal resistance caused by battery swelling, ensuring that heat can be continuously and efficiently transferred to the cooling plate. This solves the problem of poor contact and localized heat dissipation failure caused by thermal expansion in existing battery boxes, guaranteeing the thermal safety and heat dissipation consistency of the battery pack. The rubber pad is made of thermally conductive silicone, which ensures that the battery pack's heat is transferred to the heat-conducting plate while maintaining the battery pack's fit.

[0008] Preferably, the guide block has internal slots that are slidably connected to the limiting post and the limiting block, respectively. The top end of the fixing plate has a protruding structure, which is wedge-shaped. Both ends of the pressure plate have right-angled structures, and the top of the clamping strip on the top of the pressure plate has a slope. The sloped structure on the top of the clamping strip slides in contact with the top end of the fixing plate. This guide structure, through the sliding connection and the wedge-shaped slope, can smoothly convert the lateral expansion displacement of the battery pack into a downward pressing displacement when the battery expands due to heat, allowing the pressure plate to continuously and stably press the battery pack downwards onto the cooling plate. This effectively compensates for the deformation caused by battery thermal expansion, ensuring a tight fit and efficient heat conduction between the bottom surface of the battery pack and the cooling plate. It avoids increased thermal resistance and localized overheating caused by contact gaps. Simultaneously, the sliding guide structure ensures the smoothness and reliability of the displacement conversion, preventing jamming or displacement, thereby significantly improving the battery pack's adaptive compensation capability for thermal expansion and its long-term thermal management stability.

[0009] Preferably, the flow guiding assembly includes a heat-conducting plate, which is connected to the bottom of the frame body by screws. The heat-conducting plate is internally connected to an inlet pipe and a drain pipe. One end of the inlet pipe is connected to an inlet connector, and the inside of the inlet pipe is connected to an inlet. The inlets are distributed in a straight line with equal spacing. One end of the drain pipe is connected to a drain connector. Both the inlet and drain connectors are connected to the cooling water circulation system of the new energy vehicle. The drain pipe is connected to a drain outlet, which is also distributed in a straight line with equal spacing. This flow guiding assembly, with the heat-conducting plate directly screwed to the frame body, ensures... The efficient heat conduction path, along with the use of equally spaced, straight-lined inlets and outlets to evenly distribute the coolant to each battery pack area, enables independent flow of coolant in different zones. This provides a structural basis for precise heat dissipation based on the differences in heat load in different areas, effectively solving the problem that existing integral flow channel designs cannot provide differentiated cooling for local high-temperature areas. This allows each area to independently adjust the coolant flow rate according to the actual temperature, avoiding the phenomenon of insufficient cooling in local overheated areas caused by traditional fixed flow channels, thereby significantly improving the temperature uniformity and heat dissipation efficiency of the battery pack.

[0010] Preferably, the cooling mechanism includes a water-cooling component and a protective component. The water-cooling component is installed below the heat-conducting plate, and its interior is connected to the flow-guiding component via a pipe. The water-cooling component is used to cool the bottom of the battery pack using cooling water. The protective component is installed below the water-cooling component and is used to protect the bottom of the water-cooling component. This cooling mechanism achieves efficient heat exchange between the coolant and the battery pack by directly installing the water-cooling component below the heat-conducting plate and connecting it to the flow-guiding component. At the same time, the protective component provides physical protection for the bottom of the water-cooling component, effectively solving the problem that the cooling plate of the existing liquid-cooled battery box is easily damaged by road splashes and scratches. Furthermore, this dual-layer layout structure provides integrated space for coolant partitioning and bottom ventilation and heat dissipation, ensuring the structural safety of the cooling system and achieving synergistic optimization of local heat dissipation adaptive adjustment and bottom auxiliary heat dissipation.

[0011] Preferably, the water-cooling assembly includes a connecting plate with slots on its surface. These slots are evenly spaced and their positions correspond to the battery pack mounting positions. The bottom of the connecting plate is connected to a cooling chamber, which is connected to an inlet and a outlet. One end of the inlet and outlet is flush with the bottom of the cooling chamber, and slots are formed on one side of each. A bimetallic strip is provided at the bottom of the cooling chamber. By dividing the cooling area into independent cooling units corresponding to the battery pack mounting positions, and utilizing temperature-sensitive... The sensing element detects local temperature changes. When the temperature in a certain area rises, it can automatically increase the cooling volume and coolant flow cross-sectional area of ​​that area, so that the heat dissipation capacity can be adaptively enhanced as the heat load increases. This effectively solves the problem that existing integral flow channel cooling plates cannot provide differentiated cooling for local overheated areas. By increasing the volume, the local coolant heat storage capacity is improved and the coolant temperature rise per unit heat exchange is reduced. By increasing the flow gap, the turbulence of the coolant and the convective heat transfer coefficient are enhanced. The two work together to maintain a higher heat exchange temperature difference and significantly improve the heat dissipation rate of local overheated areas.

[0012] Preferably, the bimetallic strip is attached to the bottom of the cooling chamber, the two ends of the bimetallic strip are T-shaped, and limiting grooves are provided on both sides of the bimetallic strip. The limiting grooves are fixedly connected to the bottom of the cooling chamber, and rubber blocks are embedded at both ends of the limiting grooves. The rubber blocks are attached to the bimetallic strip. The cooling chamber is made of elastic metal material, and the outer wall of the cooling chamber has a corrugated structure. This structure, through the cooperation of temperature-sensitive elements and bottom elastic deformation structure, can generate directional displacement by utilizing thermosensitive deformation characteristics when the local temperature rises, pushing the bottom downward to adaptively increase the volume of the cooling chamber. At the same time, it increases the cross-sectional area for coolant flow, effectively solving the problem that existing liquid cooling plates cannot automatically increase the storage volume and coolant flow rate for local high-temperature areas. By increasing the volume, the local coolant heat storage capacity is improved, and the temperature rise rate under unit heat exchange is reduced. By increasing the cross-sectional area, the turbulence of the coolant and the convective heat transfer coefficient are enhanced.

[0013] Preferably, the protective component includes a base plate connected to a connecting plate by screws. A protective cover is connected to the bottom of the base plate, protruding from the bottom of the base plate. The protective cover has slots at both ends, which are interconnected. A gap exists between the protective cover and the bottom of the cooling chamber. A rectangular slot is formed at the bottom of the protective cover, and a guide plate is provided at the bottom of the rectangular slot. One end of the guide plate is rotatably connected to the protective cover. This protective structure provides reliable physical isolation protection for the cooling mechanism by providing a protruding protective cavity at the bottom, effectively preventing direct impact damage to the cooling structure from road debris and scrapes. Simultaneously, the ventilation channels at both ends and the top gap guide the high-speed airflow generated during vehicle movement across the cooling surface, achieving forced convection-assisted heat dissipation and significantly improving the bottom heat exchange efficiency. Furthermore, by linking the movable guide component with a temperature sensing element, the ventilation opening can be adaptively adjusted according to cooling requirements. Under high-temperature conditions, the air intake cross-section is increased to enhance heat dissipation capacity, while under normal or low-temperature conditions, the opening is automatically reset to reduce driving wind resistance.

[0014] Preferably, one end of the protective cover has a protruding structure, which engages with the edge of the rectangular slot at the bottom of the protective cover. The surface of the protective cover has strip-shaped protruding structures, which are distributed in a straight line at equal intervals. A connector is installed on the surface of the guide plate, and the top end of the connector is fixedly connected to the bottom of the cooling chamber. The connector is made of flexible rubber. This structure combines rigid protection with flexible transmission, ensuring the mechanical protection strength at the bottom while achieving adaptive adjustment of the cooling airflow. When the cooling chamber deforms and shifts due to temperature rise, the flexible connector can drive the bottom guide component to automatically adjust the opening, forcibly guiding the windward airflow of the vehicle to the cooling surface to enhance convective heat transfer. This effectively solves the technical contradiction between the existing sealed structure of the protective cover hindering heat dissipation and the open structure being unable to actively adjust the ventilation volume. It avoids direct damage to the cooling mechanism from external impacts under harsh road conditions and can actively increase the ventilation cross-section to improve auxiliary heat dissipation efficiency under high-temperature conditions.

[0015] Compared with the prior art, the beneficial effects of this application are as follows: During installation, the bottom of the battery pack first contacts the guide ramp at the top of the clip, generating a lateral compressive force. This force is transmitted through the ramp, causing the pressure plate to slide and open along the guide groove to make room for installation. After the battery pack is in place, the elastic reset element that compresses and stores energy releases its elastic potential energy, driving the pressure plate to slide and reset in the opposite direction, causing the clip to engage with the top of the battery pack to complete the longitudinal limiting and fixing. When the battery pack expands in volume due to thermal effects, its lateral expansion displacement acts on the pressure plate and is transmitted through the guide mechanism. The horizontal expansion is controlled by the sliding friction pair between the wedge-shaped guide surface at the top of the fixed plate and the ramp of the clip. The force vector is converted into a vertically downward clamping force, which drives the pressure plate to move the entire battery pack downward, ensuring that the bottom surface of the battery pack always remains in close contact with the thermally conductive interface material. This effectively compensates for the contact gap caused by thermal deformation and eliminates the decrease in heat transfer efficiency caused by the increase in interface thermal resistance. The thermally conductive silicone used has both elastic buffering and thermal conduction functions. It provides sufficient interface contact pressure to ensure the continuity of the heat conduction path and has a good thermal conductivity to efficiently transfer the heat generated by the battery pack to the heat-conducting plate, thereby achieving synergistic optimization of adaptive thermal expansion compensation and efficient thermal management.

[0016] The coolant enters the inlet pipe through the inlet connector and flows into the cooling chamber through the inlet. Heat from the battery pack is conducted downwards to the heat-conducting plate area. The coolant in the cooling chamber exchanges heat with the heat-conducting plate in this area via convection. The cooled coolant then flows into the drain pipe through the drain outlet and returns to the vehicle's cooling circulation system through the drain connector. When the heat load on the corresponding battery pack increases, causing the temperature of the coolant in the cooling chamber to rise, the bimetallic strip undergoes thermally induced bending deformation. Under the mechanical constraint of the limiting groove and the rubber block, it produces a directional arching displacement, pressing downwards against the cooling chamber and causing its corrugated wall to... Axial elongation deformation enables adaptive expansion of the cooling chamber volume. Simultaneously, the increased cross-sectional area between the bottom of the cooling chamber and the inlet and outlet leads to an increase in the mass flow rate from the inlet into the cooling chamber. Volume expansion enhances local heat capacity reserves, reduces the working fluid temperature rise per unit heat exchange, and maintains a high heat transfer temperature difference. The increased cross-sectional area enhances the turbulence intensity and convective heat transfer coefficient of the working fluid, increasing the heat transfer rate per unit area. Through the synergistic effect of heat capacity buffering and convection enhancement, the heat dissipation capacity is adaptively enhanced with battery temperature, effectively suppressing local overheating.

[0017] A protective cover is installed at the bottom of the cooling chamber. Its convex shell structure provides mechanical protection to the bottom of the cooling chamber, preventing structural damage and coolant leakage caused by road debris and mechanical scratches. Simultaneously, through-type ventilation slots are opened at both ends of the protective cover, forming a U-shaped flow channel with ventilation gaps at the bottom of the cooling chamber. When the vehicle is moving, the external windward airflow enters the protective cover through the front slot, flows at high speed along the outer wall of the cooling chamber, and exits through the rear slot. Forced convection heat transfer enhances heat transfer between the outer surface of the cooling chamber and the environment, helping to reduce the internal coolant temperature. When the internal heat load of the cooling chamber increases, causing the temperature to rise, the dual... The metal sheet undergoes thermal bending deformation and presses downwards against the cooling chamber, causing its corrugated elastic wall to elongate axially. This displacement is transmitted to the guide plate through a flexible connector, driving it to deflect downwards around the hinge point to form a guide angle of attack. This forces the airflow from the bottom of the vehicle to be rectified and directed to the outer surface of the cooling chamber, significantly enhancing the local convective heat transfer coefficient and achieving temperature-adaptive enhancement of auxiliary heat dissipation capabilities. When the temperature decreases, the bimetallic sheet returns to a flat state, and the cooling chamber retracts axially under the rebound force of the elastic corrugated metal structure. The guide plate is then reset and closed by the connector, reducing the frontal area of ​​the bottom protrusion and thus reducing the aerodynamic drag of the entire vehicle. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0019] Figure 2 This is a schematic diagram of the bottom structure of the present invention.

[0020] Figure 3 This is a schematic diagram of the internal structure of the present invention.

[0021] Figure 4 This is a schematic diagram of the heat-conducting plate structure of the present invention.

[0022] Figure 5 This is a schematic diagram of the cooling mechanism of the present invention.

[0023] Figure 6 This is a schematic diagram of the positioning mechanism of the present invention.

[0024] Figure 7 This is a schematic diagram of the cooling chamber structure of the present invention.

[0025] Figure 8 This is a schematic diagram of the protective cover structure of the present invention.

[0026] Figure 9 This is a schematic diagram of the guide plate structure of the present invention.

[0027] In the diagram: 1. Main frame; 2. Main beam; 3. Secondary beam; 4. Positioning mechanism; 41. Fixing plate; 42. Limiting block; 43. Rubber pad; 44. Guide block; 45. Limiting post; 46. Pressure plate; 47. Clip; 5. Flow guiding assembly; 51. Heat conducting plate; 52. Water inlet pipe; 53. Water inlet; 54. Water inlet connector; 55. Drain connector; 56. Drain pipe; 57. Drain outlet; 6. Cooling mechanism; 61. Connecting plate; 62. Cooling chamber; 63. Bimetallic strip; 64. Limiting groove; 65. Rubber block; 66. Base plate; 67. Protective cover; 68. Flow guiding plate; 69. Connecting parts. Detailed Implementation

[0028] The present application will be further described below with reference to specific embodiments. It should be noted that, without conflict, the various embodiments or technical features described below can be arbitrarily combined to form new embodiments.

[0029] In the description of this application, it should be noted that the terms "center", "lateral", "longitudinal", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., which indicate the orientation and positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and should not be construed as limiting the specific protection scope of this application.

[0030] It should be noted that the terms "first," "second," etc., in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. Example 1:

[0031] One embodiment of this application, such as Figures 1 to 3 As shown, a liquid-cooled circulating battery box for new energy vehicles includes: a frame body 1, which is bolted to the bottom of the new energy vehicle; a main beam 2, installed inside the frame body 1, with both ends connected to the inner side of the frame body 1 by bolts; four secondary beams 3, distributed on both sides of the main beam 2, one end of the secondary beam 3 connected to the main beam 2 by bolts, and the other end of the secondary beam 3 connected to the inner side of the frame body 1, forming a battery pack placement groove between the secondary beams 3 and the main beam 2; a positioning mechanism 4, installed between two secondary beams 3 and connected to the secondary beams 3, each positioning mechanism 4 corresponding to one battery pack placement groove, and used to fix the battery pack; a flow guiding component 5, installed at the bottom of the frame body 1, for communication with the cooling water circulation mechanism of the new energy vehicle; and a cooling mechanism 6, connected to the bottom of the flow guiding component 5 and in communication with the flow guiding component 5, for cooling the battery pack. In this embodiment, the battery box connects the cooling mechanism 6 to the airflow guide component 5 and installs it at the bottom of the frame body 1. This allows the coolant to specifically cool the battery pack, effectively solving the problem that existing liquid-cooled battery boxes cannot adaptively enhance heat dissipation in localized high-temperature areas. When the temperature in a certain area rises, the coolant flow rate and storage volume in that area can be automatically increased to prevent the coolant temperature in high-temperature areas from rising too quickly, maintain a higher heat exchange temperature difference, and effectively suppress localized overheating. At the same time, while ensuring bottom protection, this structure can make full use of the oncoming wind during vehicle movement to assist in heat dissipation at the bottom of the cooling mechanism 6, and can actively adjust the ventilation volume according to cooling needs, achieving synergistic optimization of bottom protection and auxiliary heat dissipation. In addition, through the cooperation of the positioning mechanism 4 with the frame body 1, main beam 2, and sub-beam 3, the battery pack position can be adaptively adjusted when the battery expands due to heat, ensuring that the bottom of the battery pack always maintains a good fit with the cooling mechanism 6, avoiding poor contact due to expansion that would affect the heat dissipation effect, thereby comprehensively improving the thermal management performance and safety of the battery box. Example 2:

[0032] One preferred embodiment of this application, such as Figure 1 , 6As shown, the positioning mechanism 4 includes a fixed plate 41, which is connected to the sub-beam 3 by screws. Limiting blocks 42 are welded to both ends of the fixed plate 41. The limiting blocks 42 are connected to guide blocks 44, which are located at both ends of the fixed plate 41. A pressure plate 46 is provided on the inner side of the fixed plate 41. Limiting posts 45 are fixedly installed at both ends of the pressure plate 46 and are connected to the guide blocks 44. A rubber pad 43 is provided between the pressure plate 46 and the fixed plate 41. A retaining strip 47 is provided at one top end of the pressure plate 46. The guide block 44 has a groove inside, which is slidably connected to the limiting posts 45 and the limiting blocks 42. A protruding structure is provided at one top end of the fixed plate 41. The protruding structure at one top end of the fixed plate 41 is wedge-shaped. Both ends of the pressure plate 46 are right-angled structures, and the top of the retaining strip 47 at one top end of the pressure plate 46 is sloped. The sloped structure at the top of the retaining strip 47 is in slidable contact with one top end of the fixed plate 41. In this embodiment, when the battery pack is installed, the bottom of the battery pack contacts the retaining strip 47. The sloping structure at the top of the retaining strip 47 can open the retaining strip 47 to both sides, allowing the battery pack to be inserted between the two pressure plates 46. The retaining strip 47 at the top of the pressure plate 46 will then hold the top of the battery pack in place by the elasticity of the rubber pad 43. When the battery expands due to heat, it will push the pressure plates 46 to both sides. As a result, the sloping surface of the retaining strip 47 at the top of the pressure plate 46 will move downward along the sloping surface at the top of the fixing plate 41. This allows the two pressure plates 46 to move the battery pack downward through the engagement structure between the bottom and the battery pack, ensuring that the battery pack is in close contact with the rubber pad 43. This prevents the battery pack from bulging and causing the bottom surface to not be able to contact the cooling plate, thus affecting the heat dissipation effect. The rubber pad 43 is made of thermally conductive silicone, which ensures that the battery pack is in contact with the heat plate 51 while maintaining the contact. Example 3:

[0033] One preferred embodiment of this application, such as Figures 4 to 9As shown, the flow guiding component 5 includes a heat-conducting plate 51, which is connected to the bottom of the frame body 1 by screws. The heat-conducting plate 51 is connected to an inlet pipe 52 and a drain pipe 56. One end of the inlet pipe 52 is connected to an inlet connector 54, and the inside of the inlet pipe 52 is connected to an inlet 53, which is distributed in a straight line at equal intervals. One end of the drain pipe 56 is connected to a drain connector 55. Both the inlet connector 54 and the drain connector 55 are connected to the cooling water circulation system of the new energy vehicle. The drain pipe 56 is connected to a drain outlet 57, which is distributed in a straight line at equal intervals. The cooling mechanism 6 includes a water-cooling component and a protective component. The water-cooling component is installed below the heat-conducting plate 51 and has a connecting pipe to the flow guiding component 5. The water-cooling component is used to cool the bottom of the battery pack using cooling water. The protective component is installed below the water-cooling component and is used to protect the bottom of the water-cooling component. The water-cooling component includes... A connecting plate 61 has slots on its surface, which are evenly spaced and correspond to the battery pack installation positions. The bottom of the connecting plate 61 is connected to the cooling chamber 62. The interior of the cooling chamber 62 is connected to the water inlet 53 and the drain outlet 57. One end of the bottom of the water inlet 53 and the drain outlet 57 is attached to the bottom of the cooling chamber 62, and slots are provided on one side of both the water inlet 53 and the drain outlet 57. A bimetallic strip 63 is provided at the bottom of the cooling chamber 62. The bimetallic strip 63 is attached to the bottom of the cooling chamber 62 and has T-shaped structures at both ends. Limiting grooves 64 are provided on both sides of the bimetallic strip 63 and are fixedly connected to the bottom of the cooling chamber 62. Rubber blocks 65 are embedded at both ends of the limiting grooves 64 and are attached to the bimetallic strip 63. The cooling chamber 62 is made of elastic metal and has a corrugated outer wall. In this embodiment, the cooling water of the new energy vehicle enters the water inlet pipe 52 through the water inlet connector 54, and then enters the cooling chamber 62 through the water inlet 53 on one side of the water inlet pipe 52. The heat of the corresponding battery pack is transferred downwards to the heat conduction plate 51 area at the top of the corresponding cooling chamber 62. The cooling water inside the cooling chamber 62 exchanges heat with the heat conduction plate 51 in this area to cool it down. The heated water is discharged into the drain pipe 56 through the drain outlet 57, and then enters the cooling water circulation system of the new energy vehicle through the drain connector 55 for cooling circulation. When the temperature of the corresponding battery pack rises, the temperature of the cooling water inside the cooling chamber 62 in this area will rise, which will cause the bimetallic strip 63 to bend. The limiting grooves 64 on both sides of the bimetallic strip 63 and The limiting block 42 of the rubber block 65 ensures that the bimetallic strip 63 can only arch upwards. When the bimetallic strip 63 arches, it pushes the bottom of the cooling chamber 62 downwards. The cooling chamber 62 extends downwards through the corrugated telescopic structure of its outer wall, increasing its internal capacity and achieving adaptive volume increase. Simultaneously, the gap between the bottom of the cooling chamber 62 and the drain outlet 57 and inlet 53 increases, thereby increasing the flow rate of water entering the cooling chamber 62 through the inlet 53. This increased volume enhances the local coolant heat storage capacity, reduces the coolant temperature rise per unit heat exchange, and maintains a higher heat exchange temperature difference. Furthermore, the increased flow rate enhances coolant turbulence and convective heat transfer coefficient, improving the heat transfer rate per unit area. These two factors work synergistically to adaptively increase heat dissipation capacity as the battery temperature rises, effectively suppressing local overheating and ensuring the thermal safety and lifespan of the battery pack. Example 4:

[0034] One preferred embodiment of this application, such as Figures 4 to 9 As shown, the protective assembly includes a base plate 66, which is connected to a connecting plate 61 by screws. A protective cover 67 is connected to the bottom of the base plate 66, and the protective cover 67 protrudes from the bottom of the base plate 66. The protective cover 67 has slots at both ends, and the slots at both ends of the protective cover 67 are interconnected. There is a gap between the protective cover 67 and the bottom of the cooling chamber 62. A rectangular slot is opened at the bottom of the protective cover 67, and a guide plate 68 is provided at the bottom of the rectangular slot at the bottom of the protective cover 67. One end of the guide plate 68 is rotatably connected to the protective cover 67. One end of the protective cover 67 has a protruding structure, and the protruding structure at one end of the protective cover 67 engages with the edge of the rectangular slot at the bottom of the protective cover 67. The surface of the protective cover 67 has strip-shaped protruding structures, which are distributed in a straight line at equal intervals. A connector 69 is installed on the surface of the guide plate 68, and one end of the connector 69 is fixedly connected to the bottom of the cooling chamber 62. The connector 69 is made of flexible rubber. This implementation scheme, by providing a protective cover 67 at the bottom of the cooling chamber 62, helps protect the bottom of the cooling chamber 62 and prevents leakage and damage caused by scratches. The protective cover 67 is designed to be continuous at both ends, with a gap maintained between the bottom of the cooling chamber 62 and the protective cover 67. When the vehicle is in motion, airflow enters the protective cover 67 through one end and exits from the rear end, then flows at high speed across the surface of the cooling chamber 62, thus assisting in cooling the surface and reducing the internal temperature of the coolant. When the internal temperature of the cooling chamber 62 rises, the bimetallic strip 63 bends. The cooling chamber 62 extends downwards. As the cooling chamber 62 extends downwards, it drives one end of the deflector 68 to rotate downwards via the connector 69. This causes the windward side of the deflector 68 to tilt, allowing the airflow at the bottom of the vehicle to be forced into the surface of the cooling chamber 62 through the deflector 68. This allows the deflector 68 to adaptively open for auxiliary heat dissipation based on the internal temperature of the cooling chamber 62. When the internal temperature of the cooling chamber 62 decreases, the bimetallic strip 63 returns to its flat shape. Then, the cooling chamber 62 recovers its deformation under the action of the elastic metal, allowing the bottom of the cooling chamber 62 to pull the deflector 68 back to its original position via the connector 69, thereby reducing the drag of the vehicle.

[0035] The basic principles, main features, and advantages of this application have been described above. Those skilled in the art should understand that this application is not limited to the above embodiments. The embodiments and descriptions in the specification are merely the principles of this application. Various changes and modifications can be made to this application without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection claimed by this application is defined by the appended claims and their equivalents.

Claims

1. A liquid-cooled circulating battery box for new energy vehicles, comprising: The main frame (1) is bolted to the bottom of the new energy vehicle; Its characteristic is that it further includes: The main beam (2) is installed inside the frame body (1), and its two ends are connected to the inside of the frame body (1) by bolts; There are four secondary beams (3) distributed on both sides of the main beam (2). One end of the secondary beam (3) is connected to the main beam (2) by bolts, and the other end of the secondary beam (3) is connected to the inner side of the frame body (1). The secondary beam (3) and the main beam (2) form a battery pack placement groove between each other. The positioning mechanism (4) is installed between the two sub-beams (3) and connected to the sub-beams (3). Each positioning mechanism (4) corresponds to a battery pack placement groove. The positioning mechanism (4) is used to fix the battery pack. The flow guide component (5) is installed at the bottom of the frame body (1) and is used to connect with the cooling water circulation mechanism of the new energy vehicle. The cooling mechanism (6) is connected to the bottom of the flow guiding component (5) and is in communication with the flow guiding component (5). The cooling mechanism (6) is used to cool the battery pack.

2. The liquid-cooled circulating battery box for new energy vehicles as described in claim 1, characterized in that: The positioning mechanism (4) includes a fixing plate (41), which is connected to the sub-beam (3) by screws. Limiting blocks (42) are welded to both ends of the fixing plate (41). The limiting blocks (42) are connected to the guide blocks (44). The guide blocks (44) are located at both ends of the fixing plate (41). A pressure plate (46) is provided on the inner side of the fixing plate (41). Limiting posts (45) are fixedly installed at both ends of the pressure plate (46). The limiting posts (45) are connected to the guide blocks (44). A rubber pad (43) is provided between the pressure plate (46) and the fixing plate (41). A retaining strip (47) is provided at one end of the top of the pressure plate (46).

3. The liquid-cooled circulating battery box for new energy vehicles as described in claim 2, characterized in that: The guide block (44) has a groove inside, and the groove inside the guide block (44) is slidably connected to the limiting post (45) and the limiting block (42) respectively. The top end of the fixing plate (41) has a protruding structure, and the protruding structure at the top end of the fixing plate (41) is wedge-shaped. The two ends of the pressure plate (46) are right-angled structures, and the top of the clamping strip (47) at the top end of the pressure plate (46) is sloped. The inclined structure at the top of the clamping strip (47) is in sliding contact with the top end of the fixing plate (41).

4. The liquid-cooled circulating battery box for new energy vehicles as described in claim 3, characterized in that: The flow guiding component (5) includes a heat-conducting plate (51), which is connected to the bottom of the frame body (1) by screws. The heat-conducting plate (51) is connected to the inlet pipe (52) and the drain pipe (56) respectively. One end of the inlet pipe (52) is connected to the inlet connector (54), and the inside of the inlet pipe (52) is connected to the inlet (53). The inlets (53) are distributed in a straight line with equal spacing. One end of the drain pipe (56) is connected to the drain connector (55). The inlet connector (54) and the drain connector (55) are both connected to the cooling water circulation system of the new energy vehicle. The drain pipe (56) is connected to the drain outlet (57), and the drain outlet (57) is distributed in a straight line with equal spacing.

5. A liquid-cooled circulating battery box for new energy vehicles as described in claim 4, characterized in that: The cooling mechanism (6) includes a water cooling component and a protective component. The water cooling component is installed below the heat conduction plate (51). The water cooling component is connected to the flow guide component (5) through a pipe. The water cooling component is used to cool the bottom of the battery pack by means of cooling water. The protective component is installed below the water cooling component and is used to protect the bottom of the water cooling component.

6. The liquid-cooled circulating battery box for new energy vehicles as described in claim 5, characterized in that: The water-cooling assembly includes a connecting plate (61), on the surface of which are provided with slots. The slots on the surface of the connecting plate (61) are distributed at equal intervals and the positions of the slots on the surface of the connecting plate (61) correspond to the battery pack installation positions. The bottom of the connecting plate (61) is connected to the cooling chamber (62). The interior of the cooling chamber (62) is connected to the water inlet (53) and the drain outlet (57). One end of the bottom of the water inlet (53) and the drain outlet (57) is attached to the bottom of the cooling chamber (62), and slots are provided on one side of the water inlet (53) and the drain outlet (57). A bimetallic strip (63) is provided at the bottom of the cooling chamber (62).

7. A liquid-cooled circulating battery box for new energy vehicles as described in claim 6, characterized in that: The bimetallic sheet (63) is attached to the bottom of the cooling chamber (62). The two ends of the bimetallic sheet (63) are T-shaped, and the two sides of the bimetallic sheet (63) are provided with limiting grooves (64). The limiting grooves (64) are fixedly connected to the bottom of the cooling chamber (62). Rubber blocks (65) are embedded at both ends of the limiting grooves (64). The rubber blocks (65) are attached to the bimetallic sheet (63). The cooling chamber (62) is made of elastic metal material, and the outer wall of the cooling chamber (62) has a corrugated structure.

8. A liquid-cooled circulating battery box for new energy vehicles as described in claim 7, characterized in that: The protective assembly includes a base plate (66), which is connected to a connecting plate (61) by screws. A protective cover (67) is connected to the bottom of the base plate (66). The protective cover (67) protrudes from the bottom of the base plate (66). The protective cover (67) has slots at both ends, and the slots at both ends of the protective cover (67) are interconnected. There is a gap between the protective cover (67) and the bottom of the cooling chamber (62). A rectangular slot is opened at the bottom of the protective cover (67). A guide plate (68) is provided at the bottom of the rectangular slot at the bottom of the protective cover (67). One end of the guide plate (68) is rotatably connected to the protective cover (67).

9. A liquid-cooled circulating battery box for new energy vehicles as described in claim 8, characterized in that: The protective cover (67) has a protruding structure at one end, and the protruding structure at one end of the protective cover (67) engages with the edge of the rectangular hole groove at the bottom of the protective cover (67). The surface of the protective cover (67) has a strip-shaped protruding structure, and the strip-shaped protruding structure on the surface of the protective cover (67) is distributed in a straight line with equal spacing. The surface of the guide plate (68) is equipped with a connector (69), and one end of the top of the connector (69) is fixedly connected to the bottom of the cooling chamber (62). The connector (69) is made of flexible rubber.

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