A liquid cooling system applied to a battery energy storage device

Abstract

The application discloses a liquid cooling system applied to a battery energy storage device and belongs to the technical field of battery liquid cooling, which comprises a liquid cooling shell for liquid cooling of an automobile battery pack, a retaining frame for limiting the automobile battery pack is arranged in the liquid cooling shell, a plurality of groups of main cooling flow channels are arranged on the outer side wall of the retaining frame, and the main cooling flow channels are connected with two buffer cooling flow channels through offset components. Through the arrangement of the compensation assembly, the elastic metal mesh cover and the deformable buffer cooling flow channel are utilized, the liquid cooling pipeline itself is designed as part of the energy absorption structure, when the liquid cooling pipeline is subjected to collision or puncture, the structure can preferentially deform to absorb impact energy, thereby directly reducing the damage to the battery body, and the compensation bellows ensures that the buffer cooling flow channel can still maintain sealing and communication after being offset when deforming, so that the fatal risk that the cooling liquid leaks and the heat dissipation function immediately fails due to structural deformation is avoided.

Description

Technical Field

[0001] This invention relates to the field of battery liquid cooling technology, and more particularly to a liquid cooling system applied to battery energy storage devices. Background Technology

[0002] Liquid cooling systems in automotive energy storage batteries are an advanced thermal management solution for high-power, large-capacity, and harsh environmental energy storage applications. Their core advantages lie in high heat dissipation efficiency and good temperature uniformity.

[0003] Automotive energy storage batteries typically rely on liquid cooling systems for thermal management due to their stringent space and layout constraints and dynamic operating conditions. However, this application scenario faces a double challenge: First, during vehicle operation, complex conditions such as chassis scrapes, collisions, and wading can easily cause physical damage to the liquid cooling pipes and battery pack structure, potentially leading to coolant leaks and momentary failure of heat dissipation, directly jeopardizing driving safety. Therefore, an ideal liquid cooling system must possess both excellent physical protection and structural deformation resistance to ensure it maintains its seal and functional integrity even under unexpected impacts. Second, in terms of thermal management, after aggressive driving or long-distance high-speed driving, the battery temperature is already high. If high-power fast charging is then performed immediately, a cumulative heat peak will be generated, putting the cooling system to its limit. Under such transient extreme conditions, the heat dissipation capacity of conventional liquid cooling systems is often insufficient to meet the instantaneous demand, easily leading to battery overheating and accelerating its aging and performance degradation. Therefore, there is an urgent need for a liquid cooling system with intelligent thermal management redundancy, which can dynamically increase heat dissipation power when the battery is under high load to cope with transient thermal shock. Based on this, a liquid cooling system for battery energy storage devices is proposed. Summary of the Invention

[0004] The purpose of this invention is to solve the problems in the prior art by proposing a liquid cooling system for battery energy storage devices.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: A liquid cooling system for a battery energy storage device includes a liquid cooling housing for liquid cooling an automotive battery pack. The liquid cooling housing has a retaining frame for defining the automotive battery pack. The outer wall of the retaining frame has multiple main cooling channels. The main cooling channels are connected to two buffer cooling channels via an offset component. The outer walls of the two buffer cooling channels are connected to a compensation component for resisting micro-deformation and puncture of the liquid cooling housing. The inner wall of the main cooling channel is connected to multiple positioning frames. Each positioning frame is connected to a monitoring component for monitoring the power used by the vehicle battery pack. The side wall of the positioning frame is connected to a fluid exchange valve frame. The inner wall of the fluid exchange valve frame is connected to multiple connecting stop plates for blocking the coolant between the main cooling channel and the buffer cooling channel via multiple pins. A magnetic control component for adjusting the opening and closing of the connecting stop plates is provided on the outer wall at one end of each pin.

[0006] Preferably, the liquid cooling housing is equipped with two exchange valve ports on its exterior for circulating and exchanging the coolant in the main cooling channel, and the liquid cooling housing is fixedly assembled with the retaining frame.

[0007] Preferably, the offset component includes a compensating bellows fixed to the positioning frame, the main cooling channel has multiple exchange holes, the inner wall of the main cooling channel at the exchange holes is fixedly connected to the positioning frame, and the main cooling channel is connected to the buffer cooling channel through the compensating bellows.

[0008] Preferably, the compensation component includes multiple arc-shaped contact plates fixed to the outer wall of the buffer cooling channel, and the outer walls of the multiple arc-shaped contact plates are connected to an elastic metal mesh cover, which is in contact with the inner wall of the liquid cooling shell.

[0009] Preferably, the main cooling channel is fitted to the vehicle battery pack via a retaining frame, and the retaining frame is equipped with monitoring interfaces at both the front and rear ends for monitoring the current and voltage of the vehicle battery pack.

[0010] Preferably, the monitoring component includes a power interface fixedly installed on the side wall of the main cooling channel, the power interface being electrically connected to the monitoring interface, and the power interface being electrically connected to the positioning frame via an insulated conductive cable.

[0011] Preferably, the fluid exchange valve frame is rotatably connected to the connecting stop plate via a pin, and the arc surfaces at the beginning and end of two adjacent connecting stop plates are adapted to each other. The surfaces at both ends of the connecting stop plate are made of soft rubber, and the interior is made of magnetic material.

[0012] Preferably, the magnetic control assembly includes a redirecting plate fixed to one end of the pin shaft, and the redirecting plates located on two adjacent connecting stop plates are staggered. Two redirecting magnetic plates are fixed on the outer wall of the redirecting plate.

[0013] Preferably, the positioning frame is fixedly connected to a plurality of symmetrically staggered positioning rings by two fixing plates. The positioning rings are located on the outer side of the redirecting plate, and two redirecting electromagnetic plates are fixed on the inner sidewall of the positioning rings. The two redirecting electromagnetic plates are respectively located on one side of the two redirecting electromagnetic plates.

[0014] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. This solution, through the setting of compensation components, utilizes an elastic metal mesh cover and deformable buffer cooling channels to design the liquid cooling pipeline itself as part of the energy-absorbing structure. When subjected to collision or puncture, this structure can deform first to absorb impact energy, directly reducing damage to the battery body. The compensation bellows ensures that even after the buffer cooling channels shift during deformation, they can still maintain a seal and connection, avoiding the fatal risk of coolant leakage and immediate failure of heat dissipation function due to structural deformation.

[0015] 2. This solution, through the setting of the connecting baffle, can set up a low-temperature coolant reservoir (buffer cooling channel) isolated from the main liquid cooling cycle (main cooling channel). By monitoring the current and voltage status of the vehicle battery pack (such as high-power charging or discharging), the opening and closing of the connecting baffle is controlled. When needed, the stored low-temperature coolant can be quickly integrated into the main cycle, instantly enhancing the heat dissipation capacity, coping with heat peaks, and ensuring that the battery temperature is always maintained within a uniform and controllable ideal range.

[0016] 3. This solution integrates the impact energy absorption structure and liquid cooling pipeline into one through the setting of buffer cooling channels, achieving functional integration, which helps to save valuable space in the battery pack and reduce the overall weight of the system. Attached Figure Description

[0017] Figure 1 This is a three-dimensional structural diagram of a liquid cooling system for a battery energy storage device proposed in this invention; Figure 2 This is an overall assembly drawing of a liquid cooling system for a battery energy storage device proposed in this invention; Figure 3 for Figure 2 Enlarged view of point A in the middle; Figure 4 This is a schematic diagram of the structure of a monitoring interface location applied in a liquid cooling system of a battery energy storage device, as proposed in this invention. Figure 5 This is a schematic diagram of the structure connecting multiple main cooling channels in a liquid cooling system for a battery energy storage device, as proposed in this invention. Figure 6 This is a schematic diagram of the main cooling channel and buffer cooling channel in a liquid cooling system for a battery energy storage device proposed in this invention; Figure 7 This is a schematic diagram of the structure of a compensation component applied in a liquid cooling system of a battery energy storage device, as proposed in this invention. Figure 8 This is a schematic diagram of the structure of a monitoring component applied in a liquid cooling system of a battery energy storage device, as proposed in this invention. Figure 9 for Figure 8 Enlarged view of point B in the middle; Figure 10 This is an assembly diagram of a compensation bellows in a liquid cooling system for a battery energy storage device, as proposed in this invention. Figure 11 This is a schematic diagram of a connecting stop plate used in a liquid cooling system of a battery energy storage device, as proposed in this invention. Figure 12 This is a schematic diagram of the structure of a magnetic control component in a liquid cooling system for a battery energy storage device, as proposed in this invention.

[0018] In the diagram: 1. Liquid cooling housing; 2. Automotive battery pack; 3. Fixing frame; 4. Monitoring interface; 5. Exchange valve port; 6. Main cooling channel; 7. Positioning frame; 8. Compensating bellows; 9. Buffer cooling channel; 10. Arc-shaped contact plate; 11. Elastic metal mesh cover; 12. Insulated conductive cable; 13. Power interface; 14. Fluid exchange valve frame; 15. Positioning ring; 16. Redirecting solenoid plate; 17. Pin shaft; 18. Connecting stop plate; 19. Redirecting plate; 20. Redirecting magnetic plate. 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. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0020] In the description of this invention, it should be noted that the terms "upper," "lower," "inner," "outer," "top / bottom," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for 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. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0021] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," "sleeved / connected," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0022] Example, refer to Figures 1 to 12A liquid cooling system for a battery energy storage device includes a liquid cooling housing 1 for liquid cooling an automotive battery pack 2. A retaining frame 3 for limiting the automotive battery pack 2 is provided inside the liquid cooling housing 1. Multiple main cooling channels 6 are provided on the outer wall of the retaining frame 3. The main cooling channels 6 are connected to two buffer cooling channels 9 through an offset component. The outer walls of the two buffer cooling channels 9 are connected to a compensation component for resisting micro-deformation and puncture of the liquid cooling housing 1. Furthermore, two exchange valve ports 5 are installed on the outside of the liquid cooling housing 1 for circulating and exchanging the coolant in the main cooling channel 6. The liquid cooling housing 1 is fixedly assembled with the positioning frame 3. The offset assembly includes a compensating bellows 8 fixed on the positioning frame 7. Multiple exchange holes are opened on the main cooling channel 6. The inner sidewall of the main cooling channel 6 located at the exchange holes is fixedly connected to the positioning frame 7. The main cooling channel 6 is connected to the buffer cooling channel 9 through the compensating bellows 8. The compensation assembly includes multiple arc-shaped contact plates 10 fixed on the outer sidewall of the buffer cooling channel 9. The outer sidewalls of the multiple arc-shaped contact plates 10 are connected to an elastic metal mesh cover 11. The elastic metal mesh cover 11 is in contact with the inner sidewall of the liquid cooling housing 1. It should be noted that connecting the exchange valve port 5 on the liquid-cooled housing 1 to an external coolant exchange device for coolant exchange within the main cooling channel 6 is an existing technology and will not be elaborated further. During the use of the vehicle battery pack 2, the coolant in the main cooling channel 6 continuously circulates and exchanges, carrying away the heat generated on the surface of the vehicle battery pack 2. When the surface of the liquid-cooled housing 1 is subjected to a collision that causes minor deformation or puncture, the elastic metal mesh cover 11 on the inner wall of the liquid-cooled housing 1 is the first to be affected by the pressure change, causing the elastic metal mesh cover 11 to deform under these conditions and impact the arc-shaped contact plate 10. When the supporting structure is pulled, the arc-shaped contact plate 10 is shifted to one side. The arc-shaped contact plate 10 will then drive the buffer cooling channel 9, which is fixedly connected to it, to shift as well. During the shift, the buffer cooling channel 9 undergoes a small deformation, which stretches or compresses the compensating bellows 8. This ensures that the local deformation area of ​​the buffer cooling channel 9 can still maintain a leak-free connection with the main cooling channel 6, preventing the liquid cooling housing 1 from being damaged and punctured, thus avoiding damage to the liquid cooling system on the surface of the car battery pack 2. The elastic metal mesh cover 11 is deformed and compressed, and the multiple sets of external deformable skeletons of the buffer cooling channels 9 are also protected. The above benefits are as follows: when the liquid cooling housing 1 is impacted, it can absorb energy, reduce the damage caused by external impact to the car battery pack 2, and combine the car battery pack 2 with external liquid cooling and impact protection into one, thereby improving the overall heat dissipation and protection performance of the car battery pack 2. Multiple positioning frames 7 are connected to the inner wall of the main cooling channel 6. The positioning frames 7 are connected to a monitoring component for monitoring the power used by the vehicle battery pack 2. The side wall of the positioning frame 7 is connected to a fluid exchange valve frame 14. The inner wall of the fluid exchange valve frame 14 is connected to multiple connecting stop plates 18 for blocking the coolant between the main cooling channel 6 and the buffer cooling channel 9 through multiple pins 17. A magnetic control component for adjusting the rotation and opening of the connecting stop plate 18 is provided on the outer wall of one end of the pin 17. Furthermore, the main cooling channel 6 is fitted to the vehicle battery pack 2 via the retaining frame 3. The retaining frame 3 is equipped with monitoring interfaces 4 at both its front and rear ends for monitoring the current and voltage of the vehicle battery pack 2. The monitoring components include a power interface 13 fixedly installed on the side wall of the main cooling channel 6, which is electrically connected to the monitoring interface 4. The power interface 13 is electrically connected to the positioning frame 7 via an insulated conductive cable 12. The fluid exchange valve frame 14 is rotatably connected to the connecting stop plate 18 via a pin 17. The arc surfaces at the beginning and end of two adjacent connecting stop plates 18 are mutually adapted. The surfaces at both ends of 18 are made of soft rubber, and the interior is made of magnet. The magnetic control assembly includes a deflector plate 19 fixed to one end of the pin 17. The deflector plates 19 located on two adjacent connecting stop plates 18 are staggered. Two deflector magnetic plates 20 are fixed on the outer side wall of the deflector plate 19. The positioning frame 7 is fixedly connected to a plurality of symmetrically staggered positioning rings 15 through two fixing plates. The positioning rings 15 are located on the outer side of the deflector plate 19. Two deflector electromagnetic plates 16 are fixed on the inner side wall of the positioning rings 15. The two deflector electromagnetic plates 16 are respectively located on one side of the two deflector magnetic plates 20. It should be noted that when the car battery pack 2 is used in the car for a long time and under high-power charging conditions, the changes in the output power of the car battery pack 2 and the current and voltage status during charging will be monitored by the monitoring interface 4 and fed back to the overall liquid cooling control system. The car battery pack 2 outputs current to the power interface 13, and through the insulated conductive cable 12, it energizes the redirecting electromagnetic plate 16 on the positioning frame 7, making the redirecting electromagnetic plate 16 magnetic. This generates a magnetic repulsion force on the adjacent redirecting magnetic plates 20 on the redirecting plate 19, and generates a ring-shaped thrust on the redirecting magnetic plates 20. In turn, the redirecting plate 19 drives the connecting stop plate 18 to rotate and open through the pin 17. The opening of multiple connecting stop plates 18 allows the liquid exchange valve frame 1, which connects the main cooling channel 6 and the buffer cooling channel 9, to open. 4. Opening allows the low-temperature coolant stored in the buffer cooling channel 9 to enter the main cooling channel 6 and participate in the heat dissipation of the high-temperature car battery pack 2. This gives the car battery pack 2 a redundant heat dissipation design that can improve heat dissipation performance on the basis of the previous heat dissipation. After the car battery pack 2 returns to its normal working state, the direction of the current of the deflecting electromagnetic plate 16 is changed, which causes the direction of the magnetic force on the deflecting magnetic plate 20 to change. This, in turn, drives the connecting stop plate 18 to return to its initial state. After the ends of the adjacent connecting stop plates 18 are attached to each other, the magnets inside them will attract each other, causing the soft rubber at the ends of the connecting stop plates 18 to squeeze each other, ensuring that the coolant in the main cooling channel 6 and the buffer cooling channel 9 are isolated from each other, allowing the coolant in the buffer cooling channel 9 to cool down on its own, making it convenient for the next use. The advantages mentioned above are: this achieves a larger thermal management temperature range for the overall liquid cooling system, ensuring that the overall temperature of the car battery pack 2 remains uniform and controllable under some high-intensity working conditions, thereby improving the service life and safety performance of the entire car battery pack 2. In use, during the operation of the car battery pack 2, the coolant in the main cooling channel 6 continuously circulates and exchanges, carrying away the heat generated on the surface of the car battery pack 2. When the surface of the liquid cooling housing 1 is subjected to a collision that causes minor deformation or puncture, the elastic metal mesh cover 11 on the inner wall of the liquid cooling housing 1 is first affected by the pressure change, causing the elastic metal mesh cover 11 to deform and pull on the support structure of the arc-shaped contact plate 10, causing the arc-shaped contact plate 10 to shift to one side. The arc-shaped contact plate 10 will then cause its fixedly connected buffer cooling channel 9 to shift as well. During the shift, the buffer cooling channel 9 partially... When a slight deformation occurs, the compensating bellows 8 is stretched or squeezed, so that the local deformation area of ​​the buffer cooling channel 9 can still maintain a leak-free connection with the main cooling channel 6. This prevents the liquid cooling system on the surface of the car battery pack 2 from being directly damaged or malfunctioning when the liquid cooling shell 1 is subjected to slight deformation or puncture. The deformation and pressure of the elastic metal mesh cover 11, as well as the deformable skeleton outside the multiple sets of buffer cooling channels 9, can absorb energy when the liquid cooling shell 1 is impacted, reducing the damage caused by external impact to the car battery pack 2. This integrates the car battery pack 2 with external liquid cooling and impact protection, improving the overall heat dissipation and protection performance of the car battery pack 2. When the car battery pack 2 is used in the car for a long time and under high-power charging conditions, the changes in the output power of the car battery pack 2 and the current and voltage status during charging are monitored by the monitoring interface 4 and fed back to the overall liquid cooling control system. The output current of the car battery pack 2 is used to power the power interface 13, and through the insulated conductive cable 12, the deflecting electromagnetic plate 16 on the positioning frame 7 is energized, so that the deflecting electromagnetic plate 16 becomes magnetic and generates a magnetic repulsion force on the adjacent deflecting magnetic plates 20 on the deflecting plate 19, and generates a ring-shaped thrust on the deflecting magnetic plates 20. In turn, the deflecting plate 19 drives the connecting stop plate 18 to rotate and open through the pin shaft 17. The opening of multiple connecting stop plates 18 opens the liquid exchange valve frame 14, which connects the main cooling channel 6 and the buffer cooling channel 9, so that the low-temperature coolant stored in the buffer cooling channel 9 can enter the main cooling channel 6 and participate in the cooling of the high-temperature car battery pack 2. The improved heat dissipation design of the vehicle battery pack 2, building upon previous cooling methods, provides redundant heat dissipation for enhanced performance. After the vehicle battery pack 2 returns to normal operating conditions, the direction of the current flowing through the deflecting electromagnetic plate 16 is changed, altering the direction of the magnetic force on the deflecting magnetic plate 20. This, in turn, causes the connecting stop plate 18 to return to its initial state. When the ends of adjacent connecting stop plates 18 are pressed together, the internal magnets attract each other, causing the soft rubber at the ends of the connecting stop plates 18 to press against each other. This ensures that the coolant in the main cooling channel 6 and the buffer cooling channel 9 is isolated from each other, allowing the coolant in the buffer cooling channel 9 to cool down on its own for easier reuse. This results in a larger thermal management temperature range for the overall liquid cooling system, ensuring that the vehicle battery pack 2 maintains a uniform and controllable overall temperature even under high-intensity operating conditions, thus improving the lifespan and safety performance of the entire vehicle battery pack 2.

[0023] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A liquid cooling system for use in a battery energy storage device, comprising a liquid cooling housing (1) for liquid cooling an automotive battery pack (2), characterized in that, The liquid cooling housing (1) is provided with a retaining frame (3) for limiting the vehicle battery pack (2). Multiple main cooling channels (6) are provided on the outer wall of the retaining frame (3). The main cooling channels (6) are connected to two buffer cooling channels (9) through an offset component. The outer walls of the two buffer cooling channels (9) are connected to a compensation component for resisting micro-deformation and puncture of the liquid cooling housing (1). The inner wall of the main cooling channel (6) is connected to multiple positioning frames (7), and the positioning frames (7) are connected to a monitoring component for monitoring the power used by the vehicle battery pack (2). The side wall of the positioning frames (7) is connected to a fluid exchange valve frame (14). The inner wall of the fluid exchange valve frame (14) is connected to multiple connecting stop plates (18) for blocking the flow of coolant between the main cooling channel (6) and the buffer cooling channel (9) through multiple pins (17). A magnetic control component for adjusting the rotation and opening of the connecting stop plate (18) is provided on the outer wall of one end of the pin (17). The offset assembly includes a compensating bellows (8) fixed to the positioning frame (7). Multiple exchange holes are provided on the main cooling channel (6). The inner wall of the main cooling channel (6) located at the exchange holes is fixedly connected to the positioning frame (7). The main cooling channel (6) is connected to the buffer cooling channel (9) through the compensating bellows (8). The compensating assembly includes multiple arc-shaped contact plates (10) fixed to the outer wall of the buffer cooling channel (9). An elastic metal mesh cover (11) is connected to the outer walls of the multiple arc-shaped contact plates (10). The elastic metal mesh cover (11) is in contact with the inner wall of the liquid cooling shell (1). The liquid exchange valve frame (14) is rotatably connected to the connecting stop plate (18) through a pin (17). The two adjacent connecting stop plates (18)... The arc surfaces at the beginning and end are mutually compatible. The surfaces at both ends of the connecting stop plate (18) are made of soft rubber. The interior of the connecting stop plate (18) is made of magnet. The magnetic control assembly includes a deflector plate (19) fixed to one end of the pin shaft (17). The deflector plates (19) located on two adjacent connecting stop plates (18) are staggered. Two deflector magnetic plates (20) are fixed on the outer side wall of the deflector plate (19). The positioning frame (7) is fixedly connected to multiple positioning rings (15) arranged symmetrically and staggered by two fixing plates. The positioning rings (15) are located on the outer side of the deflector plate (19). Two deflector electromagnetic plates (16) are fixed on the inner side wall of the positioning rings (15). The two deflector electromagnetic plates (16) are located on one side of the two deflector magnetic plates (20).

2. The liquid cooling system for a battery energy storage device according to claim 1, characterized in that, The liquid cooling housing (1) has two exchange valve ports (5) installed on its exterior for circulating and exchanging the coolant in the main cooling channel (6). The liquid cooling housing (1) is fixedly assembled with the retaining frame (3).

3. The liquid cooling system for a battery energy storage device according to claim 1, characterized in that, The main cooling channel (6) is attached to the vehicle battery pack (2) through the retaining frame (3). The retaining frame (3) is equipped with monitoring interfaces (4) at both the front and rear ends for monitoring the current and voltage of the vehicle battery pack (2).

4. The liquid cooling system for a battery energy storage device according to claim 3, characterized in that, The monitoring component includes a power interface (13) fixedly installed on the side wall of the main cooling channel (6), the power interface (13) being electrically connected to the monitoring interface (4), and the power interface (13) being electrically connected to the positioning frame (7) through an insulated conductive cable (12).

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