A liquid cooling heat dissipation module for an electric vehicle battery

Abstract

This invention relates to the field of thermal management technology for electric vehicle power batteries, specifically a liquid cooling heat dissipation module for electric vehicle batteries. It includes a unit heat dissipation module housing with heat-conducting plates that contact different heat-generating points of the battery. Inside the housing, corresponding to each heat-conducting plate, a heat dissipation module control chamber is fixedly installed. The chamber contains, from top to bottom, a control compartment one, a variable coolant flow channel, and a control compartment two, forming an independent coolant flow control path for each heat-generating point. A monitoring and driving component is also included, which can individually adjust the coolant flow rate of the corresponding path based on the heat generation differences at different heat-generating points of the battery. It can also be linked with a dynamically adjustable doped component to release highly thermally conductive microspheres to enhance heat transfer. This invention enables independent and precise heat dissipation control at each heat-generating point of the battery, comprehensively covering the refined thermal management needs of power batteries under all operating conditions, effectively improving battery temperature uniformity, cycle life, and thermal safety protection capabilities.

Description

Technical Field

[0001] This invention relates to the field of thermal management technology for electric vehicle power batteries, specifically a liquid cooling heat dissipation module for electric vehicle batteries. Background Technology

[0002] With the rapid development of the electric vehicle industry, the power battery, as the core power component of electric vehicles, is directly affected by its charging and discharging performance, cycle life, and safety, which are influenced by the operating temperature range and the temperature uniformity between cells. Under conditions such as high-rate charging and discharging and fast charging, the power battery generates a large amount of concentrated heat at key heat-generating points such as the cell tabs and the large surface area of ​​the cell. If this heat cannot be dissipated in a timely and efficient manner, it will cause the cell temperature to rise rapidly and the temperature difference between cells to become too large. This will not only significantly reduce the battery's charging and discharging performance and cycle life, but also pose a significant safety risk of thermal runaway. Liquid cooling modules, with their advantages of high heat exchange efficiency, compact structure, and good temperature uniformity, have become the mainstream configuration for current electric vehicle power battery thermal management systems. These modules are usually integrated and installed inside the battery pack housing, and are in close contact with the heat-generating points of the cells through heat-conducting plates. Heat exchange is achieved through the circulation of coolant, providing heat dissipation and temperature control for the power battery.

[0003] Existing liquid cooling modules for electric vehicle batteries mostly adopt flow channel structures with fixed flow cross-sections. They cannot achieve independent, dynamic, and precise control of the coolant flow rate and heat exchange capacity of the corresponding cooling branches based on the real-time heat generation differences of different cell heating points within the battery pack. They also cannot simultaneously address the needs of low-power operation of coolant circulation under low-heat conditions, uniform cell temperature control under normal operating conditions, and rapid heat dissipation and thermal runaway protection under abnormal heating conditions. Therefore, they cannot meet the core usage requirements of refined thermal management of power batteries under all operating conditions. Thus, in view of the above situation, there is an urgent need to develop a liquid cooling module for electric vehicle batteries to overcome the shortcomings in current practical applications. Summary of the Invention

[0004] The purpose of this invention is to provide a liquid cooling heat dissipation module for electric vehicle batteries to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] A liquid-cooled heat dissipation module for electric vehicle batteries includes a unit heat dissipation module housing, which is connected to the vehicle body via a mounting part.

[0007] The unit heat dissipation module housing is further provided with multiple heat-conducting plates, which are in contact with different heat-generating points of the battery, and also includes:

[0008] A heat dissipation module control liner is fixedly installed inside the unit heat dissipation module shell, wherein each heat conduction plate on the unit heat dissipation module shell is provided with a corresponding set of heat dissipation module control liner;

[0009] The heat dissipation module control chamber has a control compartment one, a coolant variable flow channel and a control compartment two distributed from top to bottom, forming a separate coolant flow control path;

[0010] And a monitoring and driving component, which is located on the control liner of the heat dissipation module and is used to adjust the coolant flow rate of the corresponding channel individually according to the different heat generation of the battery.

[0011] As a further aspect of the present invention: each of the heat dissipation module control inner liner is provided with a coolant pipe at both ends, and the coolant pipe is fixedly connected to the outer shell of the unit heat dissipation module through a connecting flange;

[0012] The heat dissipation module control liner is also provided with a heat exchange surface, and the heat conduction plate is installed on the heat exchange surface.

[0013] As a further aspect of the present invention: each of the variable coolant channels is composed of a U-shaped groove one and a U-shaped groove two, the U-shaped groove one and the U-shaped groove two are arranged opposite to each other to form a square channel, and the U-shaped groove one and the U-shaped groove two are also connected to the monitoring and driving component.

[0014] As a further aspect of the present invention: the monitoring drive component includes a monitoring controller and an execution unit;

[0015] Each of the heat dissipation modules is equipped with two sets of execution units in the control chamber, which are located in control chamber one and control chamber two respectively. These execution units are used to drive the movement of U-shaped groove one and U-shaped groove two according to the data detected by the monitoring controller, thereby realizing the adjustment of the volume of the variable flow channel of the coolant.

[0016] As a further aspect of the present invention: the execution unit includes:

[0017] Electromagnetic block one, which is fixedly connected to the inner wall of the heat dissipation module control liner and is connected to the monitoring controller signal;

[0018] A magnetic block is located on the variable flow channel of the coolant and is arranged opposite to the first electromagnetic block. Both the magnetic block and the first electromagnetic block are provided with support springs on both sides.

[0019] And a limiting component, which is used to limit the movement of the U-shaped groove one and the U-shaped groove two;

[0020] Under normal operating conditions, the ends of U-shaped groove one and U-shaped groove two abut against each other under the elastic action of the support spring, forming a variable flow channel for coolant with minimal space.

[0021] When the battery is abnormally hot, the first electromagnetic block is energized and generates a magnetic attraction force on the magnetic block, thereby overcoming the elastic effect of the support spring and causing the first U-shaped groove and the second U-shaped groove to move in opposite directions at the same time, so as to increase the variable flow channel capacity of the coolant.

[0022] As a further aspect of the present invention: the limiting member includes a limiting flange and a positioning baffle, wherein the limiting flange is located at the junction of the first control chamber and the variable flow channel of the coolant and the junction of the second control chamber and the variable flow channel of the coolant.

[0023] The positioning baffles are located at the ends of the first U-shaped groove and the second U-shaped groove, respectively, to form a limiting structure with the limiting flange, so as to avoid frequent rigid collisions between the ends of the first U-shaped groove and the second U-shaped groove, which would reduce the sealing performance.

[0024] As a further aspect of the present invention, it also includes: a doping control notch, wherein the doping control notch is formed on the sidewalls of the first U-shaped groove and the second U-shaped groove, and has a rectangular structure;

[0025] A limiting port is provided on the control liner of the heat dissipation module and is identical to the doping control notch structure in the combined state.

[0026] And a dynamically adjustable doping component, which is located on the housing of the unit heat dissipation module and passes through the limiting port to abut against the doping control notch, and the dynamically adjustable doping component is also connected to the monitoring drive component for signal connection.

[0027] The dynamically adjustable doping component is used to release its own highly thermally conductive microspheres into the coolant while increasing the variable flow channel capacity of the coolant, thereby enabling the battery to rapidly absorb heat under abnormal heating conditions.

[0028] As a further aspect of the present invention: the high thermal conductivity microspheres are high thermal conductivity microspheres with Fe3O4 magnetic nanoparticles modified on their surface;

[0029] The preferred material is a boron nitride-coated magnetic core microsphere with a diameter of 5-10 μm.

[0030] As a further aspect of the present invention: the dynamically tunable doping component includes:

[0031] An electromagnetic control device, wherein the electromagnetic control device is detachably connected to the housing of the unit heat dissipation module;

[0032] A fixed insert is fixedly installed on the electromagnetic control device and passes through the limiting port to abut against the doping control notch;

[0033] And an electromagnetic block two, which is located on the fixed insert block, and the electromagnetic block two and the end of the fixed insert block form a buffer recess groove, and the high thermal conductivity microsphere is placed in the buffer recess groove;

[0034] When the U-shaped groove one and the U-shaped groove two move in opposite directions, the end of the fixed insert block is sealed and slidably connected to the doping control notch. At this time, the high thermal conductivity microspheres in the buffer recess groove will be exposed in the variable flow channel of the coolant.

[0035] As a further aspect of the present invention, it also includes: a high thermal conductivity microsphere placement groove, wherein there are multiple high thermal conductivity microsphere placement grooves, and the multiple high thermal conductivity microsphere placement grooves are evenly opened on the electromagnetic block two and are all located in the buffer recess groove;

[0036] The electromagnetic block 2 is positioned perpendicular to the flow direction of the coolant, and the total volume of the multiple high thermal conductivity microsphere placement slots is greater than the total volume required to install all the high thermal conductivity microspheres.

[0037] Compared with the prior art, the beneficial effects of the present invention are:

[0038] It achieves independent and precise heat dissipation control of each heat-generating point in the battery cell. The inner tank is controlled by heat dissipation modules that correspond one-to-one with each heat conduction plate. Each core heat-generating point of the battery is equipped with an independent coolant flow control path. According to the real-time heat generation status of different heat-generating points, the flow cross-sectional area and coolant flow rate of the corresponding variable flow channel can be adjusted individually to match differentiated heat dissipation capabilities, effectively ensuring the temperature uniformity of the battery system, avoiding excessive temperature differences between battery cells, and improving the charging and discharging performance and cycle life of the battery.

[0039] It achieves adaptive and precise temperature control of the power battery under all operating conditions. By monitoring the drive components and cooperating with the monitoring controller and execution unit, it can maintain the minimum flow cross-section of the variable flow channel of the coolant under low temperature insulation conditions, reduce the power consumption of coolant circulation and avoid over-cooling of the cells; under normal heat dissipation conditions, it linearly adjusts the flow cross-section of the flow channel to stably control the cell temperature within the optimal operating range; under abnormal heat generation conditions, it quickly increases the flow channel capacity, simultaneously increases the coolant flow rate and reduces the heat exchange thermal resistance, and achieves rapid heat dissipation in hot spots, comprehensively covering the thermal management needs of the power battery under all operating conditions.

[0040] This system enables dynamic control of coolant heat exchange capacity and upgrades thermal safety protection. Through the coordinated operation of dynamically adjustable doped components and variable flow channels of the coolant, highly thermally conductive microspheres can be released into the coolant simultaneously when the battery overheats abnormally. This significantly improves the heat transfer capacity of the coolant and quickly absorbs the large amount of heat generated by the abnormal heating of the battery cell. At the same time, after the abnormal heating condition is resolved, the highly thermally conductive microspheres can be recycled and reused through magnetic control. This avoids problems such as flow channel blockage and pump wear caused by long-term circulation of microspheres, and significantly improves the thermal runaway protection capability of the battery system.

[0041] To improve the reliability and ease of maintenance of the device, the limiting structure formed by the limiting flange and the positioning baffle of the limiting component can avoid rigid collisions during the reciprocating motion of U-shaped groove one and U-shaped groove two, prevent deformation and wear of the mating surfaces, and ensure the sealing performance of the flow channel and the stability of flow control. At the same time, the use of detachable and dynamically adjustable doping components allows for the replenishment and replacement of high thermal conductivity microspheres without disassembling the battery pack and liquid cooling system pipelines, which greatly reduces the difficulty and cost of system maintenance. Attached Figure Description

[0042] Figure 1 This is a three-dimensional structural diagram of the housing of the unit heat dissipation module in an embodiment of the present invention.

[0043] Figure 2 This is a schematic diagram of the distribution location structure of the electromagnetic control device in an embodiment of the present invention.

[0044] Figure 3 This is a schematic diagram of the distribution structure of the coolant pipes in an embodiment of the present invention.

[0045] Figure 4 This is a three-dimensional structural diagram of the heat dissipation module control liner in an embodiment of the present invention.

[0046] Figure 5 This is a three-dimensional structural diagram of the doping control gap in an embodiment of the present invention.

[0047] Figure 6 This is a three-dimensional structural diagram of the heat exchange surface in an embodiment of the present invention.

[0048] Figure 7 This is a schematic diagram of the main structure of the variable flow channel for coolant in an embodiment of the present invention.

[0049] Figure 8 This is a schematic diagram of the structure of U-shaped groove one and U-shaped groove two cooperating in an embodiment of the present invention.

[0050] Figure 9 This is a schematic diagram of the installation location of the monitoring controller in an embodiment of the present invention.

[0051] Figure 10This is a three-dimensional structural diagram of the fixing block in an embodiment of the present invention.

[0052] In the diagram: 1-Unit heat dissipation module outer shell, 2-Coolant pipe, 3-Mounting part, 4-Heat conduction plate, 5-Electromagnetic control equipment, 6-Monitoring controller, 7-Inspection cover, 8-Connecting flange, 9-Heat dissipation module control inner tank, 10-Control compartment one, 11-Variable flow channel for coolant, 12-Control compartment two, 13-Limiting port, 14-Doping adjustment notch, 15-Heat exchange surface, 16-Supporting spring, 17-Limiting flange, 18-Positioning baffle, 19-Magnetic block, 20-Electromagnetic block one, 21-U-shaped groove one, 22-U-shaped groove two, 23-Fixing insert, 24-Buffer recessed groove, 25-Electromagnetic block two, 26-High thermal conductivity microsphere placement groove. Detailed Implementation

[0053] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0054] The specific implementation of the present invention will be described in detail below with reference to specific embodiments.

[0055] Please see Figures 1-10 The present invention provides a liquid cooling heat dissipation module for electric vehicle batteries, including a unit heat dissipation module housing 1, wherein the unit heat dissipation module housing 1 is connected to the vehicle body through a mounting part 3;

[0056] The unit heat dissipation module housing 1 is further provided with multiple heat-conducting plates 4, which are respectively in contact with different heat-generating points of the battery, and also includes:

[0057] A heat dissipation module control liner 9 is fixedly installed inside the unit heat dissipation module shell 1, wherein each heat conduction plate 4 on the unit heat dissipation module shell 1 is provided with a set of heat dissipation module control liners 9.

[0058] The heat dissipation module control inner liner 9 has control compartment one 10, coolant variable flow channel 11 and control compartment two 12 distributed from top to bottom, forming a separate coolant flow control path.

[0059] And a monitoring and driving component, which is located on the control liner 9 of the heat dissipation module, and is used to adjust the coolant flow rate of the corresponding channel individually according to the different heat generation of the battery.

[0060] Please see Figures 1-3Each of the heat dissipation module control inner liner 9 is provided with a coolant pipe 2 at both ends, and the coolant pipe 2 is fixedly connected to the unit heat dissipation module outer shell 1 through a connecting flange 8;

[0061] The heat dissipation module control inner liner 9 is also provided with a heat exchange surface 15, and the heat conduction plate 4 is installed on the heat exchange surface 15.

[0062] Each of the variable coolant flow channels 11 is composed of a U-shaped channel 21 and a U-shaped channel 22. The U-shaped channel 21 and the U-shaped channel 22 are arranged opposite to each other to form a square flow channel. The U-shaped channel 21 and the U-shaped channel 22 are also connected to the monitoring and driving assembly.

[0063] In this embodiment, the unit heat dissipation module shell 1 is fixed to the inside of the electric vehicle battery pack by the mounting part 3 with bolt fastening. Multiple sets of heat conduction plates 4 are respectively attached to the core heat-generating points such as the tabs and large surfaces of each cell in the battery pack. The heat generated during the operation of the cell can be quickly conducted to the heat exchange surface 15 of the heat dissipation module control inner liner 9 through the heat conduction plate 4 with high thermal conductivity. The heat conduction plate 4 can be made of 3003 series aluminum alloy and the surface is anodized and insulated to balance thermal conductivity and electrical safety.

[0064] Each heat-conducting plate 4 is equipped with an independent heat dissipation module control liner 9. The coolant pipes 2 at both ends of the liner are connected to the main inlet and main return lines of the battery pack via connecting flanges 8, forming independent coolant circulation branches corresponding to the heating points of the battery cells. Each branch is connected to a control chamber 10, a variable coolant flow channel 11, and a control chamber 22 arranged sequentially from top to bottom within the heat dissipation module control liner 9, forming an independent flow control path. The variable coolant flow channel 11 uses U-shaped grooves 21 and 22 arranged opposite to each other to form a square flow cross section. Both U-shaped grooves 21 and 22 can move back and forth along the radial direction of the flow channel, and can be monitored. The driving component drives the relative position change of U-shaped groove 1 21 and U-shaped groove 2 22, and adjusts the flow cross-sectional area and flow volume of the flow channel in real time to achieve independent and precise control of the coolant flow rate of a single cooling branch. In response to the heat generation differences of different heat-generating points in the battery pack, the coolant flow rate is matched differently. When abnormal heat generation occurs in a local cell, the coolant flow rate of the corresponding branch can be increased to enhance the heat dissipation capacity of the hot spot area. Under low load and low heat generation conditions of the cell, the flow cross-sectional area of ​​the corresponding branch can be reduced to reduce the power consumption of coolant circulation. At the same time, the temperature uniformity control of the battery system is taken into account to avoid excessive temperature difference between cells and improve battery cycle life and charge and discharge performance.

[0065] In one embodiment of the present invention, please refer to Figures 1-10 The monitoring drive component includes a monitoring controller 6 and an execution unit;

[0066] Each of the heat dissipation modules is equipped with two sets of execution units on the control chamber 10 and control chamber 22 respectively. The two sets of execution units are located in the control chamber 10 and control chamber 22 respectively. They are used to drive the U-shaped groove 11 and U-shaped groove 22 to move according to the data detected by the monitoring controller 6, thereby realizing the adjustment of the volume of the variable flow channel 11 of the coolant.

[0067] The execution unit includes:

[0068] Electromagnetic block 20 is fixedly connected to the inner wall of the heat dissipation module control liner 9 and is signal-connected to the monitoring controller 6.

[0069] Magnetic block 19 is located on the variable flow channel 11 of the coolant and is arranged opposite to the electromagnetic block 20. Supporting springs 16 are provided on both sides of the magnetic block 19 and the electromagnetic block 20.

[0070] And a limiting member, which is used to limit the movement of the U-shaped groove 21 and the U-shaped groove 22;

[0071] Under normal operating conditions, the ends of the first U-shaped groove 21 and the second U-shaped groove 22 abut against each other under the elastic action of the support spring 16, forming a coolant variable flow channel 11 with minimal space.

[0072] When the battery is abnormally hot, the electromagnetic block 20 is energized and generates a magnetic attraction force on the magnetic block 19, thereby overcoming the elastic effect of the support spring 16 and causing the U-shaped groove 21 and the U-shaped groove 22 to move in opposite directions at the same time, so as to increase the capacity of the variable flow channel 11 of the coolant.

[0073] When the capacity of the variable flow channel 11 is increased, not only can the flow rate of the coolant be increased, but the heat-conducting wall becomes thinner (the wall in contact with the battery's heating element), which can further improve the cooling effect on the battery.

[0074] In one embodiment of the present invention, the limiting member includes a limiting flange 17 and a positioning baffle 18, wherein the limiting flange 17 is located at the junction of the first control chamber 10 and the variable coolant channel 11 and the junction of the second control chamber 12 and the variable coolant channel 11.

[0075] The positioning baffles 18 are located at the ends of the first U-shaped groove 21 and the second U-shaped groove 22, respectively, to form a limiting structure with the limiting flange 17, so as to avoid frequent rigid collisions at the ends of the first U-shaped groove 21 and the second U-shaped groove 22, which would reduce the sealing performance.

[0076] In this embodiment, the monitoring controller 6 uses an automotive-grade 32-bit MCU as the core control unit. The model can be NXP MPC5748G automotive-grade controller, which meets the AEC-Q100 Grade2 automotive certification requirements. It has a built-in 12-bit high-precision ADC acquisition module, multiple PWM drive output channels, CAN communication interface and LIN communication interface, and is equipped with complete overvoltage, overcurrent, reverse connection and electrostatic protection circuits. It is powered by the vehicle's 12V low-voltage battery and meets the ISO 7637 automotive electrical and electronic immunity standard.

[0077] The monitoring controller 6 is equipped with multiple high-precision data acquisition sensors. The specific configuration and installation method are as follows:

[0078] First, there is a temperature acquisition unit. Each heat conduction plate 4 is equipped with two high-precision NTC temperature sensors with a temperature measurement range of -40℃ to 125℃, a temperature measurement accuracy of ±0.2℃, and a sampling frequency of 10Hz. The two NTC temperature sensors are respectively attached to the tab area and the center area of ​​the large surface of the corresponding battery cell to achieve dual-point redundant temperature measurement of the core heat-generating point of the battery cell. At the same time, one NTC temperature sensor is configured at the inlet and outlet of the coolant pipe 2 to collect the inlet and outlet temperatures of the coolant in real time.

[0079] Second, the pressure acquisition unit is equipped with one piezoresistive automotive-grade pressure sensor at the inlet and outlet of the coolant variable flow channel 11 corresponding to the inner liner 9 of each heat dissipation module. The sensor has a range of 0 to 10 bar, an acquisition accuracy of ±0.5%FS, and a sampling frequency of 5Hz. It can collect the inlet static pressure, outlet static pressure and inlet-outlet pressure difference of the coolant variable flow channel 11 in real time.

[0080] Third is the current acquisition unit, which realizes data interaction through an isolated current sampling circuit with an acquisition frequency of 20Hz.

[0081] The monitoring controller 6 communicates in real time with the battery management system (BMS) and the vehicle control unit (VCU) via a CAN 2.0B bus at a communication rate of 500kbps. The full range of data collected and exchanged includes: real-time temperature of each cell's heating point, temperature change rate, coolant inlet / outlet temperature, coolant inlet / outlet pressure of the variable flow channel 11, flow channel pressure difference, drive current and power supply voltage status of electromagnetic block 10 and electromagnetic block 25, as well as data obtained through bus interaction such as cell charging / discharging current, peak current, SOC, SOH, single cell voltage, total battery pack voltage, vehicle driving conditions, fast charging pile power, and vehicle fault codes.

[0082] The monitoring controller 6 has a built-in adaptive PID closed-loop control algorithm, which can determine the heat generation status of each cell's heating point in real time based on the collected full data, and execute a refined control process for all operating conditions.

[0083] When the cell temperature is below 10℃, it is determined to be a low-temperature heat preservation condition. All electromagnetic blocks 20 are kept de-energized. Under the pre-tightening force of the support spring 16, the ends of U-shaped groove 21 and U-shaped groove 22 abut against each other, forming a variable flow channel 11 with the smallest flow cross-sectional area. At this time, the flow rate of the coolant in the channel is low, which can reduce the driving power consumption of the coolant circulation pump. At the same time, the heat-conducting wall surface connected to the U-shaped groove and the heat exchange surface 15 is in a thicker state, which can reduce the heat exchange efficiency between the cell and the coolant and avoid the problem of over-cooling of the cell in the low-temperature environment. This, together with the battery pack PTC heating system, enables the cell to heat up and keep warm quickly.

[0084] When the cell temperature is between 10℃ and 55℃, the temperature change rate is less than 0.2℃ / s, and the cell charge / discharge rate is less than 1C, it is determined to be a normal heat dissipation condition. The monitoring controller 6, based on the PID closed-loop control algorithm, outputs a PWM signal with a corresponding duty cycle to the electromagnetic block 20 according to the deviation between the real-time cell temperature and the target temperature of 30℃. The driving current of the electromagnetic block 20 is linearly adjusted, thereby controlling the relative displacement of the U-shaped groove 21 and the U-shaped groove 22, and linearly adjusting the flow cross-sectional area of ​​the variable flow channel 11 of the coolant to match the coolant flow rate, so as to stably control the cell temperature within the optimal working range of 25℃ to 40℃, while ensuring that the maximum temperature difference between the cells does not exceed 5℃.

[0085] When the monitoring controller 6 detects that the temperature at any hot spot of the battery cell exceeds 55℃, or the temperature rise rate exceeds 1℃ / s, or the charge / discharge rate of the battery cell exceeds the 3C fast charging condition, it determines that the battery is in an abnormal heating state. The monitoring controller 6 immediately outputs a full duty cycle drive control signal to the two sets of execution units in the corresponding heat dissipation module control chamber 9. The electromagnetic block 20 in control chamber 10 and control chamber 2 12 are synchronously energized at full power, generating a magnetic field with the opposite polarity to the corresponding magnetic block 19, thereby generating a directional magnetic attraction force on the magnetic block 19. This magnetic attraction force overcomes the elastic force of the supporting spring 16 and drives the U-shaped groove 1 21 and U-shaped groove 22 move in opposite directions along the radial direction of the flow channel, thereby linearly increasing the cross-sectional area and capacity of the variable flow channel 11. After the cross-sectional area of ​​the flow channel increases, the flow rate of the corresponding cooling branch increases synchronously, which can significantly increase the volume of coolant flowing through the hot spot area per unit time and improve the heat exchange capacity. At the same time, after U-shaped groove 21 and U-shaped groove 22 move in opposite directions, the thickness of the heat-conducting wall surface that is in contact with the heat exchange surface 15 is reduced synchronously, which can significantly reduce the thermal resistance of the cell heat transfer to the coolant, further enhance the cooling effect on abnormal heat-generating points, and achieve rapid heat dissipation of battery hot spots.

[0086] During the reciprocating motion of U-shaped groove 11 and U-shaped groove 22, the positioning baffle 18 at the end of the U-shaped groove can form a limiting fit with the limiting flange 17 at the junction of the control chamber and the flow channel. This can prevent frequent rigid collisions between the ends of U-shaped groove 11 and U-shaped groove 22, thereby preventing deformation and wear on the mating surface of the U-shaped groove, ensuring the sealing performance of the flow channel, and preventing coolant leakage. At the same time, through the symmetrical arrangement of the actuator and limiting structure at both ends, the synchronicity and coaxiality of the movement of U-shaped groove 11 and U-shaped groove 22 can be ensured, avoiding jamming problems during flow channel adjustment and improving the stability and reliability of flow control.

[0087] The monitoring controller 6 also has a built-in fault diagnosis module, which can diagnose fault types such as sensor open circuit / short circuit, electromagnetic block drive failure, communication failure, and power supply abnormality in real time. When a single temperature sensor fails, it automatically switches to the signal of the redundant sensor at the same location. When communication is interrupted, it automatically switches to the local independent control mode and performs basic heat dissipation control based on the locally collected temperature data. When an electromagnetic block drive failure occurs, it automatically triggers fault code reporting and maintains the heat dissipation control of the other normal branches to ensure the basic heat dissipation safety of the battery system.

[0088] In one embodiment of the present invention, please refer to Figures 1-10 It also includes: a doping control gap 14, which is formed on the sidewalls of the first U-shaped groove 21 and the second U-shaped groove 22 and has a rectangular structure;

[0089] The limiting port 13 is opened on the heat dissipation module control inner liner 9 and has the same structure as the doping control notch 14 in the combined state.

[0090] And a dynamically adjustable doping component, which is located on the housing 1 of the unit heat dissipation module and passes through the limiting port 13 to abut against the doping control notch 14, and the dynamically adjustable doping component is also connected to the monitoring drive component signal.

[0091] The dynamically adjustable doping component is used to release its own high thermal conductivity microspheres into the coolant while increasing the capacity of the variable flow channel 11 of the coolant, so as to achieve rapid heat absorption of the battery under abnormal heating conditions.

[0092] The high thermal conductivity microspheres are high thermal conductivity microspheres with Fe3O4 magnetic nanoparticles modified on the surface.

[0093] The preferred material is a boron nitride-coated magnetic core microsphere with a diameter of 5-10 μm.

[0094] In this embodiment, rectangular doping control notches 14 are provided on the relatively mating sidewalls of U-shaped groove 1 21 and U-shaped groove 22. When U-shaped groove 1 21 and U-shaped groove 22 are in the mating and contacting position under normal working conditions, the doping control notches 14 on the two U-shaped grooves are completely aligned and overlapped, forming a completely matching through channel with the limiting through-hole 13 opened on the heat dissipation module control inner liner 9. The fixing block 23 of the dynamically adjustable doping component can pass through the limiting through-hole 13 and seal against the doping control notch 14, sealing the high thermal conductivity microspheres in the buffer recess 24 of the fixing block 23, preventing the high thermal conductivity microspheres from entering the coolant flow channel under normal working conditions.

[0095] The monitoring controller 6 can synchronously control the working status of the dynamically adjustable doped component and the execution unit in real time. When the monitoring controller 6 determines that the battery is in a normal heating state and the coolant variable flow channel 11 maintains the minimum flow cross section, the dynamically adjustable doped component is in a standby state. The high thermal conductivity microspheres are completely enclosed in the buffer recess 24 and do not come into contact with the coolant, ensuring that the coolant maintains a stable viscosity and fluidity under normal operating conditions, reducing the operating power consumption of the circulation pump, and avoiding the problem of sedimentation and agglomeration of the high thermal conductivity microspheres after long-term immersion in the coolant.

[0096] When the monitoring controller 6 determines that the battery is in an abnormal heating state and the drive execution unit increases the capacity of the variable flow channel 11 of the coolant, it simultaneously outputs a control signal to the dynamically adjustable doping component. During the process of U-shaped groove 1 21 and U-shaped groove 2 22 moving in opposite directions and the flow channel cross section expanding, the doping control notch 14 on the side wall of the U-shaped groove separates with the movement of the U-shaped groove. The originally aligned notch channel opens, and the buffer recess 24 at the end of the fixed plug 23 is connected to the internal space of the variable flow channel 11 of the coolant. The high thermal conductivity microspheres in the buffer recess 24 can be released into the coolant in the flow channel under the flushing action of the coolant and the magnetic control action of the dynamically adjustable doping component, thereby realizing the dynamic improvement of the thermal conductivity of the coolant.

[0097] The high thermal conductivity microspheres employ a boron nitride-coated magnetic core microsphere structure with surface-modified Fe3O4 magnetic nanoparticles. The microsphere diameter is controlled at 5-10 μm. Boron nitride material has an extremely high in-plane thermal conductivity, which can significantly improve the overall heat transfer capacity of the coolant. The Fe3O4 magnetic nanoparticles on the surface of the microspheres enable them to possess magnetic response characteristics. On the one hand, magnetic field control can prevent the microspheres from settling and agglomerating in the coolant, ensuring uniform dispersion of the microspheres. On the other hand, after the abnormal heating condition of the battery is resolved, the magnetic field can be used to control the microspheres to disperse. The microspheres are recycled into the buffer recess 24, enabling their reuse and avoiding the problems of flow channel blockage and pump wear caused by long-term circulation of microspheres in the coolant. At the same time, the particle size of 5-10μm ensures that the microspheres have good suspension stability in the coolant and will not settle in the low flow velocity area of ​​the flow channel. They can flow through the entire heat exchange channel with the coolant and exchange heat with the heat exchange surface 15. This allows for rapid absorption of the large amount of heat generated by abnormal heating of the battery cell, significantly improving the battery's thermal runaway protection capability and preventing the battery cell temperature from continuously soaring and causing safety accidents.

[0098] In one embodiment of the present invention, please refer to Figures 1-10 The dynamically tunable doping component includes:

[0099] Electromagnetic control device 5, wherein the electromagnetic control device 5 is detachably connected to the unit heat dissipation module housing 1;

[0100] Fixed insertion block 23 is fixedly installed on the electromagnetic control device 5 and passes through the limiting port 13 to abut against the doping control notch 14;

[0101] And electromagnetic block 25, which is located on the fixed plug 23, and the electromagnetic block 25 and the end of the fixed plug 23 form a buffer recess 24, and the high thermal conductivity microsphere is placed in the buffer recess 24.

[0102] When the U-shaped groove 21 and the U-shaped groove 22 move in opposite directions, the end of the fixed insert 23 is in a sealed sliding connection with the doping control notch 14. At this time, the high thermal conductivity microspheres in the buffer recess 24 will be exposed in the variable flow channel 11 of the coolant.

[0103] It also includes: a high thermal conductivity microsphere placement groove 26, wherein there are multiple high thermal conductivity microsphere placement grooves 26, and the multiple high thermal conductivity microsphere placement grooves 26 are evenly opened on the electromagnetic block 25 and are all located in the buffer recess groove 24;

[0104] The electromagnetic block 25 is positioned perpendicular to the flow direction of the coolant, and the total volume of the multiple high thermal conductivity microsphere placement slots 26 is greater than the total volume required to install all the high thermal conductivity microspheres.

[0105] In this embodiment, the dynamically adjustable doping component is detachably connected to the unit heat dissipation module shell 1 by bolt fastening through the electromagnetic control device 5. The fixing block 23 and the electromagnetic control device 5 are integrally formed. A fluororubber sealing ring is provided between the outer wall of the fixing block 23 and the inner wall of the limiting port 13 and the doping control notch 14 to achieve a sealed sliding fit and prevent coolant from leaking from the fit gap. A buffer recess groove 24 is formed between the end of the fixing block 23 facing the inside of the flow channel and the electromagnetic block 25. The electromagnetic block 25 is signal connected to the monitoring controller 6, and its power-on state and magnetic field strength can be controlled by the monitoring controller 6.

[0106] Multiple high thermal conductivity microsphere placement slots 26 are uniformly formed on the surface of the electromagnetic block 25 in the buffer recess 24. The high thermal conductivity microspheres can be pre-packaged into each placement slot. The total volume of the multiple placement slots is greater than the total volume of all the high thermal conductivity microspheres. This provides sufficient buffer space for the storage and release of the microspheres and avoids the problem of the microspheres being squeezed and stuck in the placement slots.

[0107] When the abnormal overheating condition of the battery is resolved, the monitoring controller 6 collects data showing that the cell temperature has dropped below 45℃ and the temperature change rate is less than 0.1℃ / s for 30 seconds. Then, it controls the electromagnetic block 20 to gradually reduce the driving current. U-shaped groove 21 and U-shaped groove 22 are gradually reset under the action of the support spring 16. At the same time, the electromagnetic block 25 is energized to generate a directional adsorption magnetic field, which adsorbs and recovers the high thermal conductivity microspheres with magnetic nanoparticles on the surface dispersed in the coolant into the high thermal conductivity microsphere placement groove 26. After the U-shaped groove 21 and U-shaped groove 22 are completely reset and the doping control gap 14 is completely aligned, the electromagnetic block 25 maintains a weak magnetic field to ensure that the microspheres are stably stored in the buffer recess groove 24, thus completing one complete doping-recovery cycle.

[0108] When the monitoring controller 6 detects that the cell temperature exceeds 80℃ or the temperature rise rate exceeds 5℃ / s, it determines that the thermal runaway warning state is in effect and immediately triggers the highest level of heat dissipation control. All heat dissipation modules control the inner tank 9 to fully open the variable flow channel 11 of the coolant, and the high thermal conductivity microspheres are fully released. At the same time, a thermal runaway warning signal is sent to the vehicle VCU and BMS, triggering the vehicle's high voltage power failure, audible and visual alarms and other protection strategies.

[0109] Through the detachable electromagnetic control device 5 and the fixed plug 23 structure, the dynamically adjustable doped component can be directly removed from the unit heat dissipation module shell 1 without disassembling the battery pack and liquid cooling system piping. This allows for the replenishment or replacement of high thermal conductivity microspheres, significantly reducing the system's maintenance difficulty and cost. Simultaneously, the electromagnetic block 25 and multiple evenly distributed high thermal conductivity microsphere placement slots 26 ensure the uniformity of microsphere release and thorough recovery, preventing microsphere residue in the coolant system. Furthermore, by controlling the magnetic field strength of the electromagnetic block 25, the release and recovery rate of microspheres can be adjusted, achieving dynamic and precise control of the high thermal conductivity microsphere concentration in the coolant. For different battery heating conditions, the optimal microsphere doping concentration can be matched, ensuring heat dissipation while minimizing the impact of microspheres on coolant flow, balancing system heat dissipation performance and operating economy. Additionally, targeted microsphere doping and enhanced heat transfer can be implemented at localized abnormal heating points in the battery, further improving the battery system's temperature uniformity and thermal safety protection capabilities.

[0110] It should be noted that, in this invention, unless otherwise explicitly specified and limited, the terms "sliding," "rotating," "fixed," and "equipped" should be interpreted broadly. For example, they can refer to welded connections, bolted connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0111] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A liquid-cooled heat dissipation module for an electric vehicle battery, comprising a unit heat dissipation module housing, wherein the unit heat dissipation module housing is connected to the vehicle body via a mounting portion; in, The unit heat dissipation module housing is further provided with multiple heat-conducting plates, which are respectively in contact with different heat-generating points of the battery. The feature is that it further includes: A heat dissipation module control liner is fixedly installed inside the unit heat dissipation module shell, wherein each heat conduction plate on the unit heat dissipation module shell is provided with a corresponding set of heat dissipation module control liner; The heat dissipation module control chamber has a control compartment one, a coolant variable flow channel and a control compartment two distributed from top to bottom, forming a separate coolant flow control path; And a monitoring and driving component, which is located on the control liner of the heat dissipation module and is used to adjust the coolant flow rate of the corresponding channel individually according to the different heat generation of the battery.

2. The liquid-cooled heat dissipation module for electric vehicle batteries according to claim 1, characterized in that, Each of the heat dissipation modules has a coolant pipe at both ends of its inner liner, and the coolant pipe is fixedly connected to the outer shell of the unit heat dissipation module via a connecting flange. The heat dissipation module control liner is also provided with a heat exchange surface, and the heat conduction plate is installed on the heat exchange surface.

3. The liquid-cooled heat dissipation module for electric vehicle batteries according to claim 1 or 2, characterized in that, Each of the aforementioned variable coolant channels consists of U-shaped groove one and U-shaped groove two, which are arranged opposite to each other to form a square channel, and U-shaped groove one and U-shaped groove two are also connected to the monitoring and driving assembly.

4. The liquid-cooled heat dissipation module for electric vehicle batteries according to claim 3, characterized in that, The monitoring drive component includes a monitoring controller and an execution unit; Each of the heat dissipation modules is equipped with two sets of execution units in the control chamber, which are located in control chamber one and control chamber two respectively. These execution units are used to drive the movement of U-shaped groove one and U-shaped groove two according to the data detected by the monitoring controller, thereby realizing the adjustment of the volume of the variable flow channel of the coolant.

5. The liquid-cooled heat dissipation module for electric vehicle batteries according to claim 4, characterized in that, The execution unit includes: Electromagnetic block one, which is fixedly connected to the inner wall of the heat dissipation module control liner and is connected to the monitoring controller signal; A magnetic block is located on the variable flow channel of the coolant and is arranged opposite to the first electromagnetic block. Both the magnetic block and the first electromagnetic block are provided with support springs on both sides. And a limiting component, which is used to limit the movement of the U-shaped groove one and the U-shaped groove two; Under normal operating conditions, the ends of U-shaped groove one and U-shaped groove two abut against each other under the elastic action of the support spring, forming a variable flow channel for coolant with minimal space. When the battery is abnormally hot, the first electromagnetic block is energized and generates a magnetic attraction force on the magnetic block, thereby overcoming the elastic effect of the support spring and causing the first U-shaped groove and the second U-shaped groove to move in opposite directions at the same time, so as to increase the variable flow channel capacity of the coolant.

6. The liquid-cooled heat dissipation module for electric vehicle batteries according to claim 5, characterized in that, The limiting component includes a limiting flange and a positioning baffle. The limiting flange is located at the junction of the first control chamber and the variable flow channel of the coolant, and at the junction of the second control chamber and the variable flow channel of the coolant. The positioning baffles are located at the ends of the first U-shaped groove and the second U-shaped groove, respectively, to form a limiting structure with the limiting flange, so as to avoid frequent rigid collisions between the ends of the first U-shaped groove and the second U-shaped groove, which would reduce the sealing performance.

7. The liquid-cooled heat dissipation module for electric vehicle batteries according to claim 3, characterized in that, Also includes: The doping control notch is formed on the sidewalls of the U-shaped groove one and the U-shaped groove two, and has a rectangular structure. A limiting port is provided on the control liner of the heat dissipation module and is identical to the doping control notch structure in the combined state. And a dynamically adjustable doping component, which is located on the housing of the unit heat dissipation module and passes through the limiting port to abut against the doping control notch, and the dynamically adjustable doping component is also connected to the monitoring drive component for signal connection. The dynamically adjustable doping component is used to release its own highly thermally conductive microspheres into the coolant while increasing the variable flow channel capacity of the coolant, thereby enabling the battery to rapidly absorb heat under abnormal heating conditions.

8. The liquid-cooled heat dissipation module for electric vehicle batteries according to claim 7, characterized in that, The high thermal conductivity microspheres are high thermal conductivity microspheres with Fe3O4 magnetic nanoparticles modified on the surface. The preferred material is a boron nitride-coated magnetic core microsphere with a diameter of 5-10 μm.

9. The liquid-cooled heat dissipation module for electric vehicle batteries according to claim 7, characterized in that, The dynamically tunable doping component includes: An electromagnetic control device, wherein the electromagnetic control device is detachably connected to the housing of the unit heat dissipation module; A fixed insert is fixedly installed on the electromagnetic control device and passes through the limiting port to abut against the doping control notch; And an electromagnetic block two, which is located on the fixed insert block, and the electromagnetic block two and the end of the fixed insert block form a buffer recess groove, and the high thermal conductivity microsphere is placed in the buffer recess groove; When the U-shaped groove one and the U-shaped groove two move in opposite directions, the end of the fixed insert block is sealed and slidably connected to the doping control notch. At this time, the high thermal conductivity microspheres in the buffer recess groove will be exposed in the variable flow channel of the coolant.

10. The liquid-cooled heat dissipation module for electric vehicle batteries according to claim 9, characterized in that, Also includes: A high thermal conductivity microsphere placement groove is provided, and the number of high thermal conductivity microsphere placement grooves is multiple. The multiple high thermal conductivity microsphere placement grooves are evenly opened on the electromagnetic block two and are all located in the buffer recess groove. The electromagnetic block 2 is positioned perpendicular to the flow direction of the coolant, and the total volume of the multiple high thermal conductivity microsphere placement slots is greater than the total volume required to install all the high thermal conductivity microspheres.

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