Vehicle-mounted photovoltaic panel and vehicle-mounted photovoltaic assembly
By introducing an infrared radiation layer and a heat dissipation layer into the vehicle photovoltaic panel, the problem of reduced power generation efficiency and increased vehicle interior temperature caused by heat accumulation in the vehicle photovoltaic panel is solved, achieving efficient heat dissipation and energy saving, and extending service life.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- SHENZHEN HELLO TECH ENERGY CO LTD
- Filing Date
- 2026-04-16
- Publication Date
- 2026-07-24
Smart Images
Figure CN122458554A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of vehicle-mounted photovoltaic technology, and more particularly to a vehicle-mounted photovoltaic panel and a vehicle-mounted photovoltaic module. Background Technology
[0002] During the power generation process of vehicle-mounted photovoltaic panels, due to the inherent limitations of photoelectric conversion efficiency, most of the solar radiation energy is converted into heat energy, causing the surface of the vehicle-mounted photovoltaic panels to heat up rapidly. The output power of crystalline silicon photovoltaic cells decreases significantly with increasing temperature. Under high-temperature conditions, the power generation efficiency is greatly reduced. The heat accumulated by the vehicle-mounted photovoltaic panels can be directly transferred to the interior of the vehicle roof through heat conduction, thereby causing the interior temperature to rise, increasing the energy consumption of the vehicle's air conditioning system, and weakening the overall energy-saving benefits of the photovoltaic system. Summary of the Invention
[0003] The present invention provides a vehicle-mounted photovoltaic panel and a vehicle-mounted photovoltaic module to solve at least one of the problems mentioned in the background art.
[0004] The vehicle-mounted photovoltaic panel of this application includes a front panel, a battery cell, an infrared radiation layer, a back panel, and a heat dissipation layer stacked sequentially. The front panel is bonded to the battery cell, the infrared radiation layer is bonded to the side of the battery cell facing the back panel, and the heat dissipation layer includes a graphene layer and an aerogel layer bonded to the graphene layer.
[0005] In the vehicle-mounted photovoltaic panel of this application, the infrared radiation layer and the heat insulation and heat dissipation layer located on both sides of the back panel can quickly and effectively dissipate the heat inside the vehicle-mounted photovoltaic panel to the external environment, and effectively reduce the transfer of heat from the external environment to the inside of the vehicle-mounted photovoltaic panel. This achieves efficient heat dissipation of the vehicle-mounted photovoltaic panel, avoids the rapid rise in temperature of the vehicle-mounted photovoltaic panel caused by high external temperatures, prevents the reduction in the power generation efficiency of the battery cells due to excessive temperature, effectively improves the performance of the vehicle-mounted photovoltaic panel under high temperature conditions, and helps to extend the service life of the vehicle-mounted photovoltaic panel. It also avoids the additional load on the vehicle's air conditioning caused by excessive temperature of the vehicle-mounted photovoltaic panel, ensures the energy-saving benefits of the vehicle-mounted photovoltaic panel, and meets relevant usage requirements.
[0006] In some embodiments, the thickness of the infrared radiation layer is 10 μm to 30 μm; and / or, the infrared radiation layer comprises inorganic nanoparticles, wherein the material of the inorganic nanoparticles is at least one of SiO2, TiO2, and Al2O3.
[0007] In the above embodiments, the thickness of the infrared radiation layer and the material of its inorganic nanoparticles further ensure the heat dissipation capacity of the infrared radiation layer, providing a reliable guarantee for the heat dissipation of the battery cells.
[0008] In some embodiments, the horizontal thermal conductivity of the graphene layer is 1600 W / m·K; and / or, the vertical thermal conductivity of the graphene layer is 20 W / m·K; and / or, the thickness of the graphene layer ranges from 50 μm to 400 μm.
[0009] In the above embodiments, the thermal conductivity of the graphene layer in the horizontal direction is much greater than that in the vertical direction, which not only achieves efficient heat conduction in the horizontal direction, but also effectively prevents the rapid transfer of heat to the roof.
[0010] In some embodiments, the thermal conductivity of the aerogel layer is 0.02 W / m·K; and / or, the thickness of the aerogel layer ranges from 120 μm to 530 μm.
[0011] In the above embodiments, the aerogel layer with extremely low thermal conductivity can effectively reduce the transfer of heat to the roof, avoid excessive heat transfer leading to an additional load on the vehicle's air conditioning, and help ensure the energy-saving benefits of the vehicle's photovoltaic panels.
[0012] In some embodiments, the aerogel layer comprises a polytetrafluoroethylene body and aerogel particles dispersed in the polytetrafluoroethylene body, wherein the aerogel particles have a compression ratio of 8% to 13%.
[0013] In the above embodiments, the aerogel layer formed by polytetrafluoroethylene body and dispersed aerogel particles has certain flexibility and compressibility, further realizing long-term and efficient heat insulation of the aerogel layer.
[0014] In some embodiments, the thickness of the front panel ranges from 1.1 mm to 2 mm; and / or, the light transmittance of the front panel is >93%; and / or, the thickness of the back panel ranges from 0.2 mm to 0.4 mm.
[0015] In the above embodiments, the thickness of the front panel and the back panel ensures the overall lightweighting of the vehicle photovoltaic panel while achieving reliable encapsulation, thus ensuring that the vehicle photovoltaic panel meets the lightweighting requirements of the vehicle environment.
[0016] In some embodiments, the vehicle-mounted photovoltaic panel further includes a first adhesive film layer and a second adhesive film layer, wherein the first adhesive film layer bonds the front panel and the battery cell, and the second adhesive film layer bonds the battery cell and the infrared radiation layer; the thickness of both the first adhesive film layer and the second adhesive film layer ranges from 0.55 mm to 0.7 mm.
[0017] In the above embodiments, the first adhesive film layer and the second adhesive film layer achieve a firm bond between the battery cell and the front panel and the infrared radiation layer, and provide protection for the internal battery cell, further ensuring the durability of the vehicle photovoltaic panel.
[0018] In some embodiments, the heat dissipation layer includes a first adhesive layer and a second adhesive layer, wherein the first adhesive layer bonds the graphene layer and the backplate, and the second adhesive layer bonds the graphene layer and the aerogel layer; the thickness of the adhesive layer ranges from 1 mil to 2 mil.
[0019] In the above embodiments, the first adhesive layer and the second adhesive layer achieve a firm bond between the heat dissipation layer and the back panel, further ensuring that the vehicle-mounted photovoltaic panel forms a stable whole.
[0020] In some embodiments, the heat dissipation layer further includes a protective film layer disposed on the side of the aerogel layer opposite to the graphene layer, the thickness of the protective film layer being in the range of 0.01 mm to 0.015 mm.
[0021] In the above embodiments, the protective film layer located on the outermost side of the heat dissipation layer ensures the overall performance stability of the heat dissipation layer, which is beneficial to further improving the durability of the vehicle photovoltaic panel.
[0022] This application also provides a vehicle-mounted photovoltaic module, characterized in that it includes at least one vehicle-mounted photovoltaic panel according to any of the above embodiments.
[0023] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description
[0024] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the hierarchical structure of the vehicle-mounted photovoltaic panel according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the hierarchical structure of the heat insulation and heat dissipation composite layer according to an embodiment of the present invention; Figure 3 This is a structural schematic diagram of a vehicle equipped with an on-board photovoltaic module according to an embodiment of the present invention.
[0025] Explanation of reference numerals in the attached figures: 100-Vehicle photovoltaic panel, 10-Front panel, 20-Battery cell, 30-Infrared radiation layer, 40-Back panel, 50-Heat dissipation layer, 51-Graphene layer, 52-Aerogel layer, 53-First adhesive layer, 54-Second adhesive layer, 55-Protective film layer, 56-Release film, 60-First adhesive film layer, 70-Second adhesive film layer, 200-Vehicle photovoltaic module, 300-Vehicle. Detailed Implementation
[0026] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.
[0027] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention 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 therefore should not be construed as a limitation of 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 or implicitly specifying the number of indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of the stated features. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.
[0028] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows for communication; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.
[0029] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.
[0030] The following disclosure provides many different embodiments or examples for implementing various structures of the invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the invention. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. In addition, examples of various specific processes and materials are provided in this invention, but those skilled in the art will recognize the application of other processes and / or the use of other materials.
[0031] Please see Figure 1 , Figure 1 This is a schematic diagram of the layered structure of the vehicle-mounted photovoltaic panel 100 according to an embodiment of the present invention. The vehicle-mounted photovoltaic panel 100 according to the embodiment of the present application includes a front panel 10, a battery cell 20, an infrared radiation layer 30, a back panel 40 and a heat dissipation layer 50 stacked in sequence. The front panel 10 is bonded to the battery cell 20, the infrared radiation layer 30 is bonded to the side of the battery cell 20 facing the back panel 40, and the heat dissipation layer 50 includes a graphene layer 51 and an aerogel layer 52 bonded to the graphene layer 51.
[0032] In the vehicle-mounted photovoltaic panel 100 of this application embodiment, the infrared radiation layer 30 and the heat insulation and heat dissipation layer 50 located on both sides of the back panel 40 can quickly and effectively dissipate the heat inside the vehicle-mounted photovoltaic panel 100 to the external environment, and effectively reduce the transfer of heat from the external environment to the inside of the vehicle-mounted photovoltaic panel 100. This achieves efficient heat dissipation of the vehicle-mounted photovoltaic panel 100, avoids the rapid rise in temperature of the vehicle-mounted photovoltaic panel 100 caused by high external temperatures, prevents the power generation efficiency of the battery cells 20 from decreasing due to excessive temperature, effectively improves the performance of the vehicle-mounted photovoltaic panel 100 under high temperature conditions, and helps to extend the service life of the vehicle-mounted photovoltaic panel 100. It also avoids the additional load on the vehicle's air conditioning caused by excessive temperature of the vehicle-mounted photovoltaic panel 100, ensures the energy-saving benefits of the vehicle-mounted photovoltaic panel 100, and meets relevant usage requirements.
[0033] Specifically, the front panel 10 is the outermost light-receiving protective layer of the vehicle photovoltaic panel 100. It is made of a high-transmittance and high-weather-resistant material. The material of the front panel 10 is preferably ultra-thin fully tempered lithium aluminum silicon glass. Lithium aluminum silicon glass has a lower density and thermal expansion coefficient, which is more suitable for the lightweight requirements and temperature cycling stability of vehicle photovoltaics. In addition, ultra-white tempered glass, polycarbonate board or fluoroplastic composite board can also be used to ensure that solar radiation is incident on the battery cell 20 to the maximum extent, while resisting external impact and wind and sand abrasion to protect the internal battery cell 20 structure, blocking external corrosion such as water vapor, ultraviolet rays, and acid rain, avoiding aging and failure of battery cell 20 and encapsulation layer, and providing overall mechanical strength for the vehicle photovoltaic panel 100 to adapt to the vibration and bumpy environment of vehicle operation, and protecting the internal battery cell 20 structure safety.
[0034] The solar cell 20 is the core power generation unit of the vehicle-mounted photovoltaic panel 100. It converts incident solar radiation energy into electrical energy through the photovoltaic effect, and its output performance directly determines the power generation efficiency of the vehicle-mounted photovoltaic panel 100. The solar cell 20 can be a crystalline silicon semiconductor wafer, specifically a BC (Back Contact) cell, a TOPCon (Tunnel Oxide Passivated Contact) cell, or an HJT (Heterojunction with Intrinsic Thin Layer) cell, etc.
[0035] The backsheet 40 serves as the structural and protective layer on the back side of the vehicle-mounted photovoltaic panel 100. It provides structural support, prevents moisture and oxygen from penetrating the internal solar cells 20 and encapsulation layer, and possesses excellent electrical insulation properties to ensure the electrical safety of the photovoltaic system. It also provides a stable bonding carrier for the infrared radiation layer 30 and the heat dissipation layer 50. The backsheet 40 is preferably made of transparent CPC (Composite Polymer Composite), which possesses excellent weather resistance, UV aging resistance, and high light transmittance. It can stably block external moisture and oxygen from penetrating for a long time, while efficiently allowing infrared radiation from the back of the solar cells 20 to pass through, thus achieving efficient heat dissipation through the infrared radiation layer 30.
[0036] The material of the back panel 40 can also be one of transparent PET (Polyethylene Terephthalate), transparent PC (Polycarbonate), or transparent PMMA (Polymethyl Methacrylate). It has the characteristics of low cost, good molding and processing, excellent mechanical strength and stable insulation performance. While meeting the basic protection, insulation and light transmission requirements, it can adapt to the cost control and process adaptability requirements of different vehicle working conditions.
[0037] The infrared radiation layer 30 is a functional coating or film applied to the side of the solar cell 20 facing away from the light-receiving surface. For example, when coating the infrared radiation layer 30, alcohol can be used to clean the surface of the photovoltaic backsheet 40 to be coated to remove oil, dust and impurities to ensure the interfacial adhesion. After drying, a primer or adhesive is evenly sprayed or scraped onto the surface of the backsheet 40 to improve the adhesion of the coating. Then, a layer of nano-infrared radiation coating is evenly sprayed onto the adhesive layer to form a stable and dense infrared radiation layer 30.
[0038] The infrared radiation layer 30 can efficiently radiate the heat generated during the power generation process of the solar cell 20 outward in the form of infrared radiation. Simultaneously, it can reflect infrared thermal radiation from the back of the solar cell 20, reducing heat accumulation between the solar cell 20 and the backsheet 40. This achieves active cooling of the solar cell 20, alleviating the power degradation problem of the crystalline silicon solar cell 20 under high-temperature conditions and improving the power generation efficiency of the vehicle-mounted photovoltaic panel 100. The infrared radiation layer 30 and the graphene layer 51 of the heat dissipation layer 50 work in coordination to achieve efficient heat conduction and uniform in-plane diffusion of the solar cell 20, which is beneficial for efficient heat dissipation of the solar cell 20 and ensures the power generation efficiency of the solar cell 20.
[0039] The heat dissipation layer 50 is a composite functional layer disposed on the back side of the back panel 40. It is composed of a graphene layer 51 and an aerogel layer 52 bonded together. The graphene layer 51 is a nanomaterial layer with high thermal conductivity. It has a high in-plane thermal conductivity, which can quickly and evenly diffuse the heat inside the vehicle photovoltaic panel 100 to the entire back side of the vehicle photovoltaic panel 100, realize heat homogenization, avoid the formation of local hot spots, and enhance the conduction and heat dissipation to the outside.
[0040] The aerogel layer 52 is a heat-insulating material layer with low thermal conductivity, which can reduce the heat transfer from the back of the vehicle photovoltaic panel 100 to the interior roof, significantly reducing the temperature rise inside the vehicle and the energy consumption of the vehicle's air conditioning. The heat dissipation effect of the graphene layer 51 and the heat insulation effect of the aerogel layer 52 not only enhance the heat dissipation and cooling effect of the vehicle photovoltaic panel 100 itself, but also block the transfer of heat from the vehicle photovoltaic panel 100 to the vehicle interior. This solves the problems of the power generation efficiency degradation of the vehicle photovoltaic panel 100 under high temperature environment and the increased air conditioning energy consumption due to the temperature rise inside the vehicle, thereby improving the overall energy-saving benefits of the vehicle photovoltaic panel 100.
[0041] Please see Figure 1 In some embodiments, the thickness of the infrared radiation layer 30 is 10 μm to 30 μm; and / or, the infrared radiation layer 30 contains inorganic nanoparticles, the material of which is at least one of SiO2, TiO2, and Al2O3.
[0042] In the above embodiments, the thickness of the infrared radiation layer 30 and its inorganic nanoparticle material further ensure the heat dissipation capacity of the infrared radiation layer 30, providing a reliable guarantee for the heat dissipation of the battery cell 20.
[0043] Specifically, the thickness of the infrared radiation layer 30 is 10μm to 30μm. For example, its thickness can be 10μm, 11μm, 13μm, 15μm, 18μm, 19μm, 20μm, 22μm, 25μm, 27μm, 29μm, 30μm, etc. The infrared radiation layer 30 within this thickness range can ensure that the coating has sufficient structural integrity and continuous density, so as to achieve stable and efficient infrared radiation heat dissipation. This avoids insufficient radiation performance, local defects or low emissivity due to excessive thickness, while also preventing the problems of increased interface stress, decreased adhesion, increased risk of interlayer peeling, and excessive overall thickness and weight of the vehicle photovoltaic panel 100 caused by excessive thickness. It takes into account the radiation cooling effect, interface bonding reliability and vehicle lightweight requirements.
[0044] The inorganic nanoparticles of the infrared radiation layer 30 are selected from at least one of SiO2 (silicon dioxide), TiO2 (titanium dioxide), and Al2O3 (alumina). These inorganic nanoparticles have high infrared emissivity, excellent chemical stability, resistance to ultraviolet aging, and high temperature resistance. They can significantly improve the radiation efficiency of the infrared radiation layer 30 in the atmospheric window band, ensuring the ability of the infrared radiation layer 30 to radiate heat outward. At the same time, the inorganic nanoparticles have good compatibility with the coating matrix and can be uniformly dispersed to form a stable coating structure, effectively improving the mechanical properties, weather resistance, and service life of the coating, making it suitable for the complex working environment of long-term high temperature, vibration, and humid heat in vehicle photovoltaic systems.
[0045] In the embodiments of this application, the particle size range of the inorganic nanoparticles is 280nm~500nm. For example, the diameter of the inorganic nanoparticles can be 280nm, 300nm, 320nm, 340nm, 350nm, 370nm, 390nm, 400nm, 420nm, 440nm, 450nm, 470nm, 480nm, 490nm, 500nm, etc. The inorganic nanoparticles in this particle size range are uniformly dispersed in the coating matrix without agglomeration, ensuring that the surface of the infrared radiation layer 30 is flat and the coating is dense and uniform. At the same time, within this particle size range, the inorganic nanoparticles have a better synergistic effect of scattering and emitting infrared radiation, which greatly improves the infrared radiation cooling efficiency. This avoids the problems of enhanced light absorption and heat accumulation caused by the small particle size of inorganic nanoparticles, and also prevents the increase of coating roughness, decrease of adhesion and interface defects caused by the large particle size. This allows the infrared radiation layer 30 to achieve a better match between radiation heat dissipation performance, coating structure stability and vehicle-mounted durability.
[0046] Please see Figure 2 , Figure 2 This is a schematic diagram of the layered structure of the heat insulation and heat dissipation composite layer according to an embodiment of the present invention. In some embodiments, the thermal conductivity of the graphene layer 51 in the horizontal direction is 1600 W / m·K; and / or, the thermal conductivity of the graphene layer 51 in the vertical direction is 20 W / m·K; and / or, the thickness of the graphene layer 51 ranges from 50 μm to 400 μm.
[0047] In the above embodiment, the thermal conductivity of the graphene layer 51 in the horizontal direction is much greater than that in the vertical direction, which not only achieves efficient heat conduction in the horizontal direction, but also effectively prevents the rapid transfer of heat to the roof.
[0048] Specifically, under normal temperature and pressure, the horizontal thermal conductivity of the graphene layer 51 is 1600 W / m·K. Graphene itself has excellent in-plane thermal conductivity. The horizontal thermal conductivity of 1600 W / m·K enables rapid lateral heat conduction, which can efficiently dissipate localized concentrated heat transferred from the backplate 40, such as the heat generated by the hot spot area of the battery cell 20 and the dispersed heat radiated from the infrared radiation layer 30 to the backplate 40. This allows the heat to diffuse rapidly from the high-temperature area to the low-temperature area within the plane of the graphene layer 51, reducing the temperature difference on the surface of the vehicle photovoltaic panel 100. This avoids the long-term existence of local hot spots, which can lead to local aging of the vehicle photovoltaic panel 100 and uneven power generation efficiency. At the same time, it provides a uniform heat distribution basis for subsequent synergistic heat dissipation with the aerogel layer 52, ensuring a stable and efficient heat dissipation process.
[0049] At normal temperature and pressure, the thermal conductivity of the graphene layer 51 in the vertical direction is 20 W / m·K, which is much lower than its thermal conductivity in the horizontal direction. This can effectively slow down the heat conduction speed from the surface of the vehicle photovoltaic panel 100 to the aerogel layer 52 and the interior of the vehicle roof. Together with the ultra-low thermal conductivity of the aerogel layer 52 and the heat dissipation characteristics of the infrared radiation layer 30, it can not only dissipate the heat of the vehicle photovoltaic panel 100 itself, but also reduce the impact of the heat energy of the vehicle photovoltaic panel 100 on the temperature inside the vehicle, and further reduce the energy consumption of the vehicle air conditioning.
[0050] The thickness of the graphene layer 51 is controlled within the range of 50μm to 400μm. For example, its thickness can be 50μm, 75μm, 100μm, 125μm, 150μm, 200μm, 230μm, 250μm, 300μm, 350μm, 380μm, 400μm, etc. The thickness of the graphene layer 51 is not less than 50μm, which can ensure that the graphene layer 51 forms a continuous and complete heat conduction path, avoid the attenuation of heat conduction performance and insufficient structural strength caused by excessive thickness, and ensure that the graphene layer 51 will not break or peel off under complex working conditions such as vehicle vibration, bumps, and temperature cycling, thus ensuring long-term reliability and achieving long-term efficient heat dissipation of the battery cell 20.
[0051] The thickness of the graphene layer 51 does not exceed 400μm, which can effectively control the overall weight of the vehicle photovoltaic panel 100, meet the lightweight requirements of vehicle photovoltaics, and avoid the graphene layer 51 becoming less flexible due to excessive thickness, making it difficult to fit the curved surface of the roof. It can also reduce material costs and balance the practicality and economy of the vehicle photovoltaic panel 100.
[0052] Please see Figure 2 In some embodiments, the thermal conductivity of the aerogel layer 52 is 0.02 W / m·K; and / or, the thickness of the aerogel layer 52 ranges from 120 μm to 530 μm.
[0053] In the above embodiment, the aerogel layer 52 with extremely low thermal conductivity can effectively reduce the transfer of heat to the roof, avoid excessive heat transfer leading to an additional load on the vehicle's air conditioning, and help ensure the energy-saving benefits of the vehicle-mounted photovoltaic panel 100.
[0054] Specifically, the aerogel layer 52 possesses extremely strong thermal insulation properties. Its thermal conductivity of 0.02 W / m·K is far lower than that of still air, and even lower than that of conventional insulation materials such as rock wool and glass wool. This allows it to effectively block vertical heat conduction. The aerogel layer 52, with its low thermal conductivity, effectively reduces the transfer of heat from the graphene layer 51 to the vehicle's interior roof, minimizing the impact of heat accumulated by the vehicle's photovoltaic panel 100 on the interior temperature. This reduces the cooling load on the vehicle's air conditioning system, preventing increased air conditioning energy consumption from offsetting the energy-saving benefits of photovoltaic power generation. The aerogel layer 52 only blocks heat conduction into the vehicle interior, working in conjunction with the graphene layer 51 to address both the cooling needs of the vehicle's photovoltaic panel 100 and the insulation needs of the interior.
[0055] By combining the aerogel layer 52 with a thermal conductivity of only 0.02 W / m·K with the anisotropic graphene layer 51, the vehicle photovoltaic panel 100 can achieve efficient heat diffusion and heat dissipation in the horizontal direction, while forming an effective thermal barrier in the vertical direction. This achieves the combined effects of reducing the operating temperature of the vehicle photovoltaic panel 100, slowing down the power generation attenuation, and suppressing cabin temperature rise and air conditioning load.
[0056] The thickness of the aerogel layer 52 ranges from 120μm to 530μm. For example, the thickness of the aerogel layer 52 can be 120μm, 150μm, 170μm, 200μm, 260μm, 280μm, 300μm, 310μm, 350μm, 380μm, 400μm, 450μm, 470μm, 500μm, 530μm, etc. The thickness of the aerogel layer 52 is not less than 120μm, which can ensure that the aerogel layer 52 forms a complete and dense heat insulation structure, avoid insufficient heat insulation performance due to excessive thickness, and prevent heat conduction from being effectively blocked, thus preventing heat from penetrating the aerogel layer 52 and being transferred to the roof to the greatest extent.
[0057] The thickness of the aerogel layer 52 does not exceed 530μm, which can strictly control the overall thickness and weight of the vehicle photovoltaic panel 100, adapt to the lightweight requirements of vehicle photovoltaic, avoid the increase in weight of the vehicle photovoltaic panel 100 due to excessive thickness, and increase the energy consumption of the vehicle 300 while driving. It also adapts to the installation requirements of the curved roof, ensuring the fit between the vehicle photovoltaic panel 100 and the roof.
[0058] In addition, the aerogel layer 52 within this thickness range has good flexibility and compressibility, which can adapt to vehicle vibration and bumpy conditions without breaking or falling off. It also has good adhesion compatibility with the graphene layer 51, forming a stable heat insulation and heat dissipation composite layer. Together with the heat dissipation function of the graphene layer 51 and the radiation heat dissipation function of the infrared radiation layer 30, it constructs a complete thermal management system for the vehicle photovoltaic panel 100, maximizing the power generation efficiency and comprehensive energy-saving benefits of the vehicle photovoltaic panel 100.
[0059] Please see Figure 2 In some embodiments, the aerogel layer 52 comprises a polytetrafluoroethylene body and aerogel particles dispersed in the polytetrafluoroethylene body, wherein the compression ratio of the aerogel particles is 8% to 13%.
[0060] In the above embodiments, the aerogel layer 52 formed by polytetrafluoroethylene body and dispersed aerogel particles has certain flexibility and compressibility, further realizing long-term and efficient heat insulation of the aerogel layer 52.
[0061] Specifically, the aerogel layer 52 is a composite structure based on polytetrafluoroethylene (PTFE). Aerogel particles are uniformly suspended and fixed within the PTFE matrix. PTFE, as a continuous flexible matrix, provides stable encapsulation and support for the aerogel particles, preventing them from detaching or pulverizing under vehicle vibration and bumps, thus ensuring the long-term reliable use of the aerogel layer 52. Furthermore, it endows the aerogel layer 52 with good flexibility, tensile strength, and weather resistance, improving its overall mechanical stability and environmental adaptability. The aerogel particles dispersed within the PTFE matrix serve as the core thermal insulation unit, achieving ultra-low thermal conductivity through their nanoporous structure. Together with the PTFE matrix, they form a composite thermal insulation film that combines high thermal insulation performance with excellent mechanical properties.
[0062] The compression ratio of the aerogel particles is controlled between 8% and 13%. This compression ratio is the percentage of deformation in the thickness direction of the aerogel particles to their original thickness under standard test pressure. The compression ratio of the aerogel particles can be 8%, 8.5%, 9%, 9.5%, 10%, 10.5%, 11%, 11.5%, 12%, 12.5%, 13%, etc. The aerogel layer 52 in this compression ratio range has moderate compressibility while maintaining structural resilience and stability. It can eliminate interfacial gaps and improve the tightness and reliability of bonding during the lamination assembly process. It can also buffer interlayer deformation under long-term vibration and temperature cycle stress in the vehicle, avoiding layer cracking or debonding. It can also prevent the thermal insulation performance from being reduced due to excessive compression of the thermal insulation pores caused by excessively high compression ratio, and prevent poor bonding and increased interfacial thermal resistance caused by excessively low compression ratio. This allows the aerogel layer 52 to achieve a better match between thermal insulation effect, structural adaptability and durability under vehicle conditions.
[0063] Please see Figure 1 In some embodiments, the thickness of the front panel 10 ranges from 1.1 mm to 2 mm; and / or, the light transmittance of the front panel 10 is >93%; and / or, the thickness of the back panel 40 ranges from 0.2 mm to 0.4 mm.
[0064] In the above embodiments, the thickness of the front panel 10 and the back panel 40 ensures the overall lightweighting of the vehicle photovoltaic panel 100 while achieving reliable encapsulation, and ensures that the vehicle photovoltaic panel 100 meets the lightweighting requirements in the vehicle environment.
[0065] Specifically, the thickness of the front panel 10 ranges from 1.1mm to 2mm. For example, the thickness of the front panel 10 can be 1.1mm, 1.2mm, 1.3mm, 1.4mm, 1.5mm, 1.6mm, 1.7mm, 1.8mm, 1.9mm, 2mm, etc. The front panel 10 in this thickness range achieves lightweighting while ensuring mechanical strength and impact resistance. It can withstand the impact of gravel, wind and sand erosion and long-term vibration stress in the vehicle environment, avoiding the risk of bending and cracking, and will not excessively increase the overall weight of the vehicle photovoltaic panel 100, thus meeting the requirements for lightweight installation on the roof.
[0066] The front panel 10 has a light transmittance greater than 93%, for example, it can be 93%, 93.2%, 93.5%, 93.8%, 94%, 94.3%, 94.5%, 95%, etc., to maximize the amount of sunlight incident and ensure that the solar cell 20 receives sufficient irradiance to improve power generation efficiency. At the same time, the high light transmittance of the front panel 10 can reduce the self-heating caused by light absorption, which helps to lower the operating temperature of the vehicle photovoltaic panel 100. The front panel 10 can adopt a single-layer anti-reflection film structure. By depositing a single-layer optical thin film on the outer surface of the front panel 10, the light reflection loss at the air-glass interface is effectively reduced, the sunlight transmittance is improved, and the light-receiving efficiency of the solar cell 20 is further enhanced.
[0067] The thickness of the backplate 40 ranges from 0.2mm to 0.4mm. For example, the thickness of the backplate 40 can be 0.2mm, 0.22mm, 0.25mm, 0.28mm, 0.3mm, 0.33mm, 0.35mm, 0.36mm, 0.39mm, 0.4mm, etc. The thin backplate 40 with a thickness of 0.2mm to 0.4mm not only ensures sufficient structural support, insulation and moisture barrier capabilities to meet the reliability requirements of photovoltaic encapsulation, but also facilitates the rapid conduction of heat to the outer heat dissipation layer 50. At the same time, it improves the overall flexibility, making it easy to fit the curved surface of the car roof, without significantly increasing weight and cost, thus meeting the thin and lightweight requirements of automotive photovoltaics.
[0068] Please see Figure 1 In some embodiments, the vehicle-mounted photovoltaic panel 100 further includes a first adhesive film layer 60 and a second adhesive film layer 70. The first adhesive film layer 60 is used to bond the front panel 10 and the battery cell 20, and the second adhesive film layer 70 is used to bond the battery cell 20 and the infrared radiation layer 30. The thickness of both the first adhesive film layer 60 and the second adhesive film layer 70 is in the range of 0.55mm to 0.7mm.
[0069] In the above embodiments, the first adhesive film layer 60 and the second adhesive film layer 70 achieve a firm bond between the battery cell 20 and the front panel 10 and the infrared radiation layer 30, and provide protection for the internal battery cell 20, further ensuring the durability of the vehicle photovoltaic panel 100.
[0070] Specifically, the first adhesive film layer 60 achieves the bonding and encapsulation between the front panel 10 and the battery cell 20, and the second adhesive film layer 70 achieves the bonding and encapsulation between the battery cell 20 and the infrared radiation layer 30. The first adhesive film layer 60 and the second adhesive film layer 70 together constitute the core encapsulation system of the vehicle photovoltaic panel 100, playing a key role in bonding and fixing, buffering stress, sealing and waterproofing, and insulating protection, ensuring that the battery cell 20 works stably under complex working conditions such as vehicle vibration, temperature cycling, and damp heat aging.
[0071] The thickness of the first adhesive layer 60 and the second adhesive layer 70 is controlled within the range of 0.55mm to 0.7mm. For example, the thickness of the first adhesive layer 60 and the second adhesive layer 70 can be 0.55mm, 0.56mm, 0.58mm, 0.6mm, 0.62mm, 0.63mm, 0.65mm, 0.67mm, 0.69mm, 0.7mm, etc. The first adhesive layer 60 and the second adhesive layer 70 within this thickness range can provide sufficient adhesive strength and sealing performance, effectively fill the micro gaps between the front panel 10, the battery cell 20, and the infrared radiation layer 30, and prevent bubbles, delamination, or moisture intrusion. At the same time, the appropriate thickness can buffer the difference in thermal expansion between layers and mechanical impact, protecting the battery cell 20 from microcracks. It also avoids the overall encapsulation layer being too thick and the weight increasing due to excessive thickness, and also prevents insufficient encapsulation reliability and stress concentration caused by excessively thin thickness. It achieves a better match between encapsulation safety, structural stability, and vehicle lightweighting.
[0072] For example, the first film layer 60 and the second film layer 70 can be made of at least one of the following: highly transparent EVA (Ethylene-Vinyl Acetate Copolymer), POE (Polyolefin Elastomer), and EPE (EVA / POE / EVA three-layer composite structure). The highly transparent EVA film has the characteristics of high light transmittance, excellent adhesion, good melt flow, mature lamination process, and moderate cost. It can reliably encapsulate the front panel 10, the battery cell 20, and the infrared radiation layer 30, meeting the encapsulation and light transmission requirements of conventional automotive photovoltaics. The POE film has good water resistance and anti-aging properties, making it suitable for harsh automotive environments with high temperature and high humidity. The EPE film combines the process adaptability of the EVA film with the weather resistance of the POE film, which can maintain good encapsulation effect while improving long-term reliability, adapting to different working conditions and cost requirements.
[0073] Please see Figure 1 and Figure 2In some embodiments, the heat dissipation layer 50 includes a first adhesive layer 53 and a second adhesive layer 54. The first adhesive layer 53 bonds the graphene layer 51 and the backplate 40, and the second adhesive layer 54 bonds the graphene layer 51 and the aerogel layer 52. The thickness of the adhesive layer ranges from 1 mil to 2 mil.
[0074] In the above embodiments, the first adhesive layer 53 and the second adhesive layer 54 achieve a firm bond between the heat dissipation layer 50 and the back plate 40, further ensuring that the vehicle photovoltaic panel 100 forms a stable whole.
[0075] Specifically, the first adhesive layer 53 and the second adhesive layer 54 together serve to bond and fix the heat dissipation layer 50 inside and between the heat dissipation layer 50 and the back plate 40, ensuring the structural integrity and thermal conductivity continuity of the heat dissipation layer 50. The first adhesive layer 53 is used to bond the graphene layer 51 to the back plate 40, realizing a reliable connection between the heat dissipation layer 50 and the main structure of the vehicle photovoltaic panel 100, ensuring that the heat conducted by the back plate 40 can be efficiently transferred to the graphene layer 51 for uniform heat dissipation, while improving the tightness of the fit between the heat dissipation layer 50 and the back plate 40, avoiding excessive interface thermal resistance that affects the overall thermal management effect.
[0076] The second adhesive layer 54 is used to bond the graphene layer 51 and the aerogel layer 52. It can effectively eliminate the interfacial gap between the two layers, ensuring that the heat conducted by the graphene layer 51 can be smoothly transferred to the aerogel layer 52 and preventing heat accumulation at the interface. At the same time, it fixes the relative position of the aerogel layer 52 and the graphene layer 51, preventing them from shifting or falling off under vehicle vibration and bumpy conditions. For example, the first adhesive layer 53 and the second adhesive layer 54 can be acrylic pressure-sensitive adhesives, which have excellent initial tack, holding power and aging resistance.
[0077] The thickness of the first adhesive layer 53 and the second adhesive layer 54 is controlled within the range of 1mil to 2mil (mil represents milliinch, 1mil = 25.4μm), that is, the thickness range of the first adhesive layer 53 and the second adhesive layer 54 is 25.4μm to 50.8μm. For example, the thickness of the first adhesive layer 53 and the second adhesive layer 54 can be 26μm, 28μm, 30μm, 33μm, 35μm, 37μm, 40μm, 42μm, 45μm, 48μm, 50μm, etc.
[0078] The relatively thin first adhesive layer 53 and second adhesive layer 54, with a thickness of 1mil to 2mil, provide sufficient bonding strength to ensure a firm bond between the graphene layer 51 and the aerogel layer 52, and between the graphene layer 51 and the backsheet 40. This allows them to withstand the stresses caused by vibration and temperature cycling under complex automotive conditions without delamination or separation. On the other hand, they effectively reduce the thermal resistance of the adhesive layer, preventing excessively thick adhesive layers from hindering heat conduction and ensuring efficient heat transfer between layers. This does not affect the heat dissipation effect of the graphene layer 51 or the heat insulation function of the aerogel layer 52, and meets the requirements for thinness and lightweight in automotive photovoltaic systems. Furthermore, they do not increase interlayer stress, further improving the overall structural stability of the automotive photovoltaic panel 100.
[0079] Please see Figure 2 In some embodiments, the heat dissipation layer 50 further includes a protective film layer 55 disposed on the side of the aerogel layer 52 opposite to the graphene layer 51, and the thickness of the protective film layer 55 is in the range of 0.01 mm to 0.015 mm.
[0080] In the above embodiment, the protective film layer 55 located on the outermost side of the heat dissipation layer 50 ensures the overall performance stability of the heat dissipation layer 50, which is beneficial to further improve the durability of the vehicle photovoltaic panel 100.
[0081] Specifically, the protective film layer 55 is disposed on the side of the aerogel layer 52 away from the graphene layer 51, that is, the outermost side of the heat dissipation layer 50. The protective film layer 55 can be a black PET (Polyethylene Terephthalate) film, which can reduce the reflection interference of external light on the heat dissipation layer 50 and the interior of the vehicle roof.
[0082] The aerogel layer 52 has excellent thermal insulation performance, but it needs to be exposed to vibration, humid and hot environment and slight friction for a long time under the complex working conditions of vehicle. The protective film layer 55 can effectively isolate external moisture, dust, impurities and other substances from penetrating the aerogel layer 52, prevent aerogel particles from falling off and prevent its thermal insulation performance from deteriorating. At the same time, the protective film layer 55 can also improve the surface wear resistance and scratch resistance of the heat dissipation layer 50, prevent the aerogel layer 52 from being physically damaged during assembly, transportation and use, and ensure that the heat dissipation layer 50 can stably perform its thermal insulation function for a long time.
[0083] The thickness of the protective film layer 55 is controlled within the range of 0.01mm to 0.015mm. For example, the thickness of the protective film layer 55 can be 0.01mm, 0.011mm, 0.012mm, 0.013mm, 0.014mm, 0.015mm, etc. This thickness range of the protective film layer 55 strictly meets the requirements of lightweighting and thinning of the vehicle photovoltaic panel 100, without increasing the overall thickness and weight of the vehicle photovoltaic panel 100, and also preventing any impact on the heat insulation effect of the aerogel layer 52 and the heat dissipation efficiency of the graphene layer 51.
[0084] The minimum thickness of 0.01 mm for the protective film layer 55 ensures that it possesses basic protective performance and structural integrity, preventing protection failure and easy damage due to excessive thinness. The maximum thickness of 0.015 mm prevents increased interlayer stress, ensuring a tight bond between the protective film layer 55 and the aerogel layer 52 without delamination. Furthermore, the protective film layer 55 within this thickness range exhibits good flexibility and adhesion, adapting to curved roof surfaces without affecting the overall structural compatibility of the heat dissipation layer 50. Working in conjunction with the components of the heat dissipation layer 50, it further improves the thermal management and protection system of the vehicle-mounted photovoltaic panel 100, enhancing its long-term service life and reliability.
[0085] Please see Figure 2 In the embodiments of this application, a release film 56 is covered on the surface of the heat dissipation layer 50 before installation and fixing. The release film 56 covers the side where the first adhesive layer 53 is bonded to the back plate 40. The release film 56 is used to protect the first adhesive layer 53 during the assembly, transportation and storage of the vehicle photovoltaic panel 100, to prevent the first adhesive layer 53 from being contaminated with dust, oil, moisture or accidental adhesion, to ensure that the adhesive layer surface is clean and the bonding performance is stable, and to ensure reliable bonding strength when subsequently bonded to the back plate 40 or the aerogel layer 52.
[0086] The release film 56 has a smooth surface and moderate peel force, which can be easily and completely peeled off during assembly without leaving any residue or damaging the first adhesive layer 53. This effectively ensures that the interlayer bonding interface is uniform and defect-free, reduces interfacial thermal resistance and the risk of debonding, and at the same time improves the convenience and yield of the production and assembly of the vehicle photovoltaic module 200.
[0087] Please see Figure 3 , Figure 3 This is a schematic diagram of the structure of a vehicle 300 having the vehicle-mounted photovoltaic module 200 according to an embodiment of the present invention. This application also provides a vehicle-mounted photovoltaic module 200, characterized in that it includes at least one vehicle-mounted photovoltaic panel 100 according to any of the above embodiments.
[0088] Specifically, the vehicle-mounted photovoltaic module 200 may include only one vehicle-mounted photovoltaic panel 100 of any of the above embodiments, or it may be installed on the top of the vehicle 300 by connecting two or more of the above-mentioned vehicle-mounted photovoltaic panels 100 in series, in parallel or in series-parallel combination, according to the available area of the roof of the vehicle 300, the power generation requirements and the vehicle thermal management strategy.
[0089] The vehicle-mounted photovoltaic module 200 of this application can effectively reduce the operating temperature of the vehicle-mounted photovoltaic panel 100 itself, thereby slowing down the attenuation of power generation. At the same time, it can significantly reduce heat conduction to the cabin interior to reduce the air conditioning load. Therefore, the vehicle-mounted photovoltaic module 200 of this application is particularly suitable for integration into the panoramic sunroof, fixed roof or roof rack area of electric or hybrid vehicles. By installing the vehicle-mounted photovoltaic module 200 on the vehicle 300, the combined benefits of power generation and energy saving under high temperature conditions such as summer sun exposure can be achieved, meeting the relevant usage requirements.
[0090] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0091] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims
1. A vehicle-mounted photovoltaic panel, characterized in that, The device includes a front panel, a battery cell, an infrared radiation layer, a back panel, and a heat dissipation layer stacked sequentially. The front panel is bonded to the battery cell, the infrared radiation layer is bonded to the side of the battery cell facing the back panel, and the heat dissipation layer includes a graphene layer and an aerogel layer bonded to the graphene layer.
2. The vehicle-mounted photovoltaic panel according to claim 1, characterized in that, The thickness of the infrared radiation layer is 10 μm to 30 μm; and / or, the infrared radiation layer contains inorganic nanoparticles, wherein the material of the inorganic nanoparticles is at least one of SiO2, TiO2, and Al2O3.
3. The vehicle-mounted photovoltaic panel according to claim 1, characterized in that, The graphene layer has a horizontal thermal conductivity of 1600 W / m·K; and / or, the graphene layer has a vertical thermal conductivity of 20 W / m·K; and / or, the graphene layer has a thickness ranging from 50 μm to 400 μm.
4. The vehicle-mounted photovoltaic panel according to claim 1, characterized in that, The thermal conductivity of the aerogel layer is 0.02 W / m·K; and / or the thickness of the aerogel layer ranges from 120 μm to 530 μm.
5. The vehicle-mounted photovoltaic panel according to claim 1, characterized in that, The aerogel layer comprises a polytetrafluoroethylene body and aerogel particles dispersed in the polytetrafluoroethylene body, wherein the compression ratio of the aerogel particles is 8% to 13%.
6. The vehicle-mounted photovoltaic panel according to claim 1, characterized in that, The thickness of the front panel ranges from 1.1 mm to 2 mm; and / or, the light transmittance of the front panel is >93%; and / or, the thickness of the back panel ranges from 0.2 mm to 0.4 mm.
7. The vehicle-mounted photovoltaic panel according to claim 1, characterized in that, The vehicle-mounted photovoltaic panel further includes a first adhesive film layer and a second adhesive film layer. The first adhesive film layer bonds the front panel and the battery cell, and the second adhesive film layer bonds the battery cell and the infrared radiation layer. The thickness of both the first adhesive film layer and the second adhesive film layer ranges from 0.55mm to 0.7mm.
8. The vehicle-mounted photovoltaic panel according to claim 1, characterized in that, The heat dissipation layer includes a first adhesive layer and a second adhesive layer. The first adhesive layer bonds the graphene layer and the aerogel layer, and the second adhesive layer bonds the graphene layer and the backplate. The thickness of the adhesive layer ranges from 1 mil to 2 mil.
9. The vehicle-mounted photovoltaic panel according to claim 1, characterized in that, The heat dissipation layer further includes a protective film layer disposed on the side of the aerogel layer opposite to the graphene layer, the thickness of the protective film layer being in the range of 0.01mm to 0.015mm.
10. A vehicle-mounted photovoltaic module, characterized in that, It includes at least one vehicle-mounted photovoltaic panel as described in any one of claims 1-9.