A battery pack cooling system

Abstract

The utility model discloses a battery pack cooling system relates to battery cooling system technical field, wherein, battery pack cooling system includes air compressor, vortex pipe, intercooler, battery pack and first proportional valve, vortex pipe has hot gas stream export and cold gas stream export, and cold gas stream export has the cold gas stream branch path between intercooler, and hot gas stream export has the hot gas stream branch path between intercooler, cold gas stream export has the first adjusting branch path between first proportional valve, and hot gas stream export has the second adjusting branch path between first proportional valve, first adjusting branch path and second adjusting branch path can adjust the gas flow in pipeline to control the temperature of intercooler and battery pack, the technical scheme provided by the utility model can solve the problem that the fan radiator is big in size, is high in weight in the existing battery pack thermal management system, has increased the difficulty of structure arrangement and weight reduction, and the electromagnetic interference generated when electrifying can cause the greater influence of EMC.

Description

Technical Field

[0001] This utility model relates to the field of battery cooling system technology, and in particular to a battery pack cooling system. Background Technology

[0002] Currently, battery pack thermal management systems mainly use fan radiators as heat dissipation devices, PTC (positive temperature coefficient thermistor) liquid heaters as heating devices, and coolant as the heat exchange medium. The temperature of the battery pack is controlled by circulating the coolant through a water pump.

[0003] In existing battery pack thermal management systems, the fan radiator is large and heavy, which increases the difficulty of structural layout and weight reduction. The cooling fan and PTC themselves have high requirements for the electromagnetic environment. The high-voltage wiring harnesses they are equipped with can cause electromagnetic interference that has a significant impact on EMC (electromagnetic compatibility) when energized. Utility Model Content

[0004] The main purpose of this utility model is to propose a battery pack cooling system, which aims to solve the problems in the existing battery pack thermal management system, such as the large size and weight of the fan radiator, which increases the difficulty of structural layout and weight reduction, the high requirements of the cooling fan and PTC for the electromagnetic environment, and the electromagnetic interference generated by the high voltage harness they are equipped with when energized, which has a significant impact on EMC.

[0005] To achieve the above objectives, this utility model proposes a battery pack cooling system, which includes an air compressor, a vortex tube, an intercooler, a battery pack, and a first proportional valve. The air compressor, the vortex tube, the intercooler, and the first proportional valve are connected in sequence, and the battery pack is connected to the intercooler. The vortex tube has a hot air outlet and a cold air outlet. A cold air branch is connected between the cold air outlet and the intercooler, and a hot air branch is connected between the hot air outlet and the intercooler. A first regulating branch is connected between the cold air outlet and the first proportional valve, and a second regulating branch is connected between the hot air outlet and the first proportional valve. The first regulating branch and the second regulating branch can regulate the gas flow rate in the hot air branch and the cold air branch to control the temperature of the intercooler and the battery pack.

[0006] In one embodiment, the first regulating branch is provided with a second proportional valve, and the second regulating branch is provided with a third proportional valve. The second proportional valve is used to regulate the gas flow rate in the first regulating branch, and the third proportional valve is used to regulate the gas flow rate in the second regulating branch.

[0007] In one embodiment, the battery pack cooling system is provided with a first temperature sensor, which is located between the connection between the hot airflow branch and the cold airflow branch and the intercooler. The first temperature sensor is electrically connected to the second proportional valve and the third proportional valve.

[0008] In one embodiment, the cold airflow branch is provided with a second temperature sensor, and the hot airflow branch is provided with a third temperature sensor. The second temperature sensor and the third temperature sensor are electrically connected to the second proportional valve and the third proportional valve, respectively.

[0009] In one embodiment, the battery pack cooling system is provided with a first flow sensor, which is located between the connection between the hot airflow branch and the cold airflow branch and the intercooler. The first flow sensor is electrically connected to the second proportional valve and the third proportional valve.

[0010] In one embodiment, the air compressor is further provided with protective branches at both ends, and a switch valve is provided on the protective branches. The two ends of the switch valve are respectively connected to the inlet and outlet of the air compressor.

[0011] In one embodiment, a pressure sensor is provided between the air compressor and the vortex tube, and the pressure sensor, the air compressor, and the first proportional valve are electrically connected.

[0012] In one embodiment, a second flow sensor is further provided between the air compressor and the vortex tube. The second flow sensor is used to detect the gas flow rate between the air compressor and the vortex tube, and the second flow sensor is electrically connected to the first proportional valve.

[0013] In one embodiment, the intercooler has a gas inlet and a gas outlet, the gas inlet being connected to the intersection of the hot gas outlet and the cold gas outlet, and the gas outlet being connected to the first proportional valve; a coolant circulation exists between the battery pack and the intercooler.

[0014] In one embodiment, the battery pack cooling system includes a water pump, the intercooler has a coolant inlet and a coolant outlet, the battery pack has a first inlet and a first outlet, the first inlet is connected to the coolant outlet, and the water pump is connected to the first outlet and the coolant inlet.

[0015] This invention provides a battery pack cooling system that achieves efficient temperature control of the battery pack through the coordinated operation of an air compressor, a vortex tube, an intercooler, the battery pack, and a first proportional valve. Specifically, the air compressor provides high-pressure airflow. Upon entering the vortex tube, the airflow is separated into cold and hot airflows due to the tube's unique structure. The cold airflow flows to the intercooler via a cold airflow branch, while the hot airflow also flows to the intercooler via a hot airflow branch. The intercooler uses the cold airflow to cool the battery pack, and by adjusting the gas flow rates in the cold and hot airflow branches, the temperature of both the intercooler and the battery pack is precisely controlled. For example, when the battery pack temperature is too high, the flow rate in the cold airflow branch can be increased while the flow rate in the hot airflow branch can be decreased to enhance the cooling effect; conversely, when the battery pack temperature is low, the flow rate of the hot airflow can be increased and the flow rate of the cold airflow can be decreased by adjusting the proportional valve to maintain a stable battery pack temperature. Furthermore, the intercooler can be designed as a heat sink structure in direct contact with the battery pack, or it can dissipate heat indirectly through coolant, to adapt to different battery pack layouts and heat dissipation requirements. Utilizing vortex tube technology for separating hot and cold airflow, efficient cooling and heating functions can be achieved without additional refrigeration equipment, significantly reducing system complexity and cost. The adjustment function allows the system to dynamically adjust the ratio of hot and cold airflow according to the actual temperature requirements of the battery pack, improving the accuracy and response speed of temperature control. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0017] Figure 1 A schematic diagram of an embodiment of the battery pack cooling system provided by this utility model;

[0018] Figure 2 This is a schematic diagram of another embodiment of the battery pack cooling system provided by this utility model.

[0019] Explanation of icon numbers:

[0020] 100. Battery pack cooling system; 1. Air compressor; 2. Swirl tube; 3. Intercooler; 4. Battery pack; 5. First proportional valve; 21. Cold air outlet; 22. Hot air outlet; 21a. Cold air branch; 22a. Hot air branch; 21b. First regulating branch; 22b. Second regulating branch; 211. Second proportional valve; 221. Third proportional valve; 6. First temperature sensor; 212. Second temperature sensor; 222. Third temperature sensor; 61. First flow sensor; 1a. Protection branch; 11. Switch valve; 7. Pressure sensor; 71. Second flow sensor; 31. Gas inlet; 32. Gas outlet; 8. Water pump; 33. Coolant inlet; 34. Coolant outlet; 41. First inlet; 42. First outlet.

[0021] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0023] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0024] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0025] This utility model proposes a battery pack 4 cooling system 100.

[0026] Please see Figure 1 and Figure 2 In one embodiment of this utility model, the battery pack 4 cooling system 100 includes an air compressor 1, a vortex tube 2, an intercooler 3, a battery pack 4, and a first proportional valve 5; the air compressor 1, the vortex tube 2, the intercooler 3, and the first proportional valve 5 are connected in sequence, and the battery pack 4 is connected to the intercooler 3; the vortex tube 2 has a hot air outlet 22 and a cold air outlet 21, a cold air branch 21a is provided between the cold air outlet 21 and the intercooler 3, and a hot air branch 22a is provided between the hot air outlet 22 and the intercooler 3; a first regulating branch 21b is provided between the cold air outlet 21 and the first proportional valve 5, and a second regulating branch 22b is provided between the hot air outlet 22 and the first proportional valve 5; wherein, the first regulating branch 21b and the second regulating branch 22b can regulate the gas flow rate in the hot air branch 22a and the cold air branch 21a to control the temperature of the intercooler 3 and the battery pack 4.

[0027] The technical solution of this utility model is to design a battery pack 4 cooling system 100. This system 100 achieves efficient temperature control of the battery pack 4 through the coordinated operation of an air compressor 1, a vortex tube 2, an intercooler 3, the battery pack 4, and a first proportional valve 5. Specifically, the air compressor 1 provides high-pressure airflow. After entering the vortex tube 2, due to the special structure of the vortex tube 2, the airflow is separated into cold airflow and hot airflow. The cold airflow flows to the intercooler 3 through the cold airflow branch 21a, while the hot airflow also flows to the intercooler 3 through the hot airflow branch 22a. The intercooler 3 uses the cold airflow to cool the battery pack 4, and simultaneously, by adjusting the gas flow rates in the cold airflow branch 21a and the hot airflow branch 22a, the temperature of the intercooler 3 and the battery pack 4 is precisely controlled. For example, when the battery pack 4 temperature is too high, the flow rate of the cold airflow branch 21a can be increased and the flow rate of the hot airflow branch 22a reduced to enhance the cooling effect; conversely, when the battery pack 4 temperature is low, the flow rate of the hot airflow can be increased and the flow rate of the cold airflow reduced by adjusting the proportional valve to maintain the temperature stability of the battery pack 4. Furthermore, the intercooler 3 can be designed as a heat sink structure in direct contact with the battery pack 4, or it can dissipate heat indirectly through coolant, to adapt to different battery pack 4 layouts and heat dissipation requirements. Through the hot and cold airflow separation technology of the vortex tube 2, efficient cooling and heating functions can be achieved without additional refrigeration equipment, greatly reducing the system's complexity and cost. The adjustment function allows the system to dynamically adjust the ratio of hot and cold airflows according to the actual temperature requirements of the battery pack 4, improving the accuracy and response speed of temperature control.

[0028] In one embodiment of this utility model, please refer to Figure 1The first regulating branch 21b is provided with a second proportional valve 211, and the second regulating branch 22b is provided with a third proportional valve 221. The second proportional valve 211 is used to regulate the gas flow rate in the first regulating branch 21b, and the third proportional valve 221 is used to regulate the gas flow rate in the second regulating branch 22b.

[0029] In this embodiment, the first regulating branch 21b and the second regulating branch 22b are respectively equipped with a second proportional valve 211 and a third proportional valve 221. The second proportional valve 211 is installed on the cold airflow branch 21a between the cold airflow outlet 21 and the intercooler 3 to regulate the flow rate of the cold airflow; the third proportional valve 221 is installed on the hot airflow branch 22a between the hot airflow outlet 22 and the intercooler 3 to regulate the flow rate of the hot airflow. Through the coordinated operation of these two proportional valves, the ratio of cold airflow to hot airflow entering the intercooler 3 can be precisely controlled, thereby achieving precise control of the temperature of the battery pack 4. For example, when the temperature of the battery pack 4 is too high, the second proportional valve 211 can reduce its opening to allow more cold airflow into the intercooler 3, while the third proportional valve 221 increases its opening to reduce the flow rate of the hot airflow; while when the temperature of the battery pack 4 is low, the third proportional valve 221 decreases its opening to increase the flow rate of the hot airflow, while the second proportional valve 211 increases its opening to decrease the flow rate of the cold airflow. This adjustment method can dynamically adjust according to the actual temperature requirements of the battery pack 4, ensuring that the battery pack 4 is always within the optimal operating temperature range. Furthermore, the proportional valve can be driven electrically or pneumatically, and its opening adjustment can be automatically completed by the controller based on the signal feedback from the temperature sensor, achieving intelligent temperature control. The battery pack 4 cooling system 100 achieves precise control of the flow rates of cold and hot air by setting a second proportional valve 211 and a third proportional valve 221 on the cold airflow branch 21a and the hot airflow branch 22a respectively, resulting in significant benefits. First, this design improves the accuracy and flexibility of temperature control, enabling real-time adjustment of the ratio of cold and hot airflows according to the actual temperature requirements of the battery pack 4, ensuring that the battery pack 4 maintains a stable temperature under different operating conditions, thereby extending battery life and improving its performance. Second, by precisely controlling the airflow, the system's energy consumption can be optimized, reducing unnecessary energy waste and improving the overall efficiency of the system. In addition, this design also enhances the system's reliability and adaptability, enabling it to better cope with complex changes in operating conditions. For example, during the operation of an electric vehicle, the temperature of battery pack 4 will change due to different operating conditions such as acceleration, deceleration, and charging. By adjusting the proportional valve, these changes can be responded to quickly, ensuring that battery pack 4 is always in optimal operating condition. In practice, the proportional valve can be integrated with the temperature sensor and controller to form a closed-loop control system, further improving the system's intelligence level.

[0030] In one embodiment of this utility model, please refer to Figure 1 and Figure 2The battery pack 4 cooling system 100 is provided with a first temperature sensor 6. The first temperature sensor 6 is located between the connection of the hot air flow branch 22a and the cold air flow branch 21a and the intercooler 3. The first temperature sensor 6 is electrically connected to the second proportional valve 211 and the third proportional valve 221.

[0031] In one embodiment, a first temperature sensor 6 is disposed between the connection point of the hot airflow branch 22a and the cold airflow branch 21a and the intercooler 3, for real-time monitoring of the temperature of the mixed airflow. The first temperature sensor 6 is electrically connected to a second proportional valve 211 and a third proportional valve 221, forming a closed-loop control system. Specifically, the first temperature sensor 6 converts the detected temperature signal into an electrical signal and transmits it to the controller. The controller compares the actual detected temperature with a set temperature threshold and then issues commands to adjust the opening degrees of the second proportional valve 211 and the third proportional valve 221. For example, when the detected temperature exceeds the set upper limit, the controller instructs the second proportional valve 211 to decrease its opening, increasing the flow rate of cold air in the cold airflow branch 21a, while simultaneously instructing the third proportional valve 221 to increase its opening, decreasing the flow rate of hot air in the hot airflow branch 22a. Conversely, when the temperature falls below the set lower limit, the controller instructs the third proportional valve 221 to decrease its opening, increasing the flow rate of hot air in the hot airflow branch 22a, while simultaneously instructing the second proportional valve 211 to increase its opening, decreasing the flow rate of cold air in the cold airflow branch 21a. This closed-loop control method ensures that the temperatures of the intercooler 3 and the battery pack 4 are always maintained within the ideal range. Furthermore, the first temperature sensor 6 can be a high-precision thermistor or thermocouple to meet different accuracy requirements. For example, in the electric vehicle battery pack 4 cooling system 100, which requires high temperature control accuracy, a high-precision platinum resistance temperature sensor can be selected, with a measurement accuracy of ±0.1℃, providing accurate temperature feedback to the system.

[0032] The cooling system 100 of this battery pack 4 achieves precise temperature control of the intercooler 3 and battery pack 4 by incorporating a first temperature sensor 6 and electrically connecting it to a second proportional valve 211 and a third proportional valve 221. This has significant beneficial effects. First, this closed-loop control method can monitor the airflow temperature in real time and dynamically adjust the ratio of hot and cold airflows according to the actual temperature, thereby ensuring that the battery pack 4 is always within the optimal operating temperature range, effectively extending battery life and improving its performance and safety. Second, through precise temperature control, problems such as battery performance degradation and capacity decay caused by excessively high or low temperatures can be avoided, improving the service life and reliability of the battery pack 4. In addition, this design can also optimize system energy consumption, reduce unnecessary energy waste, and improve the overall efficiency of the system. For example, in the actual operation of an electric vehicle, the temperature of the battery pack 4 will change due to different operating conditions such as vehicle acceleration, deceleration, and charging. Through the coordinated work of the first temperature sensor 6 and the proportional valves, the system can quickly respond to these changes and adjust the ratio of hot and cold airflows in a timely manner, ensuring that the battery pack 4 maintains a stable temperature under various operating conditions. In practical implementation, the first temperature sensor 6 can be installed at the air inlet of the intercooler 3. This allows for more direct monitoring of the airflow temperature entering the intercooler 3, providing the controller with a more accurate feedback signal. Simultaneously, the controller can pre-set different temperature thresholds based on the actual temperature requirements of the battery pack 4 to adapt to different operating conditions. For example, when the vehicle is traveling at high speed, the battery pack 4 generates more heat, so the upper temperature limit can be set slightly lower to ensure good heat dissipation even under high load. Conversely, when the vehicle is traveling at low speed or charging while parked, the battery pack 4 generates less heat, so the lower temperature limit can be appropriately increased to reduce unnecessary cooling energy consumption.

[0033] In one embodiment of this utility model, please refer to Figure 1 and Figure 2 The cold airflow branch 21a is equipped with a second temperature sensor 212, and the hot airflow branch 22a is equipped with a third temperature sensor 222. The second temperature sensor 212 and the third temperature sensor 222 are electrically connected to the second proportional valve 211 and the third proportional valve 221, respectively.

[0034] In this embodiment, the cold airflow branch 21a and the hot airflow branch 22a are respectively equipped with a second temperature sensor 212 and a third temperature sensor 222. The second temperature sensor 212 is installed in the cold airflow branch 21a to monitor the temperature of the cold airflow in real time; the third temperature sensor 222 is installed in the hot airflow branch 22a to monitor the temperature of the hot airflow in real time. These two temperature sensors are electrically connected to the second proportional valve 211 and the third proportional valve 221, forming a dual closed-loop control system. In specific implementation, the second temperature sensor 212 and the third temperature sensor 222 convert the detected temperature signals into electrical signals and transmit them to the controller. The controller compares the set temperature threshold with the actual detected temperatures of the cold and hot airflows, and then issues commands to adjust the opening degrees of the second proportional valve 211 and the third proportional valve 221, respectively. In the cooling system 100 of the electric vehicle battery pack 4, which has high requirements for temperature control accuracy, a high-precision platinum resistance temperature sensor can be selected, with a measurement accuracy of ±0.1℃, which can provide accurate temperature feedback for the system.

[0035] The cooling system 100 of this battery pack 4 achieves independent monitoring and precise control of the temperatures of the cold and hot airflows by installing a second temperature sensor 212 and a third temperature sensor 222 in the cold airflow branch 21a and the hot airflow branch 22a, respectively, and electrically connecting them to the second proportional valve 211 and the third proportional valve 221. This has significant beneficial effects. First, this dual closed-loop control method can simultaneously monitor the temperatures of the cold and hot airflows and dynamically adjust the flow rates according to their actual temperatures, thereby achieving precise control of the temperature of the battery pack 4. Compared with closed-loop control using a single temperature sensor, this design can more comprehensively reflect temperature changes within the system, avoid control errors caused by single sensor failure or measurement errors, and improve the reliability and stability of the system. Second, by independently monitoring the temperatures of the cold and hot airflows, the ratio of cold and hot airflows can be adjusted more precisely, further optimizing the system's energy consumption. For example, when the battery pack 4 temperature is high, the system can precisely adjust the flow rate of the cold airflow based on the actual temperature of the cold airflow, ensuring cooling effect while reducing unnecessary waste of cold airflow; conversely, when the battery pack 4 temperature is low, the system can precisely adjust the flow rate of the hot airflow based on the actual temperature of the hot airflow, ensuring heating effect while reducing unnecessary waste of hot airflow. Furthermore, this design can improve the system's response speed and control accuracy. For instance, when the battery pack 4 temperature changes rapidly, the system can quickly adjust the opening of the proportional valve based on the actual temperatures of the cold and hot airflows, responding promptly to temperature changes and ensuring that the battery pack 4 is always within its optimal operating temperature range. In specific implementation, the second temperature sensor 212 can be installed at the outlet of the cold airflow branch 21a, and the third temperature sensor 222 can be installed at the outlet of the hot airflow branch 22a. This allows for more direct monitoring of the temperatures of the cold and hot airflows entering the intercooler 3, providing more accurate feedback signals to the controller. Simultaneously, the controller can pre-set different temperature thresholds based on the actual temperature requirements of the battery pack 4 to adapt to different operating conditions. For example, when the vehicle is traveling at high speed, the battery pack 4 generates a lot of heat, so the cooling air temperature can be set slightly lower to ensure that the battery pack 4 can maintain good heat dissipation under high load; while when the vehicle is traveling at low speed or charging while parked, the battery pack 4 generates less heat, so the hot air temperature setting can be appropriately increased to reduce unnecessary cooling energy consumption.

[0036] In one embodiment of this utility model, please refer to Figure 1 and Figure 2 The battery pack 4 cooling system 100 is equipped with a first flow sensor 61. The first flow sensor 61 is located between the connection of the hot air flow branch 22a and the cold air flow branch 21a and the intercooler 3. The first flow sensor 61 is electrically connected to the second proportional valve 211 and the third proportional valve 221.

[0037] In one embodiment, a first flow sensor 61 is disposed between the connection point of the hot airflow branch 22a and the cold airflow branch 21a and the intercooler 3, for real-time monitoring of the mixed airflow flow rate. The first flow sensor 61 is electrically connected to a second proportional valve 211 and a third proportional valve 221, forming a closed-loop control system. Specifically, the first flow sensor 61 converts the detected flow signal into an electrical signal and transmits it to the controller. The controller compares the actual detected flow rate with a set flow threshold and then issues commands to adjust the opening of the second proportional valve 211 and the third proportional valve 221. For example, when the detected flow rate is lower than the set value, the controller can command the second proportional valve 211 or the third proportional valve 221 to decrease its opening to increase the flow rate of the cold or hot airflow in the cold airflow branch 21a and the hot airflow branch 22a; conversely, when the flow rate is higher than the set value, the controller can command the corresponding proportional valve to increase its opening to decrease the flow rate. This closed-loop control method ensures that the airflow rate of the intercooler 3 and the battery pack 4 is always maintained within an ideal range. In addition, the first flow sensor 61 can be of various types, such as a vortex flow sensor, an electromagnetic flow sensor, or a thermal flow sensor, to meet the needs of different accuracy and application scenarios.

[0038] The cooling system 100 of this battery pack 4 achieves precise control of the airflow in the intercooler 3 and battery pack 4 by incorporating a first flow sensor 61 and electrically connecting it to a second proportional valve 211 and a third proportional valve 221, resulting in significant benefits. Firstly, this closed-loop control method can monitor and adjust the airflow in real time, ensuring that the battery pack 4 is always within its optimal operating flow range, thereby improving the cooling efficiency and performance stability of the battery pack 4. Precise flow control avoids poor cooling due to insufficient flow or increased energy consumption due to excessive flow. Secondly, the introduction of the flow sensor provides the system with more comprehensive monitoring data, allowing the controller to dynamically adjust the opening of the proportional valves based on the actual flow, further optimizing the system's energy consumption and response speed. For example, when the battery pack 4 temperature is high, the system can precisely adjust the flow rate of the cold airflow based on the feedback from the flow sensor, ensuring cooling while reducing unnecessary cold air waste; when the battery pack 4 temperature is low, the system can precisely adjust the flow rate of the hot airflow based on the feedback from the flow sensor, ensuring heating while reducing unnecessary hot air waste. Furthermore, this design also improves the system's reliability and adaptability.

[0039] In one embodiment of this utility model, please refer to Figure 1 The air compressor 1 is also provided with a protection branch 1a at both ends. The protection branch 1a is provided with a switch valve 11, and the two ends of the switch valve 11 are respectively connected to the inlet and outlet of the air compressor 1.

[0040] In this embodiment, the air compressor 1 has protective branches 1a at both ends, and a switching valve 11 is installed on the protective branches 1a. The two ends of the switching valve 11 are connected to the inlet and outlet of the air compressor 1, respectively, forming a bypass circuit. In specific implementation, when the air compressor 1 experiences an abnormal situation (such as overload, failure, or need for maintenance), the switching valve 11 can be opened, allowing the air intake and exhaust of the air compressor 1 to be directly connected through the protective branch 1a, thereby bypassing the air compressor 1 and ensuring that the airflow in the system can continue to flow, maintaining the normal operation of the system. For example, when the air compressor 1 is overloaded, the system controller can detect the abnormal signal and automatically open the switching valve 11 to bypass the airflow from the protective branch 1a, avoiding the interruption of the system airflow due to the failure of the air compressor 1. The switching valve 11 can be a solenoid valve or a pneumatic valve, etc. Its action can be automatically controlled by the controller based on the signal feedback from the sensor, or it can be achieved through manual operation. For example, when the air compressor 1 needs maintenance, the maintenance personnel can manually open the switching valve 11 to ensure that the system can maintain the continuity of airflow during maintenance. In addition, the design of the protection branch 1a may also include a pressure sensor 7 and a flow sensor to monitor the pressure and flow of the bypass airflow in real time, ensuring that the operating status of the bypass circuit meets the system requirements.

[0041] In one embodiment of this utility model, please refer to Figure 1 and Figure 2 A pressure sensor 7 is provided between the air compressor 1 and the vortex tube 2. The pressure sensor 7, the air compressor 1, and the first proportional valve 5 are electrically connected.

[0042] In one embodiment, a pressure sensor 7 is provided between the air compressor 1 and the vortex tube 2 to monitor the airflow pressure output by the air compressor 1 in real time. The pressure sensor 7 is electrically connected to the air compressor 1 and the first proportional valve 5, forming a closed-loop control system. Specifically, the pressure sensor 7 converts the detected pressure signal into an electrical signal and transmits it to the controller. The controller compares the actual detected pressure with a set pressure threshold and then issues commands to adjust the operating state of the air compressor 1 (such as speed and power) and the opening degree of the first proportional valve 5. For example, when the detected pressure is lower than the set value, the controller can instruct the air compressor 1 to increase its speed to increase the output pressure, while simultaneously instructing the first proportional valve 5 to decrease its opening degree to increase the airflow rate; conversely, when the pressure is higher than the set value, the controller can instruct the air compressor 1 to decrease its speed to decrease the output pressure, while simultaneously instructing the first proportional valve 5 to increase its opening degree to decrease the airflow rate. This closed-loop control method ensures that the airflow pressure in the system is always maintained within an ideal range. In addition, the pressure sensor 7 can be of various types, such as piezoresistive pressure sensor 7, capacitive pressure sensor 7 or strain gauge pressure sensor 7, to meet the needs of different accuracy and application scenarios.

[0043] The cooling system 100 of this battery pack 4 achieves precise control of the system's airflow pressure by installing a pressure sensor 7 between the air compressor 1 and the vortex tube 2, and electrically connecting it to the air compressor 1 and the first proportional valve 5. This has significant beneficial effects. First, this closed-loop control method can monitor and adjust the airflow pressure in real time, ensuring that the airflow pressure in the system is always kept within the ideal range, thereby improving the stability and reliability of the cooling system 100 of the battery pack 4. By precisely controlling the pressure, poor cooling effect due to insufficient pressure or system damage due to excessive pressure can be avoided. Second, the introduction of the pressure sensor 7 provides the system with more comprehensive monitoring data, allowing the controller to dynamically adjust the operating status of the air compressor 1 and the opening of the proportional valve according to the actual pressure, further optimizing the system's energy consumption and response speed.

[0044] In one embodiment of this utility model, please refer to Figure 1 and Figure 2 A second flow sensor 71 is also provided between the air compressor 1 and the vortex tube 2. The second flow sensor 71 is used to detect the gas flow between the air compressor 1 and the vortex tube 2. The second flow sensor 71 is electrically connected to the first proportional valve 5.

[0045] In this embodiment, a second flow sensor 71 is provided between the air compressor 1 and the vortex tube 2 to detect the gas flow rate output from the air compressor 1 to the vortex tube 2 in real time. This second flow sensor 71 is electrically connected to the first proportional valve 5, forming a closed-loop control system. Specifically, the second flow sensor 71 converts the detected flow signal into an electrical signal and transmits it to the controller. The controller compares the actual detected flow rate with a set flow threshold and then issues a command to adjust the opening of the first proportional valve 5. For example, when the detected gas flow rate output from the air compressor 1 to the vortex tube 2 is lower than the set value, the controller can command the first proportional valve 5 to decrease its opening to increase the airflow; conversely, when the flow rate is higher than the set value, the controller can command the first proportional valve 5 to increase its opening to decrease the airflow. This closed-loop control method ensures that the airflow in the system is always kept within an ideal range. Furthermore, the second flow sensor 71 can be of various types, such as a vortex flow sensor, an electromagnetic flow sensor, or a thermal flow sensor, to meet the needs of different accuracy levels and application scenarios.

[0046] In one embodiment of this utility model, please refer to Figure 1 and Figure 2 The intercooler 3 has a gas inlet 31 and a gas outlet 32. The gas inlet 31 is connected to the intersection of the hot gas outlet 22 and the cold gas outlet 21, and the gas outlet 32 ​​is connected to the first proportional valve 5. There is a coolant circulation between the battery pack 4 and the intercooler 3.

[0047] In one embodiment, the intercooler 3 is designed with a gas inlet 31 and a gas outlet 32. The gas inlet 31 connects to the intersection of the hot gas outlet 22 and the cold gas outlet 21, allowing the cold and hot gas streams separated by the vortex tube 2 to mix and distribute evenly within the intercooler 3. The gas outlet 32 ​​connects to a first proportional valve 5, and the gas flow rate in the entire battery pack 4 cooling system 100 can be controlled by adjusting the opening of the first proportional valve 5. Furthermore, a coolant circulation system is provided between the battery pack 4 and the intercooler 3, where the coolant circulates between the intercooler 3 and the battery pack 4, absorbing and dissipating the heat generated by the battery pack 4. In specific implementations, the intercooler 3 can be designed as a plate or tubular structure to improve heat exchange efficiency. For example, when using a plate intercooler 3, the hot and cold gas streams flow between the staggered plates, exchanging heat through the plates; while a tubular intercooler 3 achieves heat exchange between the hot and cold gas streams through multiple parallel tubes. The coolant circulation system can be driven by a water pump 8, and the coolant can be water, ethylene glycol, or other suitable liquids. For example, in the cooling system 100 of the electric vehicle battery pack 4, the coolant can be a mixture of 50% water and 50% ethylene glycol, which has good thermal conductivity and antifreeze properties. With this design, the intercooler 3 can not only regulate the temperature by mixing hot and cold airflows, but also further optimize the temperature control of the battery pack 4 through coolant circulation.

[0048] In one embodiment of this utility model, please refer to Figure 1 and Figure 2 The battery pack 4 cooling system 100 includes a water pump 8, an intercooler 3 having a coolant inlet 33 and a coolant outlet 34, the battery pack 4 having a first inlet 41 and a first outlet 42, the first inlet 41 being connected to the coolant outlet 34, and the water pump 8 being connected to the first outlet 42 and the coolant inlet 33.

[0049] In this embodiment, the water pump 8 is a key component for coolant circulation, used to drive the coolant flow in the system. The intercooler 3 has a coolant inlet 33 and a coolant outlet 34. The battery pack 4 has a first inlet 41 and a first outlet 42 for coolant entry and exit. Specifically, the coolant outlet 34 of the intercooler 3 is connected to the first inlet 41 of the battery pack 4 through a pipe, allowing coolant to enter the battery pack 4 for cooling; the first outlet 42 of the battery pack 4 is connected to the inlet of the water pump 8 through a pipe, and the outlet of the water pump 8 is then connected to the coolant inlet 33 of the intercooler 3, forming a complete coolant circulation loop. This design achieves continuous circulation of coolant between the intercooler 3 and the battery pack 4, ensuring that the heat of the battery pack 4 can be effectively absorbed and dissipated. For example, in the electric vehicle battery pack 4 cooling system 100, a centrifugal water pump 8 can be used, and its flow rate can be adjusted according to the heat dissipation requirements of the battery pack 4. The coolant can be a water-glycol mixture with good thermal conductivity, and the intercooler 3 can adopt a high-efficiency plate heat exchanger structure to improve heat exchange efficiency. In this connection method, the coolant absorbs heat from the airflow in the intercooler 3, then enters the battery pack 4 to absorb heat generated by the battery. It then returns to the intercooler 3 via the water pump 8, completing a cycle and effectively cooling the battery pack 4. This design achieves efficient coolant circulation, ensuring that the heat from the battery pack 4 is absorbed and dissipated in a timely manner, thus maintaining the battery pack 4 within its optimal operating temperature range and improving battery performance and lifespan. Due to the coolant's high specific heat capacity and good thermal conductivity, the system can quickly respond to temperature changes in the battery pack 4, achieving precise temperature control.

[0050] The above description is merely an exemplary embodiment of the present utility model and does not limit the patent scope of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. A battery pack cooling system, characterized in that, include: Air compressor (1), vortex tube (2), intercooler (3), battery pack (4) and first proportional valve (5); The air compressor (1), the vortex tube (2), the intercooler (3) and the first proportional valve (5) are connected in sequence, and the battery pack (4) is connected to the intercooler (3); The vortex tube (2) has a hot air outlet (22) and a cold air outlet (21). The cold air outlet (21) has a cold air branch (21a) between it and the intercooler (3), and the hot air outlet (22) has a hot air branch (22a) between it and the intercooler (3). The cold air outlet (21) has a first regulating branch (21b) between it and the first proportional valve (5), and the hot air outlet (22) has a second regulating branch (22b) between it and the first proportional valve (5). The first regulating branch (21b) and the second regulating branch (22b) can regulate the gas flow rate in the hot airflow branch (22a) and the cold airflow branch (21a) to control the temperature of the intercooler (3) and the battery pack (4).

2. The battery pack cooling system as described in claim 1, characterized in that, The first regulating branch (21b) is provided with a second proportional valve (211), and the second regulating branch (22b) is provided with a third proportional valve (221). The second proportional valve (211) is used to regulate the gas flow rate in the first regulating branch (21b), and the third proportional valve (221) is used to regulate the gas flow rate in the second regulating branch (22b).

3. The battery pack cooling system as described in claim 2, characterized in that, The battery pack cooling system is provided with a first temperature sensor (6), which is located between the connection between the hot air flow branch (22a) and the cold air flow branch (21a) and the intercooler (3). The first temperature sensor (6) is electrically connected to the second proportional valve (211) and the third proportional valve (221).

4. The battery pack cooling system as described in claim 3, characterized in that, The cold airflow branch (21a) is provided with a second temperature sensor (212), and the hot airflow branch (22a) is provided with a third temperature sensor (222). The second temperature sensor (212) and the third temperature sensor (222) are electrically connected to the second proportional valve (211) and the third proportional valve (221), respectively.

5. The battery pack cooling system as described in claim 3, characterized in that, The battery pack cooling system is provided with a first flow sensor (61), which is located between the connection between the hot air flow branch (22a) and the cold air flow branch (21a) and the intercooler (3). The first flow sensor (61) is electrically connected to the second proportional valve (211) and the third proportional valve (221).

6. The battery pack cooling system as described in any one of claims 1 to 5, characterized in that, The air compressor (1) is also provided with a protection branch (1a) at both ends. The protection branch (1a) is provided with a switch valve (11). The two ends of the switch valve (11) are respectively connected to the inlet and outlet of the air compressor (1).

7. The battery pack cooling system as described in any one of claims 1 to 5, characterized in that, A pressure sensor (7) is provided between the air compressor (1) and the vortex tube (2), and the pressure sensor (7), the air compressor (1), and the first proportional valve (5) are electrically connected.

8. The battery pack cooling system as described in claim 7, characterized in that, A second flow sensor (71) is also provided between the air compressor (1) and the vortex tube (2). The second flow sensor (71) is used to detect the gas flow between the air compressor (1) and the vortex tube (2). The second flow sensor (71) is electrically connected to the first proportional valve (5).

9. The battery pack cooling system as described in any one of claims 1 to 4, characterized in that, The intercooler (3) has a gas inlet (31) and a gas outlet (32). The gas inlet (31) is connected to the intersection of the hot gas outlet (22) and the cold gas outlet (21). The gas outlet (32) is connected to the first proportional valve (5). There is a coolant circulation between the battery pack (4) and the intercooler (3).

10. The battery pack cooling system as described in claim 9, characterized in that, The battery pack cooling system includes a water pump (8), the intercooler (3) has a coolant inlet (33) and a coolant outlet (34), the battery pack (4) has a first inlet (41) and a first outlet (42), the first inlet (41) is connected to the coolant outlet (34), and the water pump (8) is connected to the first outlet (42) and the coolant inlet (33).

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