New energy vehicle battery thermal management system

Abstract

The utility model discloses a new energy vehicle battery heat management system, including the heat exchange box, and the heat exchange box is connected with the high temperature component in the car through the heat absorption device, the vehicle air conditioner has the second air outlet, and the import of heat exchange box is connected the air outlet of circulating fan through the circulation pipeline, and the import of heat exchange box is connected the second air outlet of vehicle air conditioner through the ventilation pipeline, the battery package is located in the ventilation box, and the air inlet of circulating fan is connected with the first two three way electromagnetic valve through the circulation pipeline, and the first two three way electromagnetic valve selectively connects the filter or the export of ventilation box, the pipeline connection between the first two three way electromagnetic valve and the export of ventilation box has the second two three way electromagnetic valve, and the second two three way electromagnetic valve selectively communicates the discharge position or the first two three way electromagnetic valve, and the export of heat exchange box is connected the import of ventilation box through the pipeline, the utility model discloses through the full use of the heat of automobile existing components such as drive motor and the cold of vehicle air conditioner, regulates and controls the battery package temperature, saves the cost of additional refrigeration system, and the cost and energy consumption are reduced significantly.

Description

Technical Field

[0001] This utility model relates to a thermal management technology for new energy vehicle batteries, which is particularly suitable for medium and low power density battery packs. Background Technology

[0002] Electric vehicles are among the most important new energy vehicles, and they cannot function without battery packs. Lithium-ion batteries have advantages such as high energy density, long cycle life, and light weight, and are currently the mainstream power batteries, widely used in pure electric vehicles and hybrid electric vehicles.

[0003] Lithium-ion batteries are highly sensitive to ambient temperature. Their safe operating temperature range is -10°C to 50°C, with the optimal operating temperature being room temperature (25°C). Excessive battery temperature intensifies the thermal reaction, reducing battery life and increasing the risk of thermal runaway.

[0004] Low battery temperature can lead to reduced battery capacity and a significant drop in battery performance. The severe reduction in the range of electric vehicles in winter has become one of the hot issues for new energy vehicles.

[0005] Therefore, effective thermal management of new energy vehicle batteries is necessary to ensure that the power battery operates within a suitable temperature range and avoids excessively high or low temperatures. In summer or high-temperature regions, the goal of thermal management is to reduce temperature; in winter or low-temperature regions, the goal is to raise and maintain the operating temperature of key components within the range required for optimal performance through active heating and passive insulation, thereby ensuring system efficiency and reliability. Of course, even in winter, the power battery may require cooling under conditions such as high-speed driving, rapid acceleration, prolonged hill climbing, and frequent fast charging.

[0006] Currently, the mainstream thermal management system that can both heat up and cool down is the direct-cooling water-cooling thermal management system, which consists of two parts: a cooling and heating system and a battery temperature control circulation system. The two parts share a heat exchanger. The heat output end of the cooling and heating system and the heat input end of the battery temperature control circulation system are both located in the heat exchanger and exchange heat with each other.

[0007] The refrigeration and heating system includes a compressor, condenser, throttling device, and evaporator that are circulated through refrigerant pipelines; in summer, the heat output end of the refrigeration and heating system acts as an evaporator to output cooling capacity, and in winter, the heat output end of the refrigeration and heating system acts as a condenser to output heat capacity.

[0008] The battery temperature control circulation system includes a circulation pipeline connecting the heat exchanger (the heat input end of the battery temperature control circulation system) and the battery pack. The circulation pipeline contains a heat transfer liquid and is equipped with a circulation pump.

[0009] The existing direct-cooling and water-cooling thermal management systems mentioned above are not only numerous and complex, but also occupy a large amount of installation space in the vehicle, posing challenges to vehicle layout design. Furthermore, the compressors in these systems must operate for both heating and cooling, consuming a significant amount of energy. In addition, any liquid leakage is not only extremely troublesome to maintain, but may also damage other components inside the vehicle. Utility Model Content

[0010] The purpose of this utility model is to provide a thermal management system for batteries in new energy vehicles, eliminating the need for a separate cooling and heating system. The battery pack temperature is regulated by using temperature sensors and the vehicle's ECU, along with the vehicle's air conditioning or high-temperature components.

[0011] To achieve the above objectives, the present invention provides a new energy vehicle battery thermal management system for regulating the battery pack temperature of an electric vehicle. The electric vehicle includes an onboard air conditioner, a battery pack, an onboard ECU, and an onboard power supply module connected to the battery pack. The onboard air conditioner has an air inlet and a first air outlet, with the first air outlet leading to the interior space of the vehicle. The electric vehicle has high-temperature components, which are drive motors and / or engines. A battery temperature sensor is installed at the battery pack. It also includes a heat exchange box, which is connected to the high-temperature components through a heat absorption device; The vehicle air conditioner has a second air outlet. The inlet of the heat exchange box is connected to the air outlet of the circulating fan through a circulation pipe. The inlet of the heat exchange box is connected to the second air outlet of the vehicle air conditioner through a ventilation pipe. The battery pack is located inside a ventilation box, which has an inlet at one end and an outlet at the opposite end. The air inlet of the circulating fan is connected to a first two-position three-way solenoid valve via a circulation pipeline. The first two-position three-way solenoid valve selectively connects to the outlet of the filter or the ventilation box, and the filter is open to the atmosphere. A second two-position three-way solenoid valve is connected to the pipeline between the first two-position three-way solenoid valve and the outlet of the ventilation box. The second two-position three-way solenoid valve selectively connects to the discharge position or the first two-position three-way solenoid valve. The discharge position is either the atmosphere or the vehicle compartment. The outlet of the heat exchanger is connected to the inlet of the ventilation box via a pipeline. The vehicle air conditioner, vehicle power supply module, battery temperature sensor, battery pack, battery temperature sensor, circulating fan, first two-position three-way solenoid valve and second two-position three-way solenoid valve are all connected to the vehicle ECU.

[0012] The heat absorption device includes a finned plate installed inside a heat exchange box. The finned plate is connected to a heat pipe assembly. The heat pipes of the heat pipe assembly are arranged together, exiting the heat exchange box and connecting to a high-temperature component. Each heat pipe of the heat pipe assembly is equipped with a miniature solenoid valve for closing the heat pipe. Each miniature solenoid valve is connected to the vehicle ECU. A ventilation solenoid valve is installed on the ventilation duct and is connected to the vehicle ECU.

[0013] The ventilation box below the battery pack forms an air intake chamber, and the ventilation box above the battery pack forms an air outlet chamber; The inlet of the ventilation box is located at one end of the air inlet cavity, which is called the inlet end of the air inlet cavity, and the opposite end of the air inlet cavity is called the far end of the inlet cavity. The cross-sectional area of ​​the air inlet cavity decreases linearly from the inlet end to the far end of the inlet cavity. The air outlet cavity is symmetrically arranged with respect to the center of the air inlet cavity.

[0014] The filter contains an ambient temperature sensor, which is connected to the vehicle's ECU.

[0015] This invention is particularly suitable for use with low to medium power density battery packs. For higher power density battery packs, this invention should be used in conjunction with a battery BMS to limit the charging and discharging power.

[0016] This utility model has the following advantages: This invention features a simple structure. In winter, when heating the battery pack is required, the heat from high-temperature components inside the vehicle, such as the drive motor or engine, can be utilized in conjunction with the circulating air from the fan to heat the battery pack. If the heat from these components is insufficient to heat the battery pack to the desired temperature, the vehicle's air conditioning can be turned on to deliver warm air to the heat exchanger. This combined heating of the battery pack by the high-temperature components and the air conditioning system saves energy while meeting the heating needs. In summer, when cooling the battery pack is required, the fan can be turned off, and the air conditioning system can deliver cool air to the heat exchanger. The cool air then enters the battery pack, thus cooling it. Neither of these heating nor cooling processes necessitates a separate refrigeration system. This eliminates the need for a separate refrigeration system, resulting in more spacious interior space. This allows for the installation of more components, such as aftertreatment devices, alleviating the growing confinement of interior space as the number of components increases with technological advancements.

[0017] The heat pipe assembly boasts high heat transfer efficiency, effectively transferring heat from high-temperature vehicle components to the finned plates. Gas flowing through the heat exchanger then carries the heat from the finned plates to the battery pack. By fully utilizing the heat from the vehicle's high-temperature components, it significantly saves energy when heating the battery pack, serving the dual purpose of heating the battery pack and cooling high-temperature components. In summer, when battery pack heating is not required, the onboard ECU shuts off the micro-solenoid valves to prevent the heat pipes from heating the finned plates.

[0018] The cross-sectional area of ​​the air inlet cavity decreases linearly from the inlet end to the far end of the inlet. The air outlet cavity is symmetrically set with the center of the air inlet cavity. This setting is to make the flow resistance in all parts of the battery pack more uniform, so that the airflow passing through all parts of the battery pack is more uniform, and to avoid large temperature differences in all parts of the battery pack due to uneven airflow.

[0019] In winter, when there is ample sunshine, the near-ground temperature may be relatively high, which could potentially heat the battery pack. In spring and autumn, when the battery pack requires temperature regulation (for example, parking in sunny conditions may cause the battery pack to overheat), the ambient temperature during driving is often sufficient to meet the battery pack's temperature regulation needs.

[0020] The inclusion of an ambient temperature sensor facilitates monitoring of the surrounding environment. When ambient air temperature is suitable for cooling or heating the battery pack, it can be used directly, which is both convenient and energy-saving.

[0021] In summary, this invention, when installed on a pure electric vehicle or hybrid vehicle, fully utilizes the heat (heat from the drive motor and / or engine, as well as the vehicle's air conditioning) and cooling (cooling) of essential automotive components to regulate the battery pack temperature, saving the cost of an additional cooling system. Compared to battery pack temperature control technologies that do not utilize the heat and cooling of essential automotive components, this invention significantly reduces energy consumption. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the structure of this utility model.

[0023] Figure 2 This is a schematic diagram of the electrical control structure of this utility model. Detailed Implementation

[0024] like Figure 1 and Figure 2 As shown, the new energy vehicle battery thermal management system of this utility model is used to regulate the battery pack temperature of an electric vehicle. The electric vehicle has an on-board air conditioner 1, a (power) battery pack 2, an on-board ECU 3, and an on-board power supply module 25 connected to the battery pack 2. The on-board ECU 3 is connected to the on-board power supply module 25. The on-board air conditioner 1 has an air inlet 24 and a first air outlet 10, with the first air outlet 10 leading to the interior space of the vehicle. The electric vehicle has a high-temperature component 23, which is a drive motor and / or an engine (hybrid vehicles have an engine). A battery temperature sensor 4 is provided at the battery pack 2. The battery temperature sensor 4 can be a set of temperature sensors. The on-board ECU 3 is connected to the central control screen 5. The on-board ECU 3 can obtain the temperature inside the vehicle from the on-board air conditioner 1.

[0025] It also includes a heat exchange box 6, which is connected to the high-temperature component 23 via a heat absorption device; The vehicle air conditioner 1 has a second air outlet 11. The inlet of the heat exchange box 6 is connected to the air outlet of the circulating fan 8 through the circulation pipe 7. The inlet of the heat exchange box 6 is connected to the second air outlet 11 of the vehicle air conditioner 1 through the ventilation pipe 9. The circulating fan 8 is preferably a variable frequency circulating fan, which can adjust its airflow as needed.

[0026] The battery pack 2 is located inside the ventilation box 12, which has an inlet at one end and an outlet at the opposite end. The air inlet of the circulating fan 8 is connected to a first two-position three-way solenoid valve 13 via a circulation pipe 7. The first two-position three-way solenoid valve 13 selectively connects to the outlet of the filter 15 or the ventilation box 12. The filter 15 is open to the atmosphere. A second two-position three-way solenoid valve 14 is connected to the pipe between the first two-position three-way solenoid valve 13 and the outlet of the ventilation box 12. The second two-position three-way solenoid valve 14 selectively connects to the discharge location or the first two-position three-way solenoid valve 13. The discharge location is either the atmosphere or the passenger compartment (passenger compartment return air duct). Discharge to the passenger compartment is only permitted under heating conditions (conditions where the battery pack 2 requires heating) and when the battery temperature is normal. The normal temperature range of the battery is given in the cell manufacturer's datasheet, such as 0~45°C. When the temperature falls within this range, air can be selectively directed to the passenger compartment (not necessarily to the passenger compartment) according to system requirements for air circulation but not directly to the occupants. Airflow to the passenger compartment is not permitted when the temperature exceeds this range. Designers can design more specific threshold ranges or conditions for air delivery to the passenger compartment, such as 22±4°C.

[0027] The outlet of the heat exchange box 6 is connected to the inlet of the ventilation box 12 via a pipeline; the vehicle air conditioner 1, vehicle power supply module 25, battery temperature sensor 4, battery pack 2, battery temperature sensor 4, circulating fan 8, first two-position three-way solenoid valve 13 and second two-position three-way solenoid valve 14 are all connected to the vehicle ECU 3.

[0028] This invention features a simple structure. In winter, when heating the battery pack 2 is required, the heat from high-temperature components 23 inside the vehicle, such as the drive motor or engine, can be utilized in conjunction with the circulating air from the circulating fan 8 to heat the battery pack 2. If the heat from the high-temperature components 23 is insufficient to heat the battery pack 2 to the predetermined temperature, the vehicle air conditioner 1 can be turned on to deliver warm air to the heat exchanger. The high-temperature components 23 and the vehicle air conditioner 1 work together to heat the battery pack 2, saving energy while meeting the heating needs. In summer, when cooling the battery pack 2 is required, the circulating fan 8 can be turned off, and the vehicle air conditioner 1 can deliver cold air to the heat exchanger. The cold air then enters the battery pack 2 after passing through the heat exchanger, thus cooling the battery pack 2. Neither of the heating nor cooling processes necessitates a separate refrigeration system (although a separate refrigeration system can be provided as a redundancy backup). Saving on a separate refrigeration system results in more spacious interior space, better accommodating the needs of installing more components such as aftertreatment devices, and alleviating the increasingly cramped interior space that has become with the increasing number of components during technological development.

[0029] The heat absorption device includes a finned plate 16 disposed within a heat exchange box 6. The finned plate 16 is connected to a heat pipe assembly 17 (bundled heat pipes). The heat pipes of the heat pipe assembly 17 are arranged together, exiting the heat exchange box 6 and connecting to a high-temperature component 23. Each heat pipe in the heat pipe assembly 17 is equipped with a miniature solenoid valve 18 for shutting off the heat pipe ("shutting off the heat pipe" means cutting off the flow of the working fluid within the heat pipe). Each miniature solenoid valve 18 is connected to the vehicle-mounted ECU 3. To avoid visual clutter, the attached drawings distinguish the closely arranged heat pipes of the heat pipe assembly with spacing to prevent the lines from becoming tangled and difficult to identify. Furthermore, only three heat pipes are shown in the attached drawings (more will make the drawing cluttered); in practice, more heat pipes are usually required.

[0030] A ventilation solenoid valve 19 is installed on the ventilation duct 9, which allows the vehicle air conditioner 1 to supply air to the passenger compartment independently when it is not necessary to cool the battery but the vehicle air conditioner 1 needs to supply air to the passenger compartment. The ventilation solenoid valve 19 is connected to the vehicle ECU 3.

[0031] The heat pipe assembly 17 has high heat transfer efficiency, effectively transferring heat from the high-temperature components 23 of the vehicle to the finned plate 16. The gas flowing through the heat exchange box 6 carries the heat from the finned plate 16 to the battery pack 2. Because it fully utilizes the heat from the high-temperature components 23, it saves energy when heating the battery pack 2, serving the dual purpose of heating the battery pack 2 and cooling the high-temperature components 23. In summer, when heating the battery pack 2 is not required, the onboard ECU 3 closes each micro-solenoid valve 18 to prevent the heat pipes from heating the finned plate 16. Specifically, the heat-absorbing end of the heat pipe assembly 17 is tightly attached to the motor housing using thermally conductive silicone and / or metal clamps to maintain good thermal conductivity under vehicle vibration conditions. The ventilation box 12 below the battery pack 2 forms an air inlet chamber 20, and the ventilation box 12 above the battery pack 2 forms an air outlet chamber 21. The inlet of the ventilation box 12 is located at one end of the air inlet cavity 20, which is referred to as the inlet end of the air inlet cavity 20, and the opposite end of the air inlet cavity 20 is referred to as the far end of the inlet. The cross-sectional area of ​​the air inlet cavity 20 decreases linearly from the inlet end to the far end of the inlet. The air outlet cavity 21 is symmetrically arranged with respect to the air inlet cavity 20. The design of the linearly decreasing cross-sectional area of ​​the air inlet cavity means that the flow cross-sectional area along the airflow direction gradually decreases, thereby compensating for the pressure drop along the flow path and making the air velocity at each battery module more uniform. Specifically, the linearly decreasing cross-sectional area of ​​the air inlet cavity 20 from the inlet end to the far end of the inlet, and the symmetrical arrangement of the air outlet cavity 21 with respect to the air inlet cavity 20, is to make the flow resistance at all parts of the battery pack 2 more uniform, so that the airflow passing through all parts of the battery pack 2 is more uniform, and to avoid large temperature differences at all parts of the battery pack 2 due to uneven airflow.

[0032] The filter 15 contains an ambient temperature sensor 22, which is connected to the vehicle ECU 3.

[0033] The ambient temperature sensor 22, the first two-position three-way solenoid valve 13, the second two-position three-way solenoid valve 14, the circulating fan 8, the drive motor, the miniature solenoid valve 18, the vehicle air conditioner 1, and the battery temperature sensor 4 are all connected to the vehicle power supply module.

[0034] In winter, when there is ample sunshine, the near-ground temperature may be relatively high, and the air temperature may be used to heat battery pack 2. In spring and autumn, when battery pack 2 requires temperature regulation (for example, parking in a sunny environment may cause battery pack 2 to overheat), the ambient temperature during driving can often meet the needs of battery pack 2 for temperature regulation.

[0035] The ambient temperature sensor 22 is designed to easily monitor the ambient temperature. When the ambient temperature is suitable for cooling or heating the battery pack 2, the ambient air can be used directly, which is both convenient and energy-saving.

[0036] In summary, this utility model, when installed on a pure electric vehicle or hybrid vehicle, achieves the purpose of regulating the temperature of the battery pack 2 by fully utilizing the heat (heat of the drive motor and / or the engine, as well as the vehicle air conditioner 1) and cooling capacity (vehicle air conditioner 1) of the vehicle's essential components, thus saving the cost of an additional cooling system. Compared with battery pack temperature regulation technologies that do not utilize the heat and cooling capacity of the vehicle's essential components, it obviously reduces energy consumption.

[0037] Typically, a room temperature of around 25°C is the optimal operating temperature for a power battery, but the specific specifications in the vehicle's manual should be consulted. The drive motor operates at a higher temperature, usually around 55°C, and even higher under heavy loads. The engine temperature in hybrid vehicles is around 95°C, so these temperatures can be used to heat the battery pack in winter.

[0038] The vehicle ECU coordinates and controls the operation of the circulating fan 8 and the vehicle air conditioner 1 to ensure stable airflow. For example, when the vehicle ECU determines that the battery heating rate is insufficient (such as when the battery temperature sensor detects a heating rate of <2℃ / min), it can simultaneously turn on the circulating fan and the vehicle air conditioner's heating mode to increase the heating rate; under normal cooling or heating conditions, it controls the two to operate in an exclusive manner, using only a single air source to avoid airflow interference.

[0039] In use, this utility model can be controlled by the vehicle ECU3 according to the set temperature conditions, or it can be manually controlled by the driver on the central control screen 5.

[0040] When heating the battery pack 2 is required in winter, the circulating fan 8 is turned on, connecting the first two-position three-way solenoid valve 13 to the outlet of the ventilation box 12 via the second two-position three-way solenoid valve 14. The onboard ECU 3 opens each micro solenoid valve 18, transferring heat from the drive motor (or simultaneously the engine) to the finned plates 16 in the heat exchange box 6 via the heat pipe assembly 17. If the ambient temperature detected by the ambient temperature sensor 22 is higher than the battery pack 2 temperature (this is a low-probability event, but it is possible, such as starting the vehicle in sunlight or entering a building), the first two-position three-way solenoid valve 13 selectively connects to the filter 15, drawing in ambient air; simultaneously, the second two-position three-way solenoid valve 14 selectively connects to the exhaust position, which is the atmosphere (ambient air). The air enters through the filter 15, passes through the circulating fan 8 into the heat exchange box 6, is heated by the finned plates 16 and the heat pipe assembly 17, enters the ventilation box 12 to heat the battery pack 2, and is finally discharged into the environment. Of course, in winter, the vehicle air conditioner 1 is often turned on. If the temperature at the battery temperature sensor 4 is higher than the driver's set target temperature inside the vehicle, the discharge position of the second two-position three-way solenoid valve 14 can be set to the interior space of the vehicle. When the heat from the high-temperature component 23 is insufficient to heat the battery pack 2 to the predetermined temperature, the vehicle air conditioner 1 and the ventilation solenoid valve 19 can be turned on, allowing the second air outlet 11 of the vehicle air conditioner 1 to supply air to the heat exchange box 6, while simultaneously stopping the circulating fan 8. Utilizing the winter characteristic that the outlet temperature of the vehicle air conditioner 1 is higher than the ambient temperature, the temperature of the airflow heated by the finned plate 16 is increased to meet the heating requirements of the battery pack 2. At this time, the discharge position is prioritized to the interior of the vehicle, allowing the vehicle air conditioner 1 to form a complete circulating airflow.

[0041] When cooling of the battery pack 2 is required in summer, close all micro solenoid valves 18 to cut off the convection path of each heat pipe, so that the heat of the high-temperature component 23 is no longer transferred to the finned plate 16. Turn on the vehicle air conditioner 1 and the ventilation solenoid valve 19 to supply air to the heat exchange box 6 through the second air outlet 11 of the vehicle air conditioner 1; make the exhaust position atmospheric to prevent the overheated airflow from causing the temperature inside the vehicle to be too high.

[0042] In spring and autumn, the driver can observe the signal of the ambient temperature sensor 22. When the ambient temperature can meet the battery's temperature regulation requirements (this situation also occurs in winter and summer with a small probability), there is no need to turn on the vehicle air conditioner 1. The circulating fan 8 draws in ambient air through the filter 15 and uses the ambient gas to regulate the battery temperature, thereby further reducing energy consumption.

[0043] The above embodiments are only used to illustrate and not limit the technical solutions of this utility model. Although the utility model has been described in detail with reference to the above embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the utility model without departing from the spirit and scope of the utility model. Any modifications or partial substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A new energy vehicle battery thermal management system for regulating the battery pack temperature of an electric vehicle; the electric vehicle has an on-board air conditioner, a battery pack, an on-board ECU, and an on-board power supply module connected to the battery pack; the on-board air conditioner has an air inlet and a first air outlet, the first air outlet leading to the interior space of the vehicle compartment; the electric vehicle has high-temperature components, which are drive motors and / or engines; a battery temperature sensor is installed at the battery pack. Its features are: It also includes a heat exchange box, which is connected to the high-temperature components through a heat absorption device; The vehicle air conditioner has a second air outlet. The inlet of the heat exchange box is connected to the air outlet of the circulating fan through a circulation pipe. The inlet of the heat exchange box is connected to the second air outlet of the vehicle air conditioner through a ventilation pipe. The battery pack is located inside a ventilation box, which has an inlet at one end and an outlet at the opposite end. The air inlet of the circulating fan is connected to a first two-position three-way solenoid valve via a circulation pipeline. The first two-position three-way solenoid valve selectively connects to the outlet of the filter or the ventilation box, and the filter is open to the atmosphere. A second two-position three-way solenoid valve is connected to the pipeline between the first two-position three-way solenoid valve and the outlet of the ventilation box. The second two-position three-way solenoid valve selectively connects to the discharge position or the first two-position three-way solenoid valve. The discharge position is either the atmosphere or the vehicle compartment. The outlet of the heat exchanger is connected to the inlet of the ventilation box via a pipeline. The vehicle air conditioner, vehicle power supply module, battery temperature sensor, battery pack, circulating fan, first two-position three-way solenoid valve and second two-position three-way solenoid valve are all connected to the vehicle ECU.

2. The new energy vehicle battery thermal management system according to claim 1, characterized in that: The heat absorption device includes a finned plate installed inside a heat exchange box. The finned plate is connected to a heat pipe assembly. The heat pipes of the heat pipe assembly are arranged together, exiting the heat exchange box and connecting to a high-temperature component. Each heat pipe of the heat pipe assembly is equipped with a miniature solenoid valve for closing the heat pipe. Each miniature solenoid valve is connected to the vehicle ECU. A ventilation solenoid valve is installed on the ventilation duct and is connected to the vehicle ECU.

3. The new energy vehicle battery thermal management system according to claim 1, characterized in that: The ventilation box below the battery pack forms an air intake chamber, and the ventilation box above the battery pack forms an air outlet chamber; The inlet of the ventilation box is located at one end of the air inlet cavity, which is called the inlet end of the air inlet cavity, and the opposite end of the air inlet cavity is called the far end of the inlet cavity. The cross-sectional area of ​​the air inlet cavity decreases linearly from the inlet end to the far end of the inlet cavity. The air outlet cavity is symmetrically arranged with respect to the center of the air inlet cavity.

4. The new energy vehicle battery thermal management system according to any one of claims 1 to 3, characterized in that: The filter contains an ambient temperature sensor, which is connected to the vehicle's ECU.

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