Battery system and vehicle

Abstract

The application provides a battery system and a vehicle, comprising a battery and a heat dissipation pipeline, the battery comprises a plurality of electrically connected battery modules, the plurality of battery modules are arranged at intervals, the heat dissipation pipeline comprises a plurality of heat dissipation sections, the plurality of heat dissipation sections are arranged at intervals, the battery modules are arranged between adjacent heat dissipation sections, and the inlet of the heat dissipation section is used for receiving airflow generated when the vehicle runs. The battery system provided by the application can uniformly cool the battery modules through the plurality of heat dissipation sections, and the airflow formed when the vehicle runs is used as a cold source, so that no additional energy consumption is needed, cost is saved, and the complexity of the system is reduced.

Description

Technical Field

[0001] This application belongs to the field of battery technology, and more specifically, relates to a battery system and a vehicle. Background Technology

[0002] As energy storage components, batteries are responsible for powering vehicles (such as new energy vehicles or hybrid vehicles). Battery performance and lifespan significantly impact the overall performance of these vehicles. Batteries generate heat during operation; if they are not properly cooled or dissipated, prolonged exposure to high temperatures will severely affect their lifespan and charging / discharging efficiency, and may even compromise the safety of the entire vehicle. Utility Model Content

[0003] The purpose of this application is to provide a battery system and a vehicle to achieve a battery heat dissipation effect.

[0004] To achieve the above objectives, the technical solution adopted in this application is: to provide a battery system, including a battery, including multiple electrically connected battery modules, wherein the multiple battery modules are arranged at intervals; and

[0005] The heat dissipation pipe includes multiple heat dissipation sections, which are arranged at intervals. The battery module is provided between adjacent heat dissipation sections, and the inlet of each heat dissipation section is used to receive the airflow generated when the vehicle is in motion.

[0006] Furthermore, a regulating valve is provided at the inlet of the heat dissipation section.

[0007] Furthermore, the heat dissipation pipe also includes a main inlet section, which is connected to one end of each of the heat dissipation sections, and the inlet of the main inlet section is used to receive the airflow generated when the vehicle is in motion.

[0008] Furthermore, a regulating valve is provided at the outlet of the main inlet section.

[0009] Furthermore, the battery system also includes an air guide structure, which is movably disposed at the inlet of the main inlet section and is used to control the opening and closing amount of the inlet of the main inlet section.

[0010] Furthermore, the battery system also includes a cooling fluid supplier, which releases cooling fluid into the main inlet section according to control commands.

[0011] Furthermore, the cooling fluid supplier is an atomizing device or a compressor; the outlet of the compressor is connected to the main inlet section.

[0012] Furthermore, the diameter of each heat dissipation section is gradually increased from the inlet end near the main inlet section to the inlet end away from the main inlet section.

[0013] Furthermore, the main inlet section includes a first pipe and a second pipe, the second pipe is connected to one end of each of the heat dissipation sections, the outlet of the first pipe is connected to the middle area of ​​the second pipe, and the inlet of the first pipe is used to receive the airflow generated when the vehicle is in motion.

[0014] The diameter of each heat dissipation section is gradually increased along the length of the second tube from the position closest to the first tube toward the two ends furthest from the first tube.

[0015] Furthermore, the outlet of the heat dissipation section is positioned facing the top of the battery, and a filter element is provided at the outlet of the heat dissipation section;

[0016] Alternatively, the heat dissipation section may be bent and its outlet may face the battery;

[0017] Alternatively, the heat dissipation pipe may also include a main air outlet pipe connecting the other end of each of the heat dissipation sections.

[0018] Furthermore, the battery system also includes a plurality of first heat-conducting sheets, one end of which is attached to the battery and the other end of which is connected to the outer wall of the heat dissipation section.

[0019] Furthermore, the battery system also includes multiple heat sinks, multiple first heat conduction strips, and multiple second heat conduction strips. The multiple heat sink arrays are arranged between each heat dissipation module. The first heat conduction strips are embedded in the heat sinks along the transverse direction of the heat sinks, and the second heat conduction strips are embedded in the heat sinks along the height direction of the heat sinks.

[0020] Furthermore, the battery system also includes multiple air collection pipes, which are arranged in an array.

[0021] The air collection duct has an air collection port and an air outlet, and the inlets of at least two of the heat dissipation sections are connected to the air outlet. The air collection port is used to amplify the airflow generated when the vehicle is in motion.

[0022] Furthermore, the battery system also includes a thermoelectric module, the hot end of which is connected to the inner wall of the heat dissipation section.

[0023] Furthermore, the battery system also includes multiple partitions, which are fitted onto the outside of the battery module.

[0024] Furthermore, the battery system also includes a plurality of second heat sinks and second heat conduction sheets, the plurality of second heat sinks being spaced apart on the top surface of the battery module, the second heat conduction sheets being connected to the inner wall of the partition, the second heat conduction sheets extending toward the second heat sinks and passing through the partition to connect with the second heat sinks.

[0025] Furthermore, it includes a heat-conducting component and a plurality of first heat-conducting sheets, one end of which is attached to the battery and the other end of which is connected to the outer wall of the heat dissipation section; the heat-conducting component is disposed on each of the first heat-conducting sheets in a direction perpendicular to the first heat-conducting sheets; when the heat-conducting component and the plurality of first heat-conducting sheets are disposed through the partition, the partition is provided with a corresponding through hole and the through connection is sealed.

[0026] Another objective of this application is to provide a vehicle, including a main structure and a battery system as described above, wherein the battery system is mounted on the main structure.

[0027] Furthermore, the battery system extends at least partially beyond the main structure, and heat dissipation fins are connected to the outer wall of the battery system located outside the main structure.

[0028] Furthermore, a fireproof component is provided on the side of the main structure adjacent to the battery system. When the fireproof component detects that the battery system is at a predetermined temperature, it at least partially shields and encloses the battery system.

[0029] Furthermore, the system includes a fire extinguisher, which includes at least two nozzles, or one nozzle of the fire extinguisher includes at least two output ports, and each output port is provided with an on / off valve; one nozzle or one output port is connected to a nozzle; another nozzle or one output port is located adjacent to the battery system; and an additional nozzle or output port of the fire extinguisher is located adjacent to an ignition point in the main structure.

[0030] Furthermore, the heat dissipation fins extend along the main structure with a predetermined area.

[0031] The beneficial effects of the battery system and vehicle provided in this application are as follows: Compared with the prior art, the battery system of this application embodiment, by setting up heat dissipation pipes, including multiple heat dissipation sections, with battery modules arranged between adjacent heat dissipation sections, effectively removes the heat generated during battery operation by dissipating heat from the battery modules through multiple heat dissipation sections, and can ensure that each battery module can be cooled more uniformly, avoiding the occurrence of local overheating, improving the safety and stability of the battery, maintaining the battery's service life and charging and discharging effect, and improving the safety of the entire vehicle; the inlet of the heat dissipation section is used to receive the airflow generated when the vehicle is in motion. By using the airflow generated when the vehicle is in motion as a cold source, no additional energy consumption or complex mechanical devices are required to drive the heat dissipation system, saving energy costs and reducing the complexity of the system. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of this application, 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 application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 This is a schematic diagram of the battery system provided in an embodiment of this application;

[0034] Figure 2 A cross-sectional view of a battery system provided in an embodiment of this application;

[0035] Figure 3 This is an exploded view of the battery system provided in an embodiment of this application;

[0036] Figure 4 This is a schematic diagram of the battery system provided in an embodiment of this application;

[0037] Figure 5 This is a schematic diagram of the battery system provided in an embodiment of this application;

[0038] Figure 6 This is a schematic diagram of the internal structure of the battery system provided in an embodiment of this application;

[0039] Figure 7 This is a schematic diagram of the battery system provided in an embodiment of this application;

[0040] Figure 8 This is a schematic diagram of the internal structure of the battery system provided in an embodiment of this application;

[0041] Figure 9 This is a schematic diagram of the battery system provided in an embodiment of this application;

[0042] Figure 10 A schematic diagram of the cooperation structure between the heat dissipation section and the air collection pipe provided in the embodiments of this application;

[0043] Figure 11 A schematic diagram of the cooperation structure between the heat dissipation section and the air collection pipe provided in the embodiments of this application;

[0044] Figure 12 A schematic diagram of the cooperation structure between the heat dissipation section and the air collection pipe provided in the embodiments of this application;

[0045] Figure 13 A schematic diagram of the cooperation structure between the heat dissipation section and the air collection pipe provided in the embodiments of this application;

[0046] Figure 14 This is a schematic diagram of the battery system provided in an embodiment of this application;

[0047] Figure 15 This is a schematic diagram of the internal structure of the battery system provided in an embodiment of this application;

[0048] Figure 16 This is a schematic diagram of the battery system provided in an embodiment of this application;

[0049] Figure 17 A cross-sectional view of a battery system provided in an embodiment of this application;

[0050] Figure 18 This is a schematic diagram of the battery system provided in an embodiment of this application;

[0051] Figure 19 This is a schematic diagram of the battery system provided in an embodiment of this application;

[0052] Figure 20 A schematic diagram of the structure of the vehicle provided in the embodiments of this application;

[0053] Figure 21 A schematic diagram of the structure of the vehicle provided in the embodiments of this application;

[0054] Figure 22 This is a schematic diagram of the battery system provided in an embodiment of this application;

[0055] Figure 23 This is a schematic diagram of the open state of the pressure relief valve of the battery system provided in the embodiments of this application;

[0056] Figure 24 A schematic diagram of the structure of a vehicle provided in an embodiment of this application;

[0057] Figure 25 This is a schematic diagram of the battery system provided in an embodiment of this application;

[0058] Figure 26 This is a schematic diagram of the internal structure of the battery system provided in an embodiment of this application;

[0059] Figure 27 A cross-sectional view of a battery system provided in an embodiment of this application;

[0060] Figure 28 A schematic diagram of the structure of a vehicle provided in an embodiment of this application;

[0061] Figure 29 This is a schematic diagram of the internal structure of the main inlet section provided in an embodiment of this application;

[0062] Figure 30 This is a schematic diagram of the internal structure of the heat dissipation section provided in an embodiment of this application;

[0063] Figure 31 A cross-sectional schematic diagram of the heat dissipation section provided in an embodiment of this application;

[0064] Figure 32 This is a schematic diagram of the internal structure of the heat dissipation section provided in an embodiment of this application.

[0065] Figure 33 This is a schematic diagram of the structure of a fire extinguisher provided in an embodiment of this application.

[0066] Figure 34 This is a schematic diagram of the heat dissipation fins arranged on the main structure according to an embodiment of this application.

[0067] The following are the labeling elements in the figure:

[0068] 100. Battery system; 10. Battery; 11. Battery module; 20. Heat dissipation pipe; 21. Heat dissipation section; 22. Main inlet section; 221. First pipe; 222. Second pipe; 23. Main outlet pipe; 24. Ventilation duct; 25. Collector pipe; 251. Collector outlet; 31. Air guide structure; 33. Atomizing device; 41. First heat conduction fin; 42. Heat dissipation fin; 43. Wind deflector; 44. First heat dissipation fin; 45. Heat dissipation plate; 46. First heat conduction strip; 47. Second heat conduction strip; 48. Second heat dissipation fin; 49. Heat conduction component; 50. Partition component; 60. Thermoelectric module; 70. Pressure relief valve; 80. Heat dissipation fin; 90. Fire extinguisher; 901. Nozzle; 902. Opening and closing valve; 200. Vehicle; 210. Main structure; 220. Fireproof board. Detailed Implementation

[0069] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0070] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on or indirectly on that other component. When a component is referred to as being "connected to" another component, it can be directly connected to or indirectly connected to that other component.

[0071] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application 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. Therefore, they should not be construed as limitations on this application.

[0072] 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 technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0073] As the primary energy storage component in new energy vehicles or hybrid vehicles, the battery is a crucial part of these vehicles, and its performance and lifespan significantly impact the overall vehicle performance. A battery pack consists of multiple individual cells connected in series. During operation, the battery pack generates heat. If the battery pack cannot be effectively dissipated or cooled, prolonged exposure to high temperatures will severely affect its lifespan and charging / discharging efficiency, and may even compromise the safety of the entire vehicle. While some technologies incorporate external air ducts for ventilation and heat dissipation, these ducts are typically positioned close to one side of the battery, and often only one duct is installed, resulting in poor and uneven heat dissipation.

[0074] Please refer to the following: Figures 1 to 32 The battery system 100 provided in the embodiments of this application will now be described. The battery system 100 is applied to a vehicle 200. The battery system 100 includes: a battery 10, which includes a plurality of electrically connected battery modules 11, which are arranged at intervals; and a heat dissipation pipe 20, which includes a plurality of heat dissipation sections 21, which are arranged at intervals. A battery module 11 is provided between adjacent heat dissipation sections 21. The inlet of the heat dissipation section 21 is used to receive the airflow generated when the vehicle 200 is in motion.

[0075] The battery system 100 is installed on the vehicle 200 to provide electrical power to the vehicle 200, which can be a new energy vehicle, a hybrid vehicle, an electric bus, an electric boat, or a drone, etc.

[0076] The battery system 100 includes a battery 10 and a heat dissipation pipe 20. The heat dissipation pipe 20 is used to dissipate heat from the battery 10, which helps to maintain the battery 10 within a suitable operating temperature range, thereby extending its service life and improving its charge and discharge performance.

[0077] In fields such as new energy vehicles and energy storage systems, the voltage and capacity of a single battery module are limited. Therefore, to achieve the voltage and energy levels required by the entire vehicle or system, multiple battery modules are typically combined in series and parallel. A battery comprises multiple battery modules 11 arranged at intervals, and these modules are integrated in series and parallel to form a complete battery 10. The multiple battery modules 11 can be arranged at intervals along the lateral direction, along the vertical direction, or in a rectangular array.

[0078] The heat dissipation pipe 20 includes multiple heat dissipation sections 21, which are arranged at intervals. A battery module 11 is provided between adjacent heat dissipation sections 21. By using the heat dissipation sections 21, each battery module 11 can be directly cooled, effectively transferring the heat generated by the battery module 11 during operation.

[0079] If multiple battery modules 11 are stacked in layers and attached to the same heat dissipation section 21, along the length of the heat dissipation section 21, the heat dissipation section 21 can also provide heat dissipation for multiple battery modules 11.

[0080] The multiple heat dissipation sections 21 substantially increase the effective heat exchange area in contact with the battery 10. These sections cover a larger surface area, accelerating the transfer of heat from the battery 10 to the surrounding environment, thus more effectively removing the heat generated during battery 10 operation. The battery modules 11 can be evenly distributed among the heat dissipation sections 21, helping to ensure that each battery module 11 receives similar cooling conditions, thereby avoiding localized overheating and improving the overall temperature uniformity of the battery 10.

[0081] Good thermal management helps maintain the battery within a suitable operating temperature range, reducing the problem of accelerated aging caused by high temperatures, thereby extending the overall battery life and enhancing overall safety and reliability.

[0082] The specific arrangement of the multiple heat dissipation sections 21 can be such that each battery module 11 corresponds to one heat dissipation section 21; or each battery module 11 has heat dissipation sections 21 on both sides; or each battery module 11 corresponds to the same number of heat dissipation sections 21, and the multiple heat dissipation sections 21 are arranged in parallel.

[0083] During the operation of the vehicle 200 (such as a new energy vehicle), its windward surface will move relative to the air. Due to the speed difference, airflow is formed. Multiple heat dissipation sections 21 in the heat dissipation pipe 20 are arranged around the battery 10. Each heat dissipation section 21 has an inlet to efficiently receive these airflows caused by the speed difference of the vehicle. After the airflow enters the heat dissipation section 21, it exchanges heat with the battery 10 during the flow process, carrying away the heat generated by the battery 10 during operation, thereby achieving active heat dissipation of the battery 10, effectively reducing the battery temperature and maintaining its operation within the optimal operating temperature range.

[0084] This design cleverly utilizes the airflow naturally generated during the movement of the vehicle 200 as a cooling source, eliminating the need for additional energy consumption or complex mechanical devices to drive the cooling system. This saves energy costs and reduces system complexity, helping to improve the thermal management performance of the battery system 100 and the safety and range of the entire vehicle.

[0085] The heat dissipation section 21 can be arranged in a straight line or in a bent manner. The cross-sectional shape of the heat dissipation section 21 along its length can be circular, rectangular, triangular, or other polygonal, or it can be an irregular shape. The material of the heat dissipation section 21 can be aluminum, aluminum alloy, copper, or stainless steel, etc.

[0086] The inlet of the heat dissipation section 21 can face the windward side of the vehicle 200 during travel, meaning the axis of the inlet of the heat dissipation section 21 is aligned with the direction of travel of the vehicle 200, in order to receive more of the airflow energy generated during the vehicle 200's movement. Alternatively, the inlet of the heat dissipation section 21 can be angled to the direction of travel of the vehicle 200; or a wind deflector or other air guiding mechanism can be installed at the inlet of the heat dissipation section 21 to guide the airflow into the inlet. Properly planning the position and orientation of the heat dissipation section 21 allows the airflow encountered by the vehicle 200 during its forward movement to smoothly flow into and out of these pipes, forming an effective convective heat transfer process and enhancing the heat dissipation effect.

[0087] In addition, the inlet of the heat dissipation section 21 can be externally located to directly receive the airflow generated by the speed difference when the vehicle 200 is moving; or the inlet of the heat dissipation section 21 can be connected to the original air intake of the car, which can avoid redesigning a new external inlet, thereby reducing modification costs and maintaining the consistency of the vehicle's appearance; the original air intake of the car refers to the air intake located below or on both sides of the front bumper of the car, which is often used to provide cooling air for the braking system, transmission cooler or other components that require heat dissipation.

[0088] Furthermore, the circumferential dimension of the heat dissipation section 21 can match the circumferential dimension of the battery module 11, or the circumferential dimension of the heat dissipation section 21 can be larger than the circumferential dimension of the battery module 11 to match it. This allows multiple battery modules 11 to be separated by the heat dissipation section 21. As a physical isolation layer, the heat dissipation section 21 can delay or prevent the thermal runaway of one module from affecting adjacent modules.

[0089] By directly utilizing the airflow generated by the movement of the vehicle 200 for heat dissipation, there is no need to install special fans or other active cooling equipment, which reduces the energy loss caused by operating cooling equipment. This makes the entire cooling system structure simpler and lighter, which helps to reduce the overall vehicle weight and improve the overall vehicle efficiency.

[0090] In addition, in some embodiments, the heat dissipation section 21 may also be partially inserted into the area of ​​the battery module 11 that does not affect the main function, so as to increase the contact area with the battery module 11, increase the heat transfer area, and better dissipate heat from the battery module 11.

[0091] In some embodiments, such as Figure 31 A baffle bar 43 is also provided in the middle of the heat dissipation section 21. The baffle bar 43 is a solid structure. The baffle bar 43 confines the airflow to a smaller space, so that the airflow near the pipe wall of the heat dissipation section 21 passes through at a faster speed to achieve a better heat dissipation effect.

[0092] In other embodiments, such as Figure 30 and Figure 31 Heat dissipation fins 42 are also provided in the heat dissipation section 21. The heat dissipation area is increased and the heat dissipation effect is improved by the heat dissipation fins 42.

[0093] In some other embodiments, such as Figure 31 Multiple heat dissipation fins 42 are arranged circumferentially within the heat dissipation section 21, extending along the length of the heat dissipation section 21. A wind deflector 43 is provided within the heat dissipation section 21. One end of each heat dissipation fin 42 is connected to the wall of the heat dissipation section 21, and the other end is connected to the wind deflector 43 to support it. The wind deflector 43 is a solid structure, thus enhancing heat dissipation through the heat dissipation fins 42 and further improving the heat dissipation effect by increasing the airflow velocity.

[0094] Compared with the prior art, the battery system 100 provided in this application embodiment has the advantages of setting up a heat dissipation pipe 20, which includes multiple heat dissipation sections 21. A battery module 11 is provided between adjacent heat dissipation sections 21. The multiple heat dissipation sections 21 dissipate heat from the battery module 11, effectively removing the heat generated by the battery 10 during operation. This ensures that each battery module 11 receives relatively uniform cooling, avoids local overheating, improves battery safety and stability, maintains battery life and charging / discharging efficiency, and enhances the overall safety of the vehicle 200. The inlet of the heat dissipation section 21 is used to receive the airflow generated when the vehicle 200 is in motion. By using the airflow generated when the vehicle 200 is in motion as a cold source, no additional energy consumption or complex mechanical devices are required to drive the heat dissipation system, saving energy costs and reducing system complexity.

[0095] In some embodiments of this application, a regulating valve (not shown) is provided at the inlet of the heat dissipation section 21.

[0096] The regulating valve can be a flow control valve or a balancing valve.

[0097] By adjusting the valve opening, the air intake of each heat dissipation section 21 can be precisely controlled, achieving uniform airflow distribution between each heat dissipation branch, thereby ensuring that each battery module 11 can obtain a nearly uniform cooling effect and avoiding local overheating or uneven cooling.

[0098] The control valves can ensure a balanced airflow distribution for each branch. After the system is installed, the valves can be adjusted for on-site commissioning to ensure that each branch reaches its optimal working state. Even for asymmetrical or non-symmetrical heat dissipation sections 21, balanced heat dissipation can be achieved through valve adjustment. This is especially suitable for application scenarios where the battery pack has an irregular shape or an inconsistent number of modules.

[0099] In some embodiments, a sensor and a control system electrically connected to the control valve are also provided to enable the control valve to perform automatic adjustment functions and improve the intelligence level of the battery thermal management system.

[0100] In other embodiments, a temperature measuring device electrically connected to the control valve is also provided, which allocates a larger wind force according to the area where the temperature is higher.

[0101] In addition, such as Figure 6 and Figure 8 The heat dissipation pipe 20 also includes a ventilation pipe 24, which is intersected and connected with the heat dissipation section 21 to expand the heat exchange area and improve the heat dissipation effect.

[0102] Please refer to some embodiments of this application. Figures 1 to 3The heat dissipation pipe 20 also includes a main inlet section 22, which is connected to one end of each heat dissipation section 21. The inlet of the main inlet section 22 is used to receive the airflow generated when the vehicle 200 is in motion.

[0103] As an air collection pipe, the main inlet section 22 can introduce and distribute the high-speed external airflow to multiple heat dissipation sections 21, forming an orderly airflow channel. This avoids the airflow dispersion or disturbance problems that may be caused by setting an inlet for each heat dissipation section 21 separately. A centralized main inlet section 22 can provide cooling airflow to all heat dissipation sections 21 more stably and continuously.

[0104] All heat dissipation sections 21 draw airflow from the same main inlet section 22, which can better ensure that the initial air pressure and flow rate of each branch are relatively consistent, thereby improving the heat dissipation uniformity among the various battery modules 11. Integrating multiple inlets into the main inlet section 22 reduces the number and complexity of inlet components, which is beneficial for the lightweight design of the entire vehicle; the structure is simpler and easier to arrange and maintain.

[0105] In some embodiments, such as Figure 2 The main inlet section 22 extends along the battery module 11 and is bent so that it can reach the bottom of the battery module 11 at the bottom and communicate with each heat dissipation section 21, so that the airflow can be discharged from the top of the battery module 11 at the top.

[0106] In some embodiments of this application, a regulating valve (not shown) is provided at the outlet of the main inlet section 22.

[0107] The regulating valves can precisely control the airflow entering each heat dissipation section 21. Even if the airflow is originally uneven, it can be compensated and adjusted by the regulating valves to improve cooling consistency and avoid local overheating. Only one regulating valve needs to be installed at the outlet of the main inlet section 22 to achieve overall airflow balance. When the heat distribution of the battery 10 changes (such as temperature rise in certain areas), the airflow distribution can be optimized by adjusting the valves.

[0108] like Figure 2 The inlets of multiple heat dissipation sections 21 are all connected to an outlet of the main inlet section 22 at the bottom of the battery 10. A regulating valve is configured as an airflow regulating valve to control the gas flow rate, pressure, and direction. Applied to the outlet of the main inlet section 22, it provides unified airflow control for multiple heat dissipation sections 21, precisely controlling the airflow entering each heat dissipation section 21 and improving the temperature consistency of the battery system 100. The regulating valve can also be a reversing valve. Under different operating conditions (such as one battery module 11 generating high heat while another generates low heat), the reversing valve can adjust the airflow direction, guiding more airflow to the area with higher heat generation, achieving on-demand cooling, improving cooling efficiency, and reducing energy consumption.

[0109] Please refer to some embodiments of this application. Figure 1 The battery system 100 also includes an air guide structure 31, which is movably disposed at the inlet of the main inlet section 22 and is used to open or close the inlet of the main inlet section 22.

[0110] The air guide structure 31 can guide external airflow more efficiently into the main intake section 22, improving the speed and stability of the intake airflow. For example... Figure 1 , Figure 16 and Figure 18 The shape of the air guide structure 31 can be plate-shaped, airfoil-shaped, or arc-shaped, etc.

[0111] The air guide structure 31 is movably connected to the inlet of the main inlet section 22. The movable connection can be achieved through a hinge connection, a slide rail connection, or in combination with a spring. The movable air guide structure 31 can be opened and closed according to environmental conditions. In low-temperature environments, the battery 10 may not require heat dissipation, in which case the air guide structure 31 can be closed to reduce wind resistance.

[0112] In some embodiments, the air guide structure 31 is adjusted at its angle via a motor-driven gear or linkage system. The angle of the air guide structure 31 can be adjusted very precisely to adapt to different airflow requirements. For example, when a vehicle is traveling at high speed, optimizing the air guide angle can enhance air intake capacity using aerodynamic effects.

[0113] In other embodiments, such as Figure 1 , Figure 16 and Figure 18 Multiple air guide structures 31 can be set to correspond to each main inlet section 22. The air guide structure 31 can be turned on or off in different areas, or the angle of the air guide structure 31 can be adjusted in different areas to precisely dissipate heat from each battery module 11. Alternatively, the air guide structure 31 can be set as a whole and correspond to multiple main inlet sections 22. Only one air guide structure 31 needs to be controlled to control the air intake of multiple main inlet sections 22, which is convenient to operate.

[0114] In some embodiments of this application, the cooling fluid supplier may be a compressor connected to the main inlet section 22, and the outlet of the compressor is connected to the main inlet section 22.

[0115] When the air guide structure 31 is closed, the external natural airflow is interrupted. By setting up a compressor, air can be actively supplied to ensure that even in the closed state, air still flows through the heat dissipation section 21 to maintain basic heat dissipation function. The compressor can provide a stable airflow source, driving air to circulate in the heat dissipation section 21 to maintain heat exchange efficiency; even in the absence of external airflow, a certain amount of air circulation can be maintained to prevent the battery module 11 from overheating due to heat accumulation, thereby delaying battery aging.

[0116] In addition, when the battery 10 temperature is too high, the compressor can be started to assist in heat dissipation, increase the air intake, and improve heat dissipation efficiency.

[0117] In some embodiments, the compressor is electrically connected to the control system. The compressor is automatically started when insufficient airflow or excessively high temperature of the battery 10 is detected.

[0118] In some embodiments, the compressor includes a compressor and a gas cylinder, the compressor being connected to the gas cylinder, and the gas cylinder being connected to the main inlet section 22. When the compressor is idle, the gas cylinder can be filled with gas, thus allowing the gas cylinder to supply air to the main inlet section 22. Furthermore, the compressor is also provided with a pipe connected to either the main inlet section 22 or the heat dissipation section 21, allowing the compressor to directly supply air to either the main inlet section 22 or the heat dissipation section 21 via this pipe.

[0119] In other embodiments, the gas is compressed into a smaller volume of gas or liquefied gas using a compressor and then introduced into the main inlet section 22 or the heat dissipation section 21 through a gas cylinder. The gas expansion process helps the battery 10 achieve better heat dissipation, enabling active cooling of the battery module 11 and improving the heat dissipation efficiency of the battery module 11, resulting in higher cooling efficiency and faster response. The temperature emitted by the compressed gas can be dissipated as it passes through the gas cylinder, or it can be dissipated through the heat dissipation system of the vehicle 200, or it can be generated by using thermoelectric materials and utilizing the Peltier effect.

[0120] Please refer to Figure 33 The fire extinguisher 90 includes at least two nozzles 901, or one nozzle 901 of the fire extinguisher 90 includes at least two output ports, and each output port is provided with an on / off valve 902; one nozzle 901 or one output port is connected to a nozzle (not shown); another nozzle 901 or one output port is located adjacent to the battery system 100; the additional nozzle 901 or output port of the fire extinguisher 90 is located adjacent to an ignition point in the main structure 210.

[0121] The fire extinguisher 90 can be an oxygen-free gas cylinder with a built-in fire extinguishing nozzle. In some embodiments, the oxygen-free gas cylinder has two nozzles 901, one of which is connected to the heat dissipation section 21, and the other is connected to the fire extinguishing nozzle. On / off valves 902 are installed on both connecting pipes, and the control system automatically opens or closes the valves 902 to deliver oxygen-free gas. The fire extinguishing nozzle can be placed at any location on the vehicle or battery system 100 where fire needs to be extinguished, such as the top of the battery or the front hood of the vehicle. The gas in the oxygen-free gas cylinder can be carbon dioxide, nitrogen, or liquid nitrogen. In an emergency, the control system opens the valve 902 on one nozzle 901, delivering oxygen-free gas to the heat dissipation section to cool the battery 10. The oxygen-free gas cylinder is connected to the battery cooling system and the fire extinguishing system respectively through two independent nozzles 901, without affecting the original cooling duct design. In the event of a fire, the control system opens the on / off valve 902 on another nozzle 901, rapidly releasing a large amount of oxygen-free gas to critical locations (such as the top of the battery or the front hood), quickly isolating oxygen and achieving active fire suppression or fire extinguishing.

[0122] The ignition points in the main structure 210 are usually fuel system-related components, such as fuel lines / connectors, fuel pumps; generators / starters; and high-temperature components, such as exhaust pipes, turbochargers, and spark plugs.

[0123] Please refer to some embodiments of this application. Figure 29 The battery system 100 also includes an atomizing device 33 for spraying mist into the main inlet section 22, the atomizing device 33 being located at the inlet of the main inlet section 22. The atomizing device 33 is an embodiment of a cooling fluid supplier.

[0124] An atomizing device 33 is installed at the inlet of the main inlet section 22. The atomizing device 33 can spray atomized droplets into the main inlet section 22, which can be water mist, coolant, or other types of droplets. After entering the main inlet section 22, the atomized droplets mix with the airflow and rapidly evaporate and absorb heat, causing the air temperature to drop significantly and improving the cooling efficiency.

[0125] During the movement of the vehicle 200, the external airflow naturally enters the main inlet section 22, and the atomizing device 33 only needs to control the spray volume in accordance with the vehicle speed or environmental conditions. No additional fan or compressor is required, making it energy-saving and efficient.

[0126] The atomizing device 33 is located at the inlet of the main inlet section 22 to ensure that the droplets can be quickly carried into the pipe by the high-speed airflow and mixed evenly with the air, thereby improving heat exchange efficiency. Moreover, this cooling method is achieved by air cooling, rather than direct contact between the liquid and the battery 10, avoiding safety hazards such as short circuits and corrosion.

[0127] In some embodiments, when the vehicle speed is slow and the wind force is weak, and the temperature of the battery 10 is detected to be high by the temperature measuring device, the atomizing mechanism is activated to allow the atomized droplets to evaporate and cool down by following the airflow. Simultaneously, the wind speed can be controlled by adjusting the angle of the air guide structure 31. When the wind speed is sufficient, the angle between the air guide structure 31 and the roof can be reduced to decrease wind resistance; when the wind speed is insufficient, the angle between the air guide structure 31 and the roof can be increased to receive more airflow into the heat dissipation section 21. In other embodiments, the vehicle's front air inlet can be connected to the main air intake section 22, and the air guide structure 31 can also be connected to the main air intake section 22, allowing the two air inlets to cooperate and receive more airflow. In still other embodiments, the inlet and outlet of the entire heat dissipation duct 20 can be located on opposite sides of the battery 10, or on the same side of the battery 10. When the inlet and outlet are located on the same side of the battery 10, a duct is installed at the outlet to guide the airflow to the other side for discharge.

[0128] Please refer to some embodiments of this application. Figure 17 The diameter of each heat dissipation section 21 is gradually increased from the inlet end near the main inlet section 22 toward the inlet end away from the main inlet section 22.

[0129] The heat dissipation sections 21, located closer to the main inlet section 22, typically receive more airflow due to their shorter distance and lower resistance. Designing these pipes with smaller diameters increases local flow resistance, thereby suppressing excessive airflow. Conversely, pipes farther from the main inlet section 22 have longer paths and higher resistance. Increasing their diameter reduces flow resistance per unit area, compensating for flow loss and ultimately achieving a more balanced airflow distribution across all branches. This improves the overall airflow uniformity of the system and enhances overall cooling efficiency. Matching pipe diameter changes with flow rate effectively reduces pressure differences between different branches, preventing unnecessary turbulence and noise in some branches due to excessive flow, while also preventing insufficient cooling capacity in other branches due to insufficient flow.

[0130] Please refer to some embodiments of this application. Figure 14 and Figure 15 The main inlet section 22 includes a first pipe 221 and a second pipe 222. The second pipe 222 is connected to one end of each heat dissipation section 21. The outlet of the first pipe 221 is connected to the second pipe 222 at the middle position. The inlet of the first pipe 221 is used to receive the airflow generated when the vehicle 200 is in motion. The diameter of each heat dissipation section 21 is gradually increased along the length of the second pipe 222 from the position close to the first pipe 221 toward the two ends away from the first pipe 221.

[0131] By placing the inlet of the first pipe 221 in front of the vehicle 200 or in other high-speed airflow areas, it can efficiently receive the natural wind pressure generated during vehicle movement. The outlet of the first pipe 221 is located in the middle of the second pipe 222, so that the airflow flows to both sides, forming a symmetrical air supply path. At the same time, the heat dissipation section 21, which is far from the outlet of the first pipe 221, usually has a smaller airflow due to its long distance and high resistance. Therefore, the diameter of the heat dissipation section 21 is made larger as it moves further away from the center. By increasing the flow area, the local resistance is reduced, thereby compensating for the flow loss of the far-end branches, significantly improving the uniformity of airflow distribution in each branch, and avoiding uneven cooling.

[0132] In some embodiments of this application, the outlet of the heat dissipation section 21 is positioned facing the top of the battery 10, and a filter is provided at the outlet of the heat dissipation section 21. Hot air, being less dense, naturally rises. Positioning the outlet at the top of the battery, following the natural direction of airflow, helps to accelerate the discharge of hot air, reduce heat accumulation inside the battery, and improve overall heat dissipation efficiency. Once discharged from the top, hot air is less likely to re-enter the inlet of the heat dissipation section 21. The top exhaust method is beneficial for the aerodynamic design of the vehicle, reducing the occupation of chassis or side space. The filter at the outlet prevents external particles or other foreign objects, such as insects, from entering the battery system 100.

[0133] In some embodiments of this application, the outlet of the heat dissipation section 21 is oriented toward the battery 10 and is bent.

[0134] The bottom-curved design places the airflow outlet at a lower position. Utilizing gravity, this effectively prevents foreign objects from entering the heat dissipation system, significantly reducing the risk of external contaminants intruding. This helps reduce the problem of decreased heat dissipation efficiency caused by the accumulation of impurities, ensuring long-term stable operation.

[0135] Although the airflow is discharged from the bottom, the density of the discharged hot air is low, so it will naturally flow upwards, ensuring that the hot air can still be discharged smoothly.

[0136] In other embodiments, such as Figure 9 The outlet of the heat dissipation section 21 is bent towards the battery 10, and a filter is installed at the outlet of the heat dissipation section 21. This can further reduce the risk of external contaminants entering.

[0137] Please refer to some embodiments of this application. Figures 1 to 3 The heat dissipation pipe 20 also includes a main air outlet pipe 23 that connects to the other end of each heat dissipation section 21.

[0138] After each of the multiple heat dissipation sections 21 has completed its cooling of the battery module 11, the airflow temperature rises. These heated airflows are collected in the main exhaust duct 23 and discharged in a concentrated manner, which can avoid the problem of hot air recirculation or local heat accumulation and improve the heat exchange efficiency of the system.

[0139] After the main air outlet duct 23 is installed, the airflow is guided in an orderly manner; the main air outlet duct 23 effectively guides the hot air to the outside, preventing hot air from stagnating or flowing back, improving flow stability and heat dissipation consistency, and ensuring the safe operation of the battery pack.

[0140] In some embodiments, the main air outlet duct 23 extends to the rear of the vehicle, and the airflow is discharged from the rear of the vehicle. Alternatively, the main air outlet duct 23 can be located directly at the rear of the vehicle, discharging air away from the air intake and other electronic devices, reducing the risk of hot air recirculation; or the main air outlet duct 23 can be positioned near the inlet of the heat dissipation section 21, extending from the inlet of the heat dissipation section 21 to the rear of the vehicle, flexibly adapting to different vehicle layouts.

[0141] In other embodiments, such as Figure 2 The outlet diameter of the main air outlet duct 23 is larger than the duct body diameter. Enlarging the outlet can effectively increase the outlet area, allowing more airflow to be discharged smoothly, which helps to accelerate the heat removal speed and improve the overall heat dissipation efficiency.

[0142] Please refer to some embodiments of this application. Figure 5 and Figure 6 The battery system 100 also includes a plurality of first heat-conducting sheets 41, one end of which is attached to the battery 10 and the other end of which is connected to the outer wall of the heat dissipation section 21.

[0143] The first heat-conducting sheet 41 is generally made of flexible or thin sheet material, which is lightweight, thin, easy to install and does not add too much burden to the system.

[0144] The first heat-conducting sheet 41 is made of a high thermal conductivity material (such as graphene, aluminum, etc.). One end of the first heat-conducting sheet 41 is attached to the battery 10, and the other end is connected to the outer wall of the heat dissipation section 21. This can quickly conduct the heat generated by the battery module 11 from the battery module 11 to the outer wall of the heat dissipation section 21, which significantly improves the heat conduction speed and efficiency.

[0145] The battery module 11 quickly dissipates the heat generated during operation, preventing heat buildup and helping to maintain the battery within its optimal operating temperature range, thereby slowing down battery aging and improving cycle life.

[0146] In some embodiments, the first heat-conducting plate 41 and the heat dissipation section 21 are integrally formed. This results in a shorter heat conduction path and higher efficiency.

[0147] In some embodiments, such as Figure 6The battery system 100 also includes a heat-conducting element 49, which is inserted through each of the first heat-conducting sheets 41 in a direction perpendicular to the first heat-conducting sheet 41. When a partition 50 is provided, the heat-conducting element 49 also passes through the partition 50 and remains sealed. The heat-conducting element 49 can be a heat-conducting sheet or a heat-conducting strip. The multiple first heat-conducting sheets 41 are originally relatively independent. The vertically inserted heat-conducting element 49 connects these heat-conducting sheets to form a unified heat-conducting array, giving the entire system a stronger and more uniform overall heat conduction capability. The vertical heat-conducting element 49 can also act as a heat-conducting bridge, quickly drawing heat to other dimensions to achieve three-dimensional heat dissipation, improve temperature uniformity, and prevent hot spots from causing thermal runaway.

[0148] In some embodiments, please refer to Figures 5 to 8 Multiple first heat-conducting sheets 41 are spaced apart circumferentially along the heat dissipation section 21. The uniform distribution of these sheets around the circumference of the heat dissipation section 21 allows for more even heat extraction from different parts of the battery module 11, preventing localized hotspot accumulation, improving internal temperature uniformity of the battery module 11, and preventing the risk of thermal runaway due to localized overheating. Multi-point parallel heat conduction is more efficient than a single heat conduction path, allowing heat to be transferred from the battery 10 to the heat dissipation section 21 more quickly, shortening the thermal response time. The multiple first heat-conducting sheets 41 are connected to different positions on the outer wall of the heat dissipation section 21, stimulating the heat exchange capacity of the entire heat dissipation section 21, maximizing the utilization of the heat dissipation structure, and improving the heat dissipation effect. Furthermore, as... Figure 7 Two adjacent first heat-conducting plates 41 can be connected to each other, or the same first heat-conducting plate 41 can be connected between two adjacent heat dissipation sections 21.

[0149] In some embodiments, please refer to Figure 7 and Figure 8 The battery system 100 also includes a first heat sink 44, which is connected to the battery module 11 located at the top and positioned near the outlet of the heat dissipation section 21. The first heat sink 44, together with the heat dissipation section 21 and the first heat-conducting plate 41, forms multiple heat dissipation paths, enabling heat diversion. Furthermore, its proximity to the outlet also acts as a rectifier, guiding airflow more smoothly and reducing problems such as airflow vortices and backflow caused by structural dead angles, thus improving overall ventilation efficiency. During use, the battery 10 can partially extend outside the vehicle body from the top, exposing the first heat sink 44 to the air. The airflow during vehicle operation dissipates heat from the first heat sink 44, further cooling the battery 10.

[0150] Please refer to some embodiments of this application. Figures 25 to 27The battery system 100 also includes multiple heat sinks 45, multiple first heat conduction strips 46 and multiple second heat conduction strips 47. Multiple heat sinks 45 are arranged in an array between each battery module 11. The first heat conduction strips 46 are embedded in the heat sinks 45 along the transverse direction of the heat sinks 45, and the second heat conduction strips 47 are embedded in the heat sinks 45 along the height direction of the heat sinks 45.

[0151] The first heat-conducting strip 46 (horizontal) and the second heat-conducting strip 47 (vertical) are embedded in the heat sink 45 along different directions, forming a three-dimensional heat conduction network. Heat can be quickly conducted from the battery module 11 to the entire heat dissipation structure, avoiding local overheating, improving heat conduction efficiency, and enhancing temperature uniformity. The materials of the first heat-conducting strip 46 and the second heat-conducting strip 47 can be graphene, copper, aluminum, etc., which allows heat to diffuse quickly from hot spots to cold areas.

[0152] Multiple heat sinks 45 are arranged in an array, each heat sink 45 integrating a heat-conducting strip (first heat-conducting strip 46 and second heat-conducting strip 47), forming a standardized modular unit. This allows for flexible expansion based on the number of battery modules 11 and facilitates later replacement or repair of individual modules. Figure 28 During use, the battery 10 can extend partially out of the vehicle 200, and part of the heat sink 45 can receive airflow to dissipate heat. Alternatively, the heat sink 45 can be connected to the heat dissipation section 21 to transfer the heat from the heat sink 45 to the heat dissipation section 21 for cooling.

[0153] Please refer to some embodiments of this application. Figures 10 to 13 The battery system 100 also includes multiple air collection pipes 25, which are arranged in a row. Each air collection pipe 25 has an air collection port 251 and an air outlet. The inlets of at least two heat dissipation sections 21 are connected to the air outlets. The air collection ports 251 are used to amplify the airflow generated when the vehicle 200 is in motion.

[0154] Each air collection duct 25 connects to at least two heat dissipation section 21 inlets. By setting multiple air collection ducts 25 to connect to multiple heat dissipation sections 21 respectively, it helps to achieve uniform airflow distribution. The air collection port 251 of the air collection duct 25 has a large area, which can effectively increase the collection of natural airflow generated when the vehicle 200 is in motion and improve the overall air intake efficiency. The arrangement of multiple air collection ducts 25 maximizes the air intake area and increases the airflow entering the system per unit time.

[0155] The airflow is rectified and guided by the air collection duct 25, avoiding turbulence and vortices caused by direct airflow impact or dispersed flow. This reduces airflow disturbance caused by independent air intake of multiple heat dissipation sections 21, lowers wind resistance, and improves airflow utilization. The arrangement of multiple air collection ducts 25 can replace the inlets or small air ducts of multiple individual heat dissipation sections 21, reducing the waste of gaps when multiple heat dissipation sections 21 are stacked, making the overall structure more compact and more integrated.

[0156] Please refer to some embodiments of this application. Figure 1 and Figure 5 The battery system 100 also includes a plurality of partitions 50, one or more of which are disposed on the outside of each battery module 11.

[0157] By setting up the partition 50, when a battery module 11 experiences thermal runaway or explosion, the partition 50 can effectively prevent flames, high-temperature gases and debris from spreading to adjacent modules, which helps to limit the scope of the accident and avoid safety threats to the entire battery system 100 or even the entire vehicle.

[0158] The presence of the partition 50 adds an extra safety barrier, allowing for maximum protection of other undamaged battery modules 11 even in extreme situations (such as collisions, overcharging, etc.).

[0159] The partition 50 can be made of materials with good thermal insulation and sealing properties to reduce heat transfer from one module to another, thereby slowing down the spread of thermal runaway. The partition 50 can be made of metal materials, such as aluminum or stainless steel plates; or it can be made of composite materials, such as ceramic fiber boards.

[0160] In some embodiments of this application, such as Figures 19 to 21 The battery system 100 also includes a plurality of second heat sinks 48 and a second heat conduction sheet (not shown in the figure). The plurality of second heat sinks 48 are spaced apart on the top surface of the battery module 11 located at the top. The second heat conduction sheet is attached to the battery module 11 and extends toward the second heat sink 48 and passes through the partition 50 to connect with the second heat sink 48.

[0161] The second heat-conducting plate has a similar structure to the first heat-conducting plate 41, as shown in Figures 5 to 6. Figure 8 In application, the second heat sink 48 at the top is at least partially exposed to the external environment. The second heat-conducting sheet is attached to the battery module 11 and connected to the second heat sink 48, forming an efficient heat conduction path. The heat generated inside the battery module 11 is quickly transferred to the second heat sink 48 at the top, and then quickly dissipated through airflow convection, effectively preventing local overheating.

[0162] The second heat sink 48 can be arranged along the direction of travel of the vehicle 200, allowing airflow to pass smoothly between adjacent second heat sinks 48. Utilizing the wind-cooling effect brought by the external airflow during travel, passive and efficient heat dissipation is achieved, eliminating the need for an additional fan and saving energy. The second heat sink 48 is parallel to or at a small angle to the airflow direction, preventing a significant increase in wind resistance. It also plays a role in guiding airflow, helping to optimize the overall aerodynamic performance of the vehicle.

[0163] The partition 50 not only serves as a fireproof barrier but also acts as part of the heat conduction path, forming a stable heat transfer channel with the second heat-conducting sheet, thus improving the temperature consistency and long-term operational reliability of the battery system 100. Furthermore, a seal is provided at the point where the second heat-conducting sheet passes through the partition 50 to maintain its isolation effect.

[0164] In some embodiments, such as Figures 22 to 24 A pressure relief valve 70 is located on the top surface of the battery module 11, exposed to the top of the vehicle body. The second heat sink 48 is alternately arranged with the pressure relief valve 70. The pressure relief valve 70 is a key component preventing thermal runaway and subsequent explosion. By directly exposing it to the external environment of the vehicle roof, it can quickly release pressure and high-temperature gases in the event of an anomaly, reducing the threat to other systems within the vehicle. The second heat sink 48 and the pressure relief valve 70 are arranged alternately in the top space to avoid interference and maximize the use of limited space.

[0165] In some embodiments, the battery system 100 extends partially beyond the vehicle 200. A heat-dissipating material layer is provided on the outer wall of the battery system 100 extending beyond the vehicle 200 (such as the outer wall of the battery 10 and the outer wall of the pressure relief valve 70) to increase the heat dissipation area and improve heat dissipation efficiency. Furthermore, the heat-dissipating material layer can be connected to a second heat-conducting sheet to conduct heat from inside the battery 10 to the heat-dissipating material layer for heat dissipation.

[0166] In other embodiments, a sunshade is provided on the top of the vehicle body to shield the pressure relief valve 70 and the second heat sink 48, preventing the second heat sink 48 from absorbing heat from the environment. Furthermore, the sunshade is retractable; it automatically extends when in use and retracts when not in use. Additionally, the sunshade can form an air-guiding structure, with a larger opening on the side facing the direction of travel and a smaller opening on the side closer to the second heat sink 48, guiding airflow to quickly pass through the sunshade and rapidly dissipate heat from the second heat sink 48. Moreover, the sunshade is made of flammable material; if the battery 10 catches fire, the pressure relief valve 70 opens, and flames erupt, quickly burning the sunshade and preventing it from obstructing the flames and causing the battery 10 to explode.

[0167] Please refer to some embodiments of this application. Figure 32The battery system 100 also includes a thermoelectric module 60, which is connected to the inner wall of the heat dissipation section 21.

[0168] The thermoelectric module 60 utilizes the Peltier effect. When current passes through a junction composed of two different semiconductor materials, one junction absorbs heat (cooling end) and the other junction releases heat (heating end). By attaching the cooling end to the battery module 11 or a heat-conducting structure, direct cooling of the battery can be achieved. After absorbing heat, the cooling end transfers the heat to the heating end, which can be quickly discharged through the airflow in the air duct. This can cool down the battery module 11 or areas with high temperatures, improving the temperature distribution uniformity of the battery 10.

[0169] The thermoelectric module 60 has no moving parts, is small in size and light in weight, making it easy to install into the inner wall structure of the heat dissipation section 21. This approach is suitable for battery packs and energy storage systems in new energy vehicles with limited space, enabling more efficient and energy-saving battery thermal management strategies and improving the overall energy utilization efficiency of the vehicle.

[0170] Another objective of this application is to provide a vehicle 200, including a main structure 210 and a battery system 100 as described above, wherein the battery system 100 is mounted on the main structure 210.

[0171] like Figure 20 , Figure 21 and Figure 24 The main structure 210 serves as the main body of the vehicle 200. The battery system 100 is mounted on the main structure 210 to provide power to the vehicle 200. The main structure 210 can be a new energy vehicle body, a hybrid vehicle body, an electric bus body, an electric boat body, or a drone body, etc. By setting up heat dissipation pipes 20, the battery 10 is cooled, which helps maintain the battery 10 within a suitable operating temperature range, thereby extending its service life and improving its charging and discharging performance, and enhancing the overall safety performance of the vehicle 200.

[0172] In some embodiments of this application, the battery system 100 extends at least partially beyond the main structure 210, and heat dissipation fins 80 are connected to the outer wall of the battery system 100 outside the main structure 210. Taking a car as an example, the battery system 100 can extend from the top of the car or from the bottom of the car. By providing heat dissipation fins 80, the surface area is increased, enabling more effective heat exchange with the outside air, thereby improving heat dissipation efficiency; the heat dissipation fins 80 located outside the main structure 210 are more likely to come into contact with flowing air, utilizing natural convection to remove heat and improve the heat dissipation effect.

[0173] Please refer to Figure 34 Furthermore, the heat dissipation fins 80 extend along the main structure 210 with a predetermined area.

[0174] The heat dissipation fins 80 are not limited to the surface contour of the battery system 100, but extend further outward from the battery system 100 and beyond the contour of the main structure 210. The predetermined area can be less than or equal to the area of ​​the chassis of the main structure 210, further improving the heat dissipation effect. The heat dissipation fins 80 can also be arranged on the sides and top surface of the main structure 210.

[0175] In some embodiments, the battery system 100 can be completely disposed outside the main structure 210 (e.g., placed on the roof of a vehicle); in this case, the axis of the heat dissipation section 21 is arranged corresponding to the driving direction of the vehicle 200, that is, the heat dissipation section 21 is a straight pipe, and the inlet of the heat dissipation section 21 is arranged facing the driving direction of the vehicle 200, so that heat can enter and exit directly, improving the heat dissipation effect on the battery 10. In other embodiments, the battery system 100 can also be placed in the trunk of the vehicle.

[0176] In other embodiments, a fireproof component is provided on the side of the main structure 210 near the battery system 100, and the fireproof component is electrically connected to the temperature measuring device. For example... Figure 24 The fireproof component can be a fireproof plate 220. Since the battery system 100 extends from the upper part of the main structure 210, two fireproof plates 220 are installed on both sides of the battery system 100 near the two side doors of the vehicle. When the battery system 100 catches fire, the two fireproof plates 220 can automatically open to shield the outer perimeter of the battery system 100 and prevent the flames on the battery system 100 from burning people getting out of the vehicle. Alternatively, the fireproof component can be a retractable fireproof cover. When the temperature measuring device senses a fire (temperature rise), the retractable fireproof cover extends from the main structure 210 to shield the battery system 100 and prevent the flames on the battery system 100 from burning people getting out of the vehicle.

[0177] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A battery system applied to a vehicle, characterized by, The battery system includes: A battery comprising a plurality of electrically connected battery modules, the plurality of battery modules being arranged at intervals; and The heat dissipation pipe includes multiple heat dissipation sections, which are arranged at intervals. The battery module is provided between adjacent heat dissipation sections, and the inlet of each heat dissipation section is used to receive the airflow generated when the vehicle is in motion.

2. The battery system of claim 1, wherein, A regulating valve is installed at the inlet of the heat dissipation section.

3. The battery system of claim 1, wherein, The heat dissipation pipe also includes a main inlet section, which is connected to one end of each of the heat dissipation sections. The inlet of the main inlet section is used to receive the airflow generated when the vehicle is in motion.

4. The battery system of claim 3, wherein, A regulating valve is installed at the outlet of the main inlet section.

5. The battery system of claim 3, wherein, The battery system also includes an air guide structure, which is movably disposed at the inlet of the main inlet section and is used to control the opening and closing amount of the inlet of the main inlet section.

6. The battery system of claim 3, wherein, The battery system also includes a cooling fluid supplier that releases cooling fluid into the main inlet section according to control commands.

7. The battery system of claim 6, wherein, The cooling fluid supplier is an atomizing device or a compressor; the outlet of the compressor is connected to the main inlet section.

8. The battery system of claim 3, wherein, The diameter of each heat dissipation section is gradually increased from the inlet end near the main inlet section to the inlet end away from the main inlet section.

9. The battery system as claimed in claim 3, characterized in that, The main inlet section includes a first pipe and a second pipe. The second pipe is connected to one end of each of the heat dissipation sections. The outlet of the first pipe is connected to the middle area of ​​the second pipe. The inlet of the first pipe is used to receive the airflow generated when the vehicle is in motion. The diameter of each heat dissipation section is gradually increased along the length of the second tube from the position closest to the first tube toward the two ends furthest from the first tube.

10. The battery system of any one of claims 1 to 9, wherein, The outlet of the heat dissipation section is positioned facing the top of the battery, and a filter element is provided at the outlet of the heat dissipation section. Alternatively, the heat dissipation section may be bent and its outlet may face the battery; Alternatively, the heat dissipation pipe may also include a main air outlet pipe connecting the other end of each of the heat dissipation sections.

11. The battery system of any one of claims 1 to 9, wherein, The battery system also includes a plurality of first heat-conducting sheets, one end of which is attached to the battery and the other end of which is connected to the outer wall of the heat dissipation section.

12. The battery system of any one of claims 1 to 9, wherein, The battery system also includes multiple heat sinks, multiple first heat conduction strips, and multiple second heat conduction strips. The multiple heat sink arrays are arranged between each heat dissipation module. The first heat conduction strips are embedded in the heat sinks along the transverse direction of the heat sinks, and the second heat conduction strips are embedded in the heat sinks along the height direction of the heat sinks.

13. The battery system of any one of claims 1 to 9, wherein, The battery system also includes multiple air collection pipes, which are arranged in a plurality of ways. The air collection duct has an air collection port and an air outlet, and the inlets of at least two of the heat dissipation sections are connected to the air outlet. The air collection port is used to amplify the airflow generated when the vehicle is in motion.

14. The battery system of any one of claims 1 to 9, wherein, The battery system also includes a thermoelectric module, the hot end of which is connected to the inner wall of the heat dissipation section.

15. The battery system of any one of claims 1 to 9, wherein, The battery system also includes multiple partitions, which are fitted onto the outside of the battery module.

16. The battery system of claim 15, wherein, The battery system further includes a plurality of second heat sinks and second heat conduction sheets. The plurality of second heat sinks are spaced apart on the top surface of the battery module. The second heat conduction sheets are connected to the inner wall of the partition and extend toward the second heat sinks and pass through the partition to connect with the second heat sinks.

17. The battery system of claim 15, wherein, It includes a heat-conducting component and a plurality of first heat-conducting sheets, one end of which is attached to the battery and the other end of which is connected to the outer wall of the heat dissipation section; the heat-conducting component is inserted through each of the first heat-conducting sheets in a direction perpendicular to the first heat-conducting sheets; when the heat-conducting component and the plurality of first heat-conducting sheets are provided with the partition, the partition is provided with a corresponding through hole and the through connection is sealed.

18. A vehicle, characterized by It includes a main structure and a battery system as described in any one of claims 1 to 16, wherein the battery system is mounted on the main structure.

19. The vehicle of claim 18, wherein, The battery system extends at least partially beyond the main structure, and heat dissipation fins are connected to the outer wall of the battery system located outside the main structure.

20. The vehicle of claim 18, wherein, A fireproof component is provided on the side of the main structure adjacent to the battery system. When the fireproof component detects that the battery system is at a predetermined temperature, it at least partially shields and encloses the battery system.

21. The vehicle of claim 18, wherein, The device includes a fire extinguisher, which includes at least two nozzles, or one nozzle of the fire extinguisher includes at least two output ports, and each output port is provided with an on / off valve; one nozzle or one output port is connected to a nozzle; another nozzle or one output port is located adjacent to the battery system; and an additional nozzle or output port of the fire extinguisher is located adjacent to an ignition point in the main structure.

22. The vehicle of claim 19, wherein, The heat dissipation fins extend along the main structure with a predetermined area.

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