Electric vehicle with a heat-dissipating chassis

Abstract

An electric vehicle with a heat-dissipating chassis, characterized in that it comprises a main battery (1001) and a heat-dissipating chassis, the heat-dissipating chassis comprising a lower chassis tube (103), the main battery (1001) being housed in the inner cavity of the lower chassis tube (103), and the lower chassis tube (103) being provided with a forward-facing air inlet (1043) at the front end and a rearward-facing air outlet (1044) at the rear end to perform air-cooled heat dissipation for the main battery (1001).

Description

TECHNICAL FIELD

[0001] The present utility model relates to the field of electric vehicles and, in particular, to an electric vehicle with a heat-dissipating chassis. STATE OF THE ART

[0002] Electric vehicles are becoming increasingly widespread as environmentally friendly modes of transport. The batteries of existing electric vehicles are typically installed in the frame tubes of the electric vehicles.

[0003] Because the battery provides the power for an electric vehicle, the battery and control module generate a large amount of heat during operation. If the battery is enclosed within the inner cavity of a chassis tube, the heat cannot dissipate. This causes the battery to overheat, which can lead to quality and safety issues.

[0004] Therefore, there is an urgent need to improve the existing electric vehicle chassis tube to allow for better heat dissipation when the battery is installed. This will protect the battery and control module and increase safety. CONTENT OF THE PRESENT UTILITY MODEL

[0005] The purpose of the present utility model is to provide a heat-dissipating chassis and an electric vehicle having such a heat-dissipating chassis.

[0006] In order to solve the above-mentioned technical problem, the present utility model further provides an electric vehicle with a heat-dissipating running frame.

[0007] An electric vehicle with a heat-dissipating chassis includes a main battery and a heat-dissipating chassis, wherein the heat-dissipating chassis includes a lower chassis tube, the main battery is housed in the inner cavity of the lower chassis tube, and the lower chassis tube is provided with a forward-facing air inlet at the front end and a rearward-facing air outlet at the rear end to perform air-cooled heat dissipation for the main battery.

[0008] The advantageous effect of the present utility model is that the lower traveling frame tube in which the main battery is housed is provided with front and rear openings, so that the impinging airflow is introduced into the tube cavity of the traveling frame in which the main battery is housed, and that during traveling, the wind volume is large and the wind speed is high, so that the incoming airflow can efficiently dissipate the heat dissipation of the main battery and the control module to achieve rapid heat dissipation. SHORT DESCRIPTION OF THE DRAWING Fig. 1 shows a schematic structural view of a specific embodiment of an electric vehicle provided according to the present utility model; Fig. 2 shows the front view of the heat dissipating chassis of the electric vehicle in Fig. 1; Fig. 3 shows the schematic structural view of the heat dissipating carriage in Fig. 1; Fig. 4 shows a partial sectional view of a lower chassis tube in Fig. 1; Fig. 5 shows a schematic structural view of a branching point of the inner flow guide structure in the lower chassis tube in Fig. 1. DETAILED DESCRIPTION

[0009] In order to enable the person skilled in the art to better understand the technical solution of the present utility model, the present utility model is described in more detail below in conjunction with the drawings and a concrete embodiment.

[0010] With reference to Fig. 1, the electric vehicle in the present embodiment is illustrated by an electric bicycle as an example, which is provided with a heat-dissipating running frame, that is, the running frame 1 has a heat-dissipating function, which can be explained in more detail below. The running frame 1 is a main structure arranged substantially in the center of the vehicle body. At the front and rear, the running frame is connected to the front fork of the front wheel 4 and the rear fork 2 of the rear wheel 5, respectively. In the upper portion of the running frame 1, a seat 6 for the rider is provided, and a steering unit 3 is provided in front of the running frame 1. A front fork shock absorber 401 is provided on the front fork, a rear fork shock absorber 9 is provided in place of the rear fork 2, and a protective cover 205 is provided for the rear fork shock absorber 9.

[0011] The rear fork shock absorber 9 is mounted at one end to the shock absorber mounting slot bracket 105 at the rear end of the center frame post 101 via a first mounting shaft 903 and a first bearing pad 901. The rear fork shock absorber is mounted at the other end to the rear fork 2 via a second mounting shaft 904 and a second bearing pad 902. The rear fork 2 is provided with a derailleur mounting hole 208 at the lower rear end and is connected to the axle of the rear wheel 5 via a rear axle slot 207. Furthermore, the rear fork 2 is provided with a taillight bar 206. As a typical bicycle frame 1, the bicycle frame 1 generally includes an upper bicycle frame tube 101, a lower bicycle frame tube 103, and a center frame post 102 (which is also usually a tubular hollow structure). Of course, other types of main frame structures are not excluded for the heat-dissipating chassis.

[0012] The power source of the electric vehicle is a main battery 1001, and the heat-dissipating chassis includes a lower chassis tube 103 (also called a main battery chassis tube) for accommodating the main battery 1001. A backup battery 1003 is provided in the inner cavity of the center chassis pillar 102, so that the backup battery 1003 can be used as a power source to drive the electric vehicle for continued travel when the main battery 1001 is insufficiently charged. An auxiliary battery 1002 can be provided within the upper chassis tube 101 to power onboard devices. Examples of onboard devices include the display, vehicle headlights, and charging ports, among others.

[0013] The main battery 1001, the backup battery 1003, and the auxiliary battery 1002 may be battery packs. Both the main battery 1001 and the backup battery 1003 may supply power to the rear wheel electric generator 201 and the front wheel electric generator 402 of the electric vehicle. The front wheel 4 and the rear wheel 5 are also each provided with a front wheel brake system 403 and a rear wheel brake system 202. The electric vehicle may be provided with a gear change structure, such as a driven gear 8 for gear change, as shown in Fig. 1. At the lower end of the chassis 1, a pedal and a drive gear 7 are provided for gear changing.

[0014] The present utility model is provided with a forward-facing air inlet 1043 at the front end of the main battery frame tube and a rearward-facing air outlet 1044 at the rear end. The air inlet 1043 and the air outlet 1044 are arranged so that the main battery frame tube becomes a continuous tube structure, and the inner cavity thereof forms an air flow channel, i.e., the heat-dissipating air duct 104 described below. Here, the term "front" refers to the normal driving direction, and "rear" refers to the opposite direction.

[0015] In this embodiment, specifically, the front and rear sides of the lower frame tube 103 are each provided with an air inlet 1043 and an air outlet 1044. The air inlet 1043 and the air outlet 1044 are, in fact, the front and rear ports of the heat-dissipating air duct 104, respectively. Thus, the impacting airflow (i.e., the impacting wind) of the electric vehicle can enter the inner cavity of the lower frame tube 103 through the air inlet 1043 and exit from the air outlet 1044. The incoming air can perform air-cooled heat dissipation for the main battery 1001 in the inner cavity of the lower frame tube 103. In addition to the main battery 1001, a control module 1004 is generally provided at the mounting position of the main battery 1001, and the control module 1004 also generates a large amount of heat.Therefore, the incoming air flow can simultaneously exert a cooling effect on the main battery 1001 and the control module 1004.

[0016] Since the lower chassis tube 103 is usually arranged obliquely (from back to front and diagonally upwards), the air inlet 1043 is in Fig. 1 is open toward the upstream side and slightly tilted rearward to increase the air intake volume. Furthermore, the lower edge of the air intake 1043 is designed to be tangential to the outer diameter of the front wheel 4, both to meet the air intake volume requirement and to prevent foreign matter such as rainwater or sand from entering the heat-dissipating air duct 104 through the air intake 1043.

[0017] In this embodiment, the main battery traveling frame tube in which the main battery 1001 is housed is provided with front and rear openings so that the impinging air flow is introduced into the tube cavity of the traveling frame 1 in which the main battery 1001 is housed, and during traveling, the wind volume is large and the wind speed is high, so that the incoming air flow can efficiently dissipate the heat dissipation of the main battery 1001 and the control module 1004 to achieve rapid heat dissipation.

[0018] As in Fig. As shown in Figure 2, the lower chassis tube 103 has a flow guide structure 111 inserted into its inner cavity and directing the incoming airflow rearward. The flow guide structure 111 extends from the upstream side of the chassis 1 into the inner cavity (i.e., the heat-dissipating air duct 104) of the lower chassis tube 103 and extends at least to the front end position of the main battery 1001. In this exemplary embodiment, the flow guide structure 111 extends directly to the position of the air outlet 1044.

[0019] The front ends of the upper frame tube 101 and the lower frame tube 103 of the heat-dissipating frame are connected to each other and often form a single column structure 10a. The upstream side of the frame 1 represents the front end face of the column 10a. The column 10a and the flow guide structure 111 form an integrated structure. The column 10a is not a completely cylindrical structure, but rather, after being connected to the flow guide structure 111, its cross-section takes on the shape of a tadpole and extends rearward to form the flow guide structure 111 and thus be inserted into the inner cavity of the lower frame tube 103. The front end of the flow guide structure 111 is a single column structure 111c that extends from the top to the bottom of the lower frame tube 103.In the longitudinal direction, the flow guide structure 111 branches from the front end of the main battery mounting groove 107 and forms two flow dividing plates 111a, whereby the cavity between the two flow dividing plates 111a forms the main battery mounting groove 107.

[0020] In this embodiment, the pillar 10a extends rearward to form the flow guide structure 111, and is thus not a cylindrical structure. The airflow on both sides of the pillar 10a is divided by the flow guide structure 111 after passing through the front half cylinder. It is not converged into a vortex and tends to flow permanently rearward. As a result, the airflow flows smoothly through the heat-dissipating air duct 104, further enhancing the natural, air-cooled heat dissipation effect.

[0021] It is understandable that the flow guide structure 111 extends to the front end of the main battery 1001 to achieve a certain airflow division and thereby direct the airflow rearward for air cooling. The single column structure 111c (at the Fig. The position of the flow guide structure 111 (shown in Figure 2) in the front area of ​​the flow guide structure 111 has a roughly inverted triangular cross-section, which is large at the top and small at the bottom and streamlines inward on both sides. As already mentioned, the single column structure 111c has the shape of a ship's head, which better directs the flow rearward and reduces flow resistance.

[0022] In this embodiment, the design is further optimized in that the flow guide structure 111 is formed in the front region as a single column structure 111c, which divides the airflow, and has a branched structure in the rear region to form flow dividing plates 111a on both sides, which further divide the airflow. This branched structure allows the backward-flowing airflow to adhere closely to the surfaces of the flow dividing plates 111a, so that the airflow passes through more quickly and the heat is dissipated more quickly. It is understood that the flow guide structure 111 is substantially Y-shaped when viewed from top to bottom. A stop plate 107a is formed at the branched position to fit the front end of the main battery 1001. As shown in Fig. As shown in Figure 4, the individual column structure 111c is provided with a hollow space. The stop plate 107a can be formed integrally with the individual column structure 111c and the flow dividing plates 111a.

[0023] In addition, the arrangement of the flow dividing plates 111a actually divides the heat-dissipating air duct 104 in the cavity of the lower chassis tube 103 into two parts, as shown in Fig. 4, into a first heat dissipation air duct 1041 and a second heat dissipation air duct 1042. The two air ducts are each formed between the flow dividing plate 111a and the tube wall of the lower traveling frame tube 103.

[0024] In this case, the two branched flow dividing plates 111a of the flow guide structure 111 can be opened with flow dividing plate heat dissipation holes 108. As in Fig. 4 and Fig. As shown in Figure 5, the flow dividing plates 111a are provided with flow dividing plate heat dissipation holes 108. Each flow dividing plate heat dissipation hole 108 extends substantially from top to bottom across the surface of the flow dividing plate 111a, thereby increasing the area of ​​the heat dissipation hole. When the airflow rapidly flows over the surface of the flow dividing plate 111a, a negative pressure can form at the flow dividing plate heat dissipation holes 108. This allows the heat dissipated by the main battery 1001 or the control module 1004 to be dissipated more quickly, improving the cooling effect.

[0025] The flow guide structure 111 branches in the rear area to form flow dividing plates 111a on both sides, and the main battery mounting groove 107 is formed between the two-sided flow dividing plates 111a. In the present embodiment, the two-sided flow dividing plates 111a are connected to each other at the bottom. The flow dividing plates 111a expand outward in cross-section to form a shape similar to that of the bottom of a yacht. This conforms to the principle of fluid mechanics and ensures that the airflow adheres better to the surface of the flow dividing plates 111a and heat is dissipated. The flow dividing plates 111a extend first from the bottom outward and then upward and inward, so that the cross-section resembles a shield shape.Accordingly, the two side walls of the lower chassis tube 103 corresponding to this position also have a similar structural design, except that the surface is more rounded and the cross-section is flat and elongated. Together with the shield-shaped flow dividing plates 111a, the first heat dissipation air duct 104 and the second heat dissipation air duct 104 are formed, allowing the airflow to pass through quickly.

[0026] In addition, as can be seen from Fig. 4, the flow dividing plates 111a branched on both sides of the rear portion of the flow guide structure 111 are connected to each other at the bottom, so that the overall cross-section of the rear portion is approximately "Y"-shaped. A long prismatic structure extending along the longitudinal direction of the lower traveling frame tube 103 is formed at the bottom, and the long prismatic structure is connected to the lower inner wall of the lower traveling frame tube 103. The long prismatic structure itself has an approximately triangular cross-section. As mentioned above, the rear portion of the flow guide structure 111 is structurally designed to have a wide top surface and a narrow bottom surface. This allows the airflow to adhere tightly. When water penetrates the heat-dissipating air duct 104 through the air inlet 1043, this structure also promotes drainage.

[0027] Overall, the entire flow guide structure 111 is ship-shaped. The individual column structure 111c is ship-head shaped, the flow dividing plates 111a on both sides are ship-hull shaped, and the bottom is ship-bottom shaped.

[0028] The long prismatic structure may further include elongated holes 111b for cable routing extending in its longitudinal direction. When the cables are routed through these elongated holes 111b for cable routing, they are no longer visible, thereby improving the appearance of the vehicle body.

[0029] For the lower chassis tube 103 of this structure, an automatic fire extinguishing device 1072 may be provided, as shown in Fig. 3 and Fig.4. The automatic fire extinguishing device 1072 includes a gas cylinder, which may be a shock-resistant high-pressure steel cylinder. When opened, it can release fire extinguishing agent into the interior of the lower carriage frame tube 103 to extinguish the fire and thus provide timely protection. Carbon dioxide or other inert gases can be used as the fire extinguishing agent. These quickly fill the interior of the lower carriage frame tube 103 and create an oxygen-free environment, thereby quickly extinguishing the fire.

[0030] An open flame sensor is provided in the control module 1004. When the main battery 1001, the control module 1004, and their associated components overheat and self-ignite due to unforeseen circumstances, natural aging (if not replaced in time), improper use, etc., the open flame sensor is triggered. This activates the automatic fire extinguishing device and releases fire-extinguishing gas.

[0031] It should be noted that the above embodiment used an electric bicycle as an example. However, electric vehicles with the same type of chassis, such as electric motorcycles, can obviously also use the above-described design.

Claims

[1] Electric vehicle with a heat-dissipating chassis, characterized by in that it comprises a main battery (1001) and a heat-dissipating traveling frame, wherein the heat-dissipating traveling frame comprises a lower traveling frame tube (103), the main battery (1001) is housed in the inner cavity of the lower traveling frame tube (103), and the lower traveling frame tube (103) is provided with a forward-facing air inlet (1043) at the front end and a rearward-facing air outlet (1044) at the rear end to perform air-cooled heat dissipation for the main battery (1001). [2] An electric vehicle having a heat-dissipating chassis according to claim 1, characterized by that the heat-dissipating chassis further comprises an upper chassis tube (101) and a middle chassis column (102). [3] An electric vehicle having a heat-dissipating chassis according to claim 2, characterized bythat the two sides of the upper frame tube (101) are inclined from top to bottom towards the center to form a first upper tube flow guide surface which pushes the impacting air downwards and then directs it rearward; and that the rear end of the upper frame tube (101) widens outwards to form a second upper tube flow guide surface which directs the air downwards. [4] An electric vehicle having a heat-dissipating chassis according to claim 3, characterized by that a forward-facing air inlet of the upper tube (1011) is provided at the front end of the upper chassis tube (101) and an air outlet of the upper tube (1012) is provided at the position of the second flow guide surface of the upper tube. [5] An electric vehicle having a heat-dissipating chassis according to claim 1, characterized bythat the upper chassis tube (101) and the lower chassis tube (103) form a column (10a) at their front connection point; and that a flow guide structure (111) is provided in the inner cavity of the lower chassis tube (103), wherein the flow guide structure (111) extends from the rear end of the column (10a) into the inner cavity of the lower chassis tube (103) and extends at least as far as the front end position of the main battery (1001). [6] An electric vehicle having a heat-dissipating chassis according to claim 5, characterized by that the flow guide structure (111) comprises a single column structure (111c) in the front region and two flow dividing plates (111a) formed by branching off from the rear end of the single column structure (111c); the main battery (1001) is arranged between the two flow dividing plates (111a). [7] An electric vehicle having a heat-dissipating chassis according to claim 6, characterized by that the two flow dividing plates (111a) are connected to each other at the bottom and form an elongated prismatic structure at the bottom, wherein elongated holes (111b) for cable laying are provided in the long prismatic structure, which extend in its longitudinal direction. [8] An electric vehicle having a heat-dissipating chassis according to claim 6, characterized by that the flow guide structure (111) is ship-shaped, the lateral flow dividing plates (111a) are first expanded outwards from the bottom and then contracted inwards to extend upwards, and the single column structure (111c) is ship-head-shaped. [9] An electric vehicle having a heat-dissipating chassis according to claim 6, characterized bythat the flow dividing plates (111a) are provided with flow dividing plate heat dissipation holes (108), that the outer wall of the main battery casing (1001) is provided with battery heat dissipation holes (1001a), that the battery heat dissipation hole (1001a) and the flow dividing plate heat dissipation hole (108) are both arranged obliquely from the inside to the outside and inclined in the direction of the incoming air flow inside the lower traveling frame tube (103); and that the positions of the battery heat dissipation hole (1001a) and the flow dividing plate heat dissipation hole (108) correspond to each other to form an oblique air flow channel from the inside to the outside. [10] An electric vehicle having a heat-dissipating chassis according to claim 9, characterized bythat it further comprises an automatic fire extinguishing device (1072) and the single column structure (111c) is a hollow structure, in the single column structure (111c) the automatic fire extinguishing device (1072) is arranged; that the control module (1004) of the main battery (1001) is provided with an open flame sensor and controls the switching on and off of the automatic fire extinguishing device (1072), and the automatic fire extinguishing device (1072) is capable of injecting fire extinguishing agent into the inner cavity of the lower traveling frame tube (103).

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