Liquid cooling device and system for lithium battery pack of electric ship

Abstract

The invention discloses an electric ship lithium battery pack liquid cooling device and system, the electric ship lithium battery pack liquid cooling device comprises a box type battery compartment and liquid cooling modules, and the liquid cooling modules are respectively used for cooling battery modules; a pipeline distribution module is arranged on the inner side wall of the box type battery compartment, and the pipeline distribution module is connected with the liquid cooling module; a power heat exchange module is arranged on the side portion of the box type battery bin and communicated with the pipeline distribution module. According to the invention, through hardware structure innovation, control algorithm upgrading, system architecture reconstruction and intelligent technology fusion, a set of technical scheme for completely solving the thermal management core pain point of the lithium battery of the electric ship is formed. The system is more accurate and uniform in temperature control, better in energy efficiency, higher in reliability and more convenient to maintain, has multiple dimensions of intelligent evolution capability and the like, provides solid technical support for large-scale, long-endurance and high-safety operation of the electric ship, and has outstanding practicability, advancement and remarkable commercial value.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of marine power battery thermal management, in particular to a liquid cooling device and system for lithium battery pack of electric ship. BACKGROUND

[0002] With the acceleration of global shipping industry green transformation, electric ships have become an important development direction due to their zero emission and low noise advantages. As the core energy source of electric ships, lithium battery packs with large capacity and high energy density generate a large amount of heat during operation, and their performance, life and safety are extremely sensitive to working temperature. To meet this demand, existing technologies have developed battery thermal management systems based on liquid cooling. The basic idea is to pass the cooling liquid through the liquid cooling plate or channel in contact with the battery to remove heat, aiming to maintain stable battery temperature through active heat dissipation. The fundamental reason for this technology is that, compared with air cooling, liquid cooling has higher heat exchange efficiency and more compact layout adaptability, which can better meet the working conditions of limited space and concentrated heat dissipation in the cabin of the ship.

[0003] However, the existing liquid cooling technology still has a key and prominent technical defect when applied to the specific scenario of electric ships: the main controller of the existing system is mostly limited to threshold response or simple proportional adjustment according to the local temperature of the battery, lacking intelligent thermal management capability in deep coordination with the global running state of the ship. It is difficult to balance the optimal balance of battery thermal safety, temperature uniformity and overall ship running energy efficiency under complex and variable sailing conditions and severe ship environment constraints, resulting in energy waste and affecting the overall life and performance of the battery. SUMMARY

[0004] The purpose of the present application is to provide a liquid cooling device and system for lithium battery pack of electric ship to solve the problems raised in the background.

[0005] To achieve the above purpose, the present application provides the following technical solutions: A liquid cooling device for lithium battery pack of electric ship, comprising: a box-type battery compartment, a plurality of partitions are arranged in the longitudinal direction in the inner cavity of the box-type battery compartment, and an installation groove is formed between two adjacent partitions for accommodating a battery module; a liquid cooling module, the number of which corresponds to the installation groove, and each liquid cooling module is used for cooling one battery module; a pipeline distribution module fixed to the inner side wall of the box-type battery compartment, comprising a main liquid supply pipe and a main liquid return pipe, the main liquid supply pipe is connected to the inlet of each liquid cooling module through a plurality of branch liquid supply pipelines, and the main liquid return pipe is connected to the outlet of each liquid cooling module through a plurality of branch liquid return pipelines; A power heat exchange module is arranged at the side of the box type battery compartment, and comprises a main circulating pump, a plate heat exchanger and a main controller; the inlet of the main circulating pump is communicated with the main liquid return pipe through the plate heat exchanger, and the outlet of the main circulating pump is communicated with the main liquid supply pipe; and the main controller is electrically connected with the main circulating pump.

[0006] Based on the above technical solution, the application can be further improved as follows.

[0007] Further, the liquid cooling module comprises: A liquid cooling plate is arranged in multiple and equidistantly from top to bottom; the plate surface shape of the liquid cooling plate is fitted with the outer side of the battery monomer, and the inside is provided with a cooling flow channel; and the liquid cooling plate is respectively provided with an inlet and an outlet at both ends; A liquid inlet manifold is connected with the liquid inlets of the liquid cooling plates in the same liquid cooling module, and is used for injecting the cooling liquid into the liquid cooling plates; A liquid outlet manifold is connected with the liquid outlets of the liquid cooling plates in the same liquid cooling module, and is used for recycling the cooling liquid in the liquid cooling plates.

[0008] Further, a temperature sensor is arranged on each liquid cooling plate, and the temperature sensor is electrically connected with the main controller.

[0009] Further, the quick connectors at both ends of the branch liquid supply pipe and the branch liquid return pipe are provided with self-sealing quick plug connectors; and an electric control flow regulating valve is arranged at the connection position of the branch liquid supply pipe and the liquid inlet manifold.

[0010] Further, the power heat exchange module further comprises an emergency cooling circuit, the emergency cooling circuit comprises a standby pump connected in parallel with the main circulating pump, an air cooling radiator arranged on the bypass pipe of the plate heat exchanger, and a switching valve used for switching the cooling liquid flow path when the main circuit fault is detected.

[0011] A liquid cooling system of a lithium battery pack of an electric ship comprises a ship class cooperative control unit arranged in a ship control center, the ship class cooperative control unit is in communication connection with the main controller; the ship class cooperative control unit is used for receiving global information of the ship, and issuing an energy efficiency optimization instruction or a power consumption constraint instruction of the cooling system to the main controller; the main controller generates a control instruction of the main circulating pump and each electric control flow regulating valve through a predictive control algorithm according to the power consumption constraint instruction, the real-time collected battery temperature and operation parameters.

[0012] Furthermore, the local closed-loop control executed by the main controller is an active temperature control strategy based on predictive control algorithms, including: predicting the temperature change of the battery module in the near future through a mechanism model based on real-time collected battery module electrothermal parameters; solving for the optimal total coolant flow rate and flow distribution scheme of each branch with the goal of minimizing temperature deviation and system energy consumption; controlling the total flow rate by adjusting the speed of the main circulation pump and distributing the branch flow rate by adjusting the opening degree of each of the electronically controlled flow regulating valves.

[0013] Furthermore, the aforementioned mechanism model is a battery electrothermal coupling model, and its heat generation power is calculated using the following formula: Its heat transfer process is described by discrete equations based on thermal resistance-thermal capacity networks: Among them, thermal resistance coolant flow rate The function.

[0014] Furthermore, the main controller also performs an online parameter identification function, which dynamically updates the thermal resistance in the mechanism model by injecting a small test signal into the system and observing the temperature response, using a recursive least squares method. With heat capacity parameter.

[0015] Furthermore, the energy efficiency optimization instruction generation process executed by the ship classification cooperative control unit is as follows: solving a rolling time-domain optimization problem with the objective function being: in, The power consumption of the cooling system is an optimization variable. Cost of generating or purchasing electricity for ships; The weighting coefficients are used for the optimization constraints, which include the ship's total power balance and the minimum cooling power required by the main controller to ensure battery safety. .

[0016] Furthermore, the interaction between the main controller and the ship-level collaborative control unit follows a "constraint-feedback" protocol; the ship-level collaborative control unit issues power consumption constraint ranges. Under the premise of meeting constraints, the main controller autonomously executes local closed-loop temperature control and feeds back the predicted value of the battery module's maximum temperature in the short time domain to the ship classification coordination control unit in real time. and the cooling system's expected power consumption .

[0017] Furthermore, the liquid cooling system for an electric marine lithium battery pack also includes: The digital twin and learning engine runs on a backend server, maintaining a high-fidelity virtual model synchronized with the physical device; The digital twin and learning engine performs at least one of the following functions: (a) Perform ultra-real-time simulation and security pre-verification on the control commands that the main controller is about to issue; (b) Based on historical operating data, optimize the model parameters of the main controller and the optimization weights of the ship classification cooperative control unit using machine learning algorithms. ; (c) Generate extreme condition simulation data for training and testing the robustness of the control strategy.

[0018] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. Precise and forward-looking temperature control: The main controller uses an electrothermal coupling mechanism model to predict the future temperature rise trend of the battery in advance and actively adjust the cooling intensity before the temperature exceeds the limit, avoiding temperature overshoot or excessive fluctuation caused by response delay in traditional control; Based on the discrete model of thermal resistance-thermal capacity network, the causal relationship between control quantity (flow rate, valve opening) and temperature control effect (temperature change) is clear and calculable, realizing fine control.

[0019] 2. Excellent Temperature Uniformity Guarantee: By configuring an independent electronically controlled flow regulating valve for each battery module and combining it with a model predictive control (MPC) algorithm for rolling optimization, the system can dynamically and independently adjust the coolant flow rate to each module and even each individual battery cell. It can proactively provide "compensatory" enhanced cooling for batteries with uneven heat generation, or reduce cooling for batteries with lower temperatures, thereby actively suppressing and reducing temperature differences within the battery pack and effectively extending the overall lifespan of the battery pack.

[0020] 3. Optimal Global Energy Efficiency at the Ship Class Scale: The ship class-coordinated control unit treats the cooling system's power consumption as a key variable in the ship's overall energy optimization scheduling. By solving a rolling time-domain optimization problem that considers power generation costs and navigation loads, it issues optimal power consumption constraints to the cooling system. This transforms the cooling system from a mere "energy-consuming unit" into a "schedulable load" that can work collaboratively with propulsion, auxiliary machinery, and other systems. While ensuring battery safety, it avoids competing for power with high-power propulsion equipment and allows for more intensive cooling during periods of high power generation efficiency or low electricity prices, thereby reducing the overall operating costs of the ship.

[0021] In summary, this invention, through hardware structure innovation, control algorithm upgrades, system architecture reconstruction, and the integration of intelligent technologies, forms a complete technical solution to address the core pain points of lithium battery thermal management in electric ships. Its beneficial effects are reflected in multiple dimensions, including more precise and uniform temperature control, superior energy efficiency, higher reliability, more convenient maintenance, and intelligent evolution capabilities. It provides solid technical support for the large-scale, long-range, and highly safe operation of electric ships, possessing outstanding practicality, advanced technology, and significant commercial value. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the internal structure of the box-type battery compartment of the present invention; Figure 3 This is a schematic diagram of the connection between the liquid cooling module and the pipeline distribution module of the present invention; Figure 4 This is a schematic diagram of the connection between the battery module and the liquid cooling module of the present invention; Figure 5 This is a schematic diagram of the liquid cooling module of the present invention; Figure 6 This is a schematic diagram of the liquid cooling system for the lithium battery pack of electric ships according to the present invention.

[0023] The components include: 1. Box-type battery compartment; 2. Partition plate; 3. Mounting slot; 4. Battery module; 5. Liquid cooling module; 501. Liquid cooling plate; 502. Liquid inlet; 503. Liquid outlet; 504. Liquid inlet manifold; 505. Liquid outlet manifold; 6. Piping distribution module; 601. Main liquid supply pipe; 602. Main liquid return pipe; 603. Branch liquid supply pipe; 604. Branch liquid return pipe; 7. Power heat exchange module; 701. Main circulation pump; 702. Plate heat exchanger; 703. Main controller; 8. Temperature sensor; 9. Self-sealing quick-connect connector; 10. Electrically controlled flow regulating valve; 11. Standby pump; 12. Air-cooled radiator; 13. Switching valve. Detailed Implementation

[0024] The present invention will now be described in further detail with reference to the accompanying drawings.

[0025] Please see Figures 1 to 5This embodiment provides a liquid cooling device for lithium battery packs in electric ships, the main hardware of which is constructed around a box-type battery compartment 1. This box-type battery compartment 1 is typically welded from corrosion-resistant aluminum alloy or steel, and its inner cavity has multiple parallel partitions 2 welded longitudinally, thus forming multiple independent mounting slots 3 between adjacent partitions 2. Each mounting slot 3 is used to fix and install a standardized battery module 4. This compartmentalized design not only facilitates the installation and maintenance of the battery modules 4, but also provides a certain degree of physical isolation and delay in extreme situations such as thermal runaway of a single module.

[0026] In a preferred embodiment, the present invention may be further configured as follows: Figure 2 , Figure 3 As shown; the mounting slot 3 is equipped with a set of independent liquid cooling modules 5, the core of each set of liquid cooling modules 5 is multiple (e.g. 4-6) liquid cooling plates 501 arranged vertically at equal intervals; the liquid cooling plates 501 are made of aluminum alloy with good thermal conductivity by stamping and brazing processes. The side of the liquid cooling plate 501 facing the battery cell is processed into a curved surface that precisely fits the outer side of the battery (usually a flat or slightly curved surface). The internal cooling channels are formed by pressing, such as serpentine or parallel channels, to maximize the heat exchange area.

[0027] In a preferred embodiment, the present invention may be further configured as follows: Figure 3 , Figure 4 As shown, the liquid cooling plate 501 has standard inlet ports 502 and outlet ports 503 welded to both ends. To simplify the pipeline connection and achieve flow balance inside the liquid cooling module 5, the inlets 502 of all liquid cooling plates 501 in the same module are connected in parallel through an inlet manifold 504, and all outlet ports 503 are connected in parallel through an outlet manifold 505. The inlet manifold 504 and outlet manifold 505 can be designed with throttling orifices or Venturi structures to ensure that the flow rate distributed to each liquid cooling plate 501 is basically the same.

[0028] In a preferred embodiment, the present invention may be further configured as follows: Figure 3 , Figure 4 As shown; the coolant distribution of the box-type battery compartment 1 is handled by the pipeline distribution module 6. The pipeline distribution module 6 includes a main supply pipe 601 and a main return pipe 602 laid longitudinally along the side wall of the battery compartment. The main supply pipe 601 and the main return pipe 602 are usually made of stainless steel or copper pipes and are rigidly fixed by pipe clamps to resist ship vibration.

[0029] like Figure 3As shown, a branch supply line 603 extends from the main supply line 601 to each liquid-cooled module 5; similarly, the return fluid from each liquid-cooled module 5 flows back into the main return line 602 via a branch return line 604. Considering ease of ship maintenance, the branch supply lines 603 and branch return lines 604 are preferably made of fluororubber hoses with a stainless steel braided layer to absorb relative vibrations between the equipment and the hull. Self-sealing quick-connect fittings 9 are connected to both ends of the branch supply lines 603 and 604. When the self-sealing quick-connect fitting 9 is removed, the valve core inside the fitting automatically closes under spring action, effectively preventing coolant leakage. Crucially, an electrically controlled flow control valve 10 (such as a proportional solenoid valve or an electric ball valve) is installed on each branch supply line 603 (usually near the main supply line 601), allowing the system to independently regulate the coolant flow to each battery module 4.

[0030] In a preferred embodiment, the present invention may be further configured as follows: Figure 1 As shown, the power for coolant circulation and final heat dissipation are provided by the power heat exchange module 7, which includes a frequency-controlled main circulation pump 701, a plate heat exchanger 702, and a main controller 703. After flowing out of the main return pipe 602, the coolant first enters the plate heat exchanger 702, where it exchanges heat with the low-temperature fresh water (or seawater) provided by the ship's central cooling system. The cooled coolant is then pumped into the main supply pipe 601 by the main circulation pump 701, thus completing a full cycle. To ensure reliability, the power heat exchange module 7 also integrates an emergency cooling circuit. This circuit mainly includes a standby pump 11 connected in parallel with the main circulation pump 701, and an air-cooled radiator 12 installed on the bypass pipe of the plate heat exchanger 702. A switching valve 13 (such as a three-way solenoid valve) controlled by the main controller 703 or an independent safety circuit is responsible for automatically switching the coolant flow path to the emergency circuit composed of the standby pump 11 and the air-cooled radiator 12 when a main pump failure, insufficient main circuit flow, or failure of the plate heat exchanger 702 is detected, so as to provide the battery with the most basic cooling capacity and ensure the ship's emergency return.

[0031] In a preferred embodiment, the present invention may be further configured as follows: Figure 5 As shown; in order to accurately sense the thermal state of each battery cell, a high-precision temperature sensor 8 is embedded in the contact surface between each liquid cooling plate 501 and the battery, and the signal lines of all temperature sensors 8 are connected to the main controller 703.

[0032] Please see Figure 6This invention also provides a liquid cooling system for lithium battery packs in electric ships, employing a "class-local" dual-layer control architecture. A class-based collaborative control unit is located in the ship's control center, acting as the upper-level decision-maker and communicating with the main controller 703 in each battery compartment via the ship's local area network. The class-based collaborative control unit receives real-time global information from the ship's integrated monitoring system, including: current speed, route, weather forecast (ambient temperature and humidity), real-time shipboard power load, short-term load forecasts (e.g., 15 minutes ahead), generator operating status and efficiency curves, energy storage battery SOC, and fuel / grid electricity price information. The main controller 703 acts as the local executor, responsible for collecting data from all sensors within its battery compartment, directly driving the underlying actuators (pumps, valves), and running the core temperature control algorithm.

[0033] The core algorithm of the 703 main controller is an active temperature control strategy based on model predictive control (MPC), which surpasses traditional PID threshold control. Its workflow involves cyclic execution within each control cycle (e.g., 1 second): Step 1: Status Awareness and Heat Generation Estimation: The main controller 703 reads the values ​​from each temperature sensor. The total current provided by the battery management system and the voltage of each battery terminal The heat generation formula in the battery electrothermal coupling mechanism model is used. The real-time heat generation power of each battery cell is estimated online. Among them, It is the open-circuit voltage. The function of temperature can be found in the battery characteristic table; It is the inherent temperature coefficient of the battery.

[0034] Step 2: Build and run the prediction model: The system establishes a simplified lumped parameter thermal model for each battery cell (or module), using thermal resistance... and heat capacity This is used to describe its thermodynamic properties. The discrete form of the model is: .in, It is the current coolant temperature and thermal resistance. Coolant flow rate The higher the flow rate, the stronger the convective heat transfer and the lower the thermal resistance. This relationship can be obtained by fitting previous experimental data.

[0035] Step 3: Rolling Optimization Solution: In each control cycle, the MPC algorithm, based on the current measurement state and known future battery load predictions (from the BMS or upper layer), calculates the future load. A cycle (e.g.) Given the prediction time domain (i.e., the next 10 seconds), solve an optimization problem. The objective function is typically designed as follows: That is, minimizing the difference between the predicted temperature and the target temperature. The deviation, while also taking into account the power consumption of the cooling system itself. The optimization variable is precisely the speed of the main circulation pump (which determines the total flow rate). And the opening degree of each electrically controlled flow regulating valve (which determines the flow distribution of each branch).

[0036] Step 4: Command Issuance and Parameter Learning: After obtaining the optimal control sequence, only the first control variable (i.e., the pump speed and valve opening at the current moment) is issued to the actuator. Simultaneously, the system has an online parameter identification function. Periodically (e.g., hourly) or when the operating conditions are stable, a small excitation is generated by fine-tuning the pump speed, the temperature response curve is observed, and the recursive least squares method is used to dynamically update the parameters in the thermal model. and The parameters enable the prediction model to adapt to slow time-varying factors such as battery aging and changes in coolant performance.

[0037] The core task of the class-coordinated control unit (CCU) is to achieve optimal energy allocation across the entire ship. The CCU performs rolling time-domain optimization with a longer cycle (e.g., 5 minutes) and coarser granularity. Its objective function is... The aim is to minimize total operating costs, including power generation and cooling power consumption. The total power consumption of the cooling system is used as an optimization variable. It is a weighting coefficient that balances cooling power consumption with the electricity cost of main propulsion and other loads.

[0038] The key is that the classification control unit does not directly command the main controller how to adjust the temperature, but rather uses a "constraint-feedback" coordination protocol. After the classification optimization solution is obtained, the command issued to the main controller is the allowable range of cooling system power over a future period, such as a power consumption constraint range. In its MPC optimization calculations, the main controller treats this power range as a hard constraint that must be adhered to, and autonomously decides how to achieve optimal temperature control within this constraint. Simultaneously, the main controller needs to incorporate the maximum future battery temperature predicted by its local MPC calculations. And the expected power consumption required to achieve this temperature This feedback is sent to the classification coordination control unit. The classification coordination control unit uses this feedback to verify whether the power constraints it issued are sufficient to ensure battery safety (i.e., to check if they are met). On the other hand, it is used to update the state of the global optimization model in the next round, forming a closed loop.

[0039] To enhance system reliability and intelligence, this system may optionally incorporate a digital twin and learning engine. This engine runs a high-fidelity virtual model on a backend server, mapped 1:1 to the physical device, with a simulation step size far exceeding real-time. It performs three main functions: (a) Control command pre-verification: Before issuing commands from the main controller, it pre-executes the commands in the virtual model to predict the control effect. If the simulation results indicate that the command will cause overheating or pressure exceeding limits, it issues a warning or prevents the command from being executed; (b) Parameter self-learning: It collects long-term operating data and uses machine learning algorithms (such as reinforcement learning) to automatically optimize the weight coefficients in the main controller's MPC. and cost weights in classification optimization (c) Strategy robustness training: Simulate various extreme working conditions in a virtual environment (such as full-load operation in tropical high temperature, cold start in cold zone, sensor failure, etc.) to stress test and train the control strategy, improve its robustness in actual complex environment, and ensure that the control strategy in the actual system can remain stable and effective when facing complex abnormal situations.

[0040] In addition, the system also features a hardware-level independent safety arbitration module (not shown in the diagram, which can be integrated into the main controller but is logically independent). This independent safety arbitration module directly connects to critical safety signals such as the main pipeline pressure switch via hardwire. Once a definite leak or sudden pressure drop is detected, this independent safety arbitration module will override all conventional control logic of the main controller, directly cutting off the main pump power supply, closing the main inlet valve, and activating the emergency cooling circuit via relays, ensuring that even in the most severe software or communication failures, the most basic safety protection actions can still be performed.

[0041] While specific embodiments of the present invention have been described above, those skilled in the art should understand that these are merely illustrative examples, and the scope of protection of the present invention is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but all such changes and modifications fall within the scope of protection of the present invention.

Claims

1. An electric ship lithium battery pack liquid cooling device, characterized in that, The application relates to a liquid cooling device for a lithium battery pack of an electric ship. The application relates to a liquid cooling device for a lithium battery pack of an electric ship. The application relates to a liquid cooling device for a lithium battery pack of an electric ship. The application relates to a liquid cooling device for a lithium battery pack of an electric ship. The application relates to a liquid cooling device for a lithium battery pack of an electric ship.

2. The electric ship lithium battery pack liquid cooling device according to claim 1, characterized in that, The application relates to a liquid cooling device for a lithium battery pack of an electric ship. The application relates to a liquid cooling device for a lithium battery pack of an electric ship. The application relates to a liquid cooling device for a lithium battery pack of an electric ship. The application relates to a liquid cooling device for a lithium battery pack of an electric ship.

3. The electric ship lithium battery pack liquid cooling device according to claim 1, characterized in that, The application relates to a liquid cooling device for a lithium battery pack of an electric ship.

4. The electric ship lithium battery pack liquid cooling device according to claim 1, characterized in that, The application relates to a liquid cooling device for a lithium battery pack of an electric ship.

5. An electric marine vessel lithium battery pack liquid cooling system characterized by, The application relates to a liquid cooling device for a lithium battery pack of an electric ship. The application relates to a liquid cooling device for a lithium battery pack of an electric ship. The application relates to a liquid cooling device for a lithium battery pack of an electric ship. The application relates to a liquid cooling device for a lithium battery pack of an electric ship. The application relates to a liquid cooling device for a lithium battery pack of an electric ship. The application relates to a liquid cooling device for a lithium battery pack of an electric ship. The application relates to a liquid cooling device for a lithium battery pack of an electric ship. The application relates to a liquid cooling device for a lithium battery pack of an electric ship. The application relates to a liquid cooling device for a lithium battery pack of an electric ship. 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The application relates to a liquid cooling device for a lithium battery pack of A ship class cooperative control unit is arranged in a ship control center, and is in communication connection with the main controller (703); the ship class cooperative control unit is used for receiving ship global information, and issuing an energy efficiency optimization instruction or a power consumption constraint instruction of a cooling system to the main controller (703); and the main controller (703) generates control instructions for the main circulating pump (701) and each electric control flow regulating valve (10) according to the power consumption constraint instruction, the real-time collected battery temperature and operation parameters, through a predictive control algorithm.

6. The electric boat lithium battery pack liquid cooling system according to claim 5, wherein, The local closed-loop control executed by the main controller (703) is an active temperature control strategy based on a predictive control algorithm, which comprises the following steps: predicting the temperature change of the battery module (4) in the future short term through a mechanism model based on the real-time collected electric-thermal parameters of the battery module (4); taking minimizing the temperature deviation and system energy consumption as an optimization target, and rolling to solve the optimal total flow of the cooling liquid and the flow distribution scheme of each branch; and controlling the total flow by adjusting the rotating speed of the main circulating pump (701), and distributing the branch flow by adjusting the opening of each electric control flow regulating valve (10).

7. The electric marine vessel lithium battery pack liquid cooling system of claim 6, wherein The mechanism model is a battery electric-thermal coupling model, and the heat generation power calculation adopts the formula: The heat transfer process adopts a discrete equation based on a thermal resistance-thermal capacity network for description. where the thermal resistance is a function of the coolant flow rate .

8. The electric boat lithium battery pack liquid cooling system according to claim 7, wherein, The main controller (703) also performs online parameter identification function, by injecting small test signals to the system and observing the temperature response, the thermal resistance in the mechanism model is dynamically updated using recursive least square method and heat capacity parameters.

9. The electric boat lithium battery pack liquid cooling system of claim 5, wherein, The energy efficiency optimization instruction generation process executed by the ship class cooperative control unit is to solve a rolling time domain optimization problem, and the objective function is: wherein, Pcool is the cooling system power consumption, an optimization variable; Pship is the ship power generation or purchase cost; Pbat is the battery power consumption, an optimization variable; Pbat is the battery power consumption, an optimization variable; 10. The electric boat lithium battery pack liquid cooling system of claim 9, wherein, The interaction between the main controller (703) and the ship class cooperative control unit follows a "constraint-feedback" protocol; the ship class cooperative control unit issues a power consumption constraint interval , and the main controller autonomously executes local closed-loop temperature control under the premise of meeting the constraints and feeds back the predicted maximum temperature value of the battery module (4) in the future short time domain and the expected power consumption of the cooling system to the ship class cooperative control unit in real time.

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