A battery module

Abstract

A battery module, belonging to the field of new energy battery technology, is disclosed. The battery module includes battery cells, busbars, wiring harness separators, and cooling plates. Multiple battery cells are connected via the busbars. The wiring harness separators are disposed on the battery cells, providing electrical isolation between the cells and the busbars. The wiring harness separators are equipped with coolant channels and injection holes connected to the coolant channels. The cooling plates are thermally connected to both the coolant channels and the busbars. By thermally connecting the busbars and coolant channels through the cooling plates, the coolant in the channels can be used to cool the busbars, improving the current-carrying capacity of the busbars and the heat dissipation capacity of the battery cells. Furthermore, when a battery cell overheats abnormally, coolant in the channels can flow out through the injection pipes to promptly cool the cell and extinguish any fires, improving the safety of the battery module.

Description

Technical Field

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

[0002] Currently, new energy vehicles are in a phase of rapid development. Lithium-ion batteries and new energy electric vehicles have gradually matured over the past decade and have developed rapidly in my country. Electricity is widely considered by people around the world as the primary alternative energy source for future automotive transportation because it can be converted from various clean and renewable energy sources such as solar, hydro, wind, and nuclear power, reducing dependence on non-renewable energy sources like oil. The development and use of new energy vehicles effectively solves the problem of heavy energy consumption in transportation, achieving a low-carbon and sustainable economic development.

[0003] Currently, most power batteries are modularized for battery mounting. The battery module end plates clamp the cells, and the side plates are welded to secure them. The connecting aluminum bars between the cells are welded using low-impedance, high-strength laser welding, and the voltage sampling lines are welded using ultrasonic welding. The module consists of: battery cells, battery module end plates and insulating covers, battery module side plates and insulating films, wiring harness isolation plates, top covers, and module output terminals.

[0004] Conventional module wiring harness isolation solutions mainly consist of three components: an FPC (Flexible Printed Circuit), a wiring harness isolation board, and a busbar. These solutions suffer from poor heat dissipation and inadequate safety. Summary of the Invention

[0005] In view of the above-mentioned shortcomings, this application provides an isolation mechanism and a battery module to partially or completely improve the problems of poor heat dissipation and poor safety of battery modules in related technologies.

[0006] This application is implemented as follows:

[0007] An example of this application provides a battery module, including:

[0008] Multiple battery cells; each battery cell has a top cover and a terminal protruding from the top cover; the terminals of the multiple battery cells are connected by a busbar;

[0009] A wire harness isolation plate is installed on the top cover; coolant pipes are installed inside the wire harness isolation plate.

[0010] Cooling fins; one end of the cooling fins is thermally connected to the coolant pipe, and the other end of the cooling fins is thermally connected to the manifold.

[0011] In the above implementation process, a coolant pipe is installed in the wiring harness isolation plate located on the top cover of the battery cell, and a cooling fin is installed that is thermally connected to the coolant pipe (thermally connected means that the two connected parts can exchange heat). Connecting the cooling fin to the busbar allows the cooling fin to cool the busbar, improving its current-carrying capacity and facilitating heat dissipation from the battery cell. In a battery module, without cooling fins and coolant pipes, the busbar connected to the battery cell has poor heat dissipation under natural cooling conditions, especially under harsh operating conditions such as high-temperature driving and durability tests, where the battery cell undergoes intense high-current discharge, resulting in a high temperature rise in the busbar, which is detrimental to cell heat dissipation. Furthermore, excessively high busbar temperature rise will affect its current-carrying capacity, making it unable to meet high-current operating conditions.

[0012] In addition, coolant pipes are installed in the wire harness isolation plate. The coolant in the coolant pipes can also cool the wire harness isolation plate, reducing the chance of the wire harness isolation plate burning due to excessive cell temperature, and improving the safety of the battery module.

[0013] In one possible implementation, the coolant pipeline includes a first branch pipe and a second branch pipe arranged in parallel.

[0014] In the above implementation process, setting the coolant pipes in the wire harness isolation plate as the first branch pipe and the second branch pipe connected in parallel can increase the cooling area in the wire harness isolation plate, so as to cool and dissipate heat from more busbars, and further improve the heat dissipation and safety of the battery module (multiple busbars are usually set on both sides of the wire harness isolation plate. Setting the first branch pipe and the second branch pipe connected in parallel can cool the busbars on both sides of the wire harness isolation plate respectively, thereby improving the heat dissipation and safety of the battery module).

[0015] In one possible implementation, the top cover is provided with an explosion-proof valve;

[0016] The wire harness isolation plate has a first surface and is provided with a liquid injection pipe protruding from the first surface; the liquid injection pipe has a first opening and a bottom, the first opening is connected to a coolant pipe; the bottom is disposed opposite to an explosion-proof valve.

[0017] The melting point of the wall material of the injection tube is 200-300℃;

[0018] Optionally, the pipe wall material is a ruthenium alloy, a tin alloy, or a bismuth alloy.

[0019] In the above implementation process, a liquid injection tube protruding from the first surface is provided at the wire harness isolation plate, and the opening of the liquid injection tube is connected to the coolant pipeline. The bottom of the liquid injection tube is positioned opposite to the explosion-proof valve of the battery cell. The melting point of the wall material of the liquid injection tube is 200-300℃. When the battery cell experiences thermal runaway, the high-temperature and high-pressure gas ejected from the explosion-proof valve will melt the liquid injection tube. At this time, the coolant in the coolant pipeline flows from the first opening to the battery cell, cooling and isolating the battery cell from oxygen, thereby improving the safety of the battery module.

[0020] In one possible implementation, the wall thickness of the injection tube is 0.2-2.0 mm.

[0021] In the above implementation process, setting the wall thickness of the injection tube to 0.2-2.0 mm ensures that the injection tube melts and allows coolant to flow out when the cell temperature is too high, while also improving the strength of the injection tube. If the tube wall is too thick, the temperature required for the injection tube to melt and allow coolant to flow out will be higher, which may affect the timeliness of cooling and extinguishing the fire in the cell. If the tube wall is too thin, the strength of the injection tube will be low, and it may be damaged by vibration and other forces during the use of the battery module.

[0022] In one possible implementation, the injection tube is funnel-shaped, with the diameter of the first opening being larger than the diameter of the bottom.

[0023] In the above implementation process, the injection pipe is set in the shape of a funnel, and the diameter of the bottom opposite to the explosion-proof valve is smaller than the diameter of the first opening connected to the coolant pipe, so that coolant can be injected more accurately for fire extinguishing and cooling.

[0024] In one possible implementation, the distance between the bottom and the explosion-proof valve is 1-5 mm.

[0025] In the above implementation process, setting the distance between the bottom of the injection pipe and the explosion-proof valve of the battery cell to 1-5mm allows for more precise fire extinguishing and cooling of the battery cell. If the distance between the bottom of the injection pipe and the explosion-proof valve of the battery cell is too large, the coolant flowing from the injection pipe may be deflected or splashed due to the influence of hot air currents when flowing to the battery cell, reducing the cooling and fire extinguishing effect.

[0026] In one possible implementation, an insulating film is provided at the bottom;

[0027] Alternatively, the insulating film may be made of a polyurethane blend or polyimide.

[0028] In the above implementation process, placing an insulating film at the bottom of the injection tube can improve the insulation safety of the wire harness isolation plate. Furthermore, using an insulating film made of polyurethane blend or polyimide material provides higher insulation strength and tensile strength, further enhancing insulation and safety.

[0029] In one possible implementation, the wire harness isolation plate, cooling plate, liquid injection pipe and manifold are integrated into a single structure;

[0030] Optionally, the wire harness isolation plate, cooling fins, liquid injection pipes, and manifold are integrally molded by injection molding;

[0031] Optionally, the water absorption rate of the wire harness isolation plate is <0.1%;

[0032] Optionally, the material used to prepare the wire harness separator includes at least one of epoxy resin and its composites or mica and its composites.

[0033] In the above implementation process, the wire harness isolation plate, cooling plate, liquid injection pipe and busbar are set as an integrated structure, which can strengthen the connection between related components, make the heat dissipation channel more robust, and better cool the busbar and battery cell to improve the stability and safety of the battery module.

[0034] Furthermore, by using materials with a water absorption rate of <0.1%, such as epoxy resin and its composites or mica and its composites, to injection mold wire harness isolation plates, the probability of coolant leakage in coolant pipes can be reduced.

[0035] In one possible implementation, the battery cell has a base plate disposed opposite to the top cover;

[0036] The battery module also includes a liquid cooling plate; the liquid cooling plate is located below the base plate.

[0037] In the above implementation process, setting a liquid cooling plate at the bottom plate of the battery cell can further enhance the cooling effect of the battery cell and further improve the heat dissipation of the battery module.

[0038] In one possible implementation, the inlet and outlet of the wire harness isolation plate are respectively connected to the cavity of the liquid cooling plate.

[0039] In the above implementation process, connecting the inlet and outlet of the wire harness isolation plate to the liquid cooling plate respectively simplifies the setup of the coolant supply equipment and improves the integration of the battery module. If the inlet and outlet of the wire harness isolation plate are not connected to the liquid cooling plate respectively, it may be necessary to set up two sets of coolant supply equipment to supply water to the coolant pipes in the liquid cooling plate and the wire harness isolation plate respectively. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0041] Figure 1 This is a schematic diagram of the battery module provided as an example in this application;

[0042] Figure 2 A schematic diagram of the battery cell provided as an example in this application;

[0043] Figure 3 A cross-sectional view of the wire harness isolation plate provided as an example in this application;

[0044] Figure 4 This is a magnified view of part A.

[0045] Icons: 1-Battery module; 10-Cell; 11-Top cover; 12-Terminal post; 13-Explosion-proof valve; 14-Base plate; 20-Busbar; 30-Wire harness isolation plate; 31-Coolant pipe; 311-First branch pipe; 312-Second branch pipe; 32-Injection pipe; 321-First opening; 322-Bottom; 33-Insulating film; 40-Cooling fin; 50-Liquid cooling plate. Detailed Implementation

[0046] The embodiments of this application will be described in detail below with reference to examples. However, those skilled in the art will understand that the following examples are for illustrative purposes only and should not be considered as limiting the scope of this application. Unless otherwise specified in the examples, conventional conditions or conditions recommended by the manufacturer shall apply.

[0047] The following is a detailed description of the battery module provided in the example of this application:

[0048] Currently, most power batteries are modularized for battery mounting, with the battery module end plates clamping the cells and the side end plates welding them in place. A module consists of: the battery cell, battery module end plates and insulating covers, battery module side plates and insulating films, wiring harness isolation plates, a top cover, and module output terminals. In conventional module wiring harness isolation solutions, it mainly consists of three components: an FPC (Flexible Printed Circuit) + a wiring harness isolation plate + a busbar.

[0049] The inventors discovered that conventional module wiring harness isolation solutions suffer from poor heat dissipation and safety. For example, under harsh conditions such as high-temperature operation and prolonged use, the battery cells undergo intense high-current discharge. The busbar connected to the battery cells experiences a high temperature rise, reaching over 80°C. In natural cooling methods, the busbar's heat dissipation is ineffective, hindering cell cooling and potentially affecting the lifespan of the wiring harness isolation plate. Furthermore, in existing battery modules, the current carrying capacity of the busbar is limited by structural layout and natural cooling methods, failing to meet the high-current operation conditions of 4C / 6C. When encountering combined conditions such as high-speed hill climbing and high-power fast charging, over-temperature alarms will occur, impacting vehicle power and range, thus reducing product competitiveness.

[0050] In addition, the inventors discovered that in the existing battery module manufacturing process, for ease of molding, wire harness separators are mostly made of materials with relatively low flame retardancy and good flowability, such as PP / PA. In extreme situations such as thermal runaway of the battery cell, the wire harness separator is easily combusted and cannot protect the FPC. Furthermore, existing wire harness separators do not consider the rapid venting of thermal runaway, resulting in poor thermal management efficiency of existing battery modules and affecting their safety.

[0051] Based on this, please refer to Figure 1 The inventors have provided a battery module 1. The battery module 1 includes battery cells 10, a busbar 20, a wiring harness isolation plate 30, and a cooling plate 40. Multiple battery cells 10 are connected via the busbar 20 to achieve parallel or series connection. The wiring harness isolation plate 30 is disposed on the battery cells 10, providing insulation and isolation between the battery cells 10, the busbar, and other components in the battery module 1, such as FPC. The wiring harness isolation plate 30 is provided with a coolant conduit 31, and the cooling plate 40 is thermally connected to both the coolant conduit 31 and the busbar 20.

[0052] In this example, a sealed coolant pipe 31 is installed in the wiring harness isolation plate 30 located below the busbar 20. One end of the cooling fin 40 is thermally connected to the coolant pipe 31, and the other end of the cooling fin 40 is in direct contact with the busbar 20. This allows for cooling of the busbar 20 and timely transfer of heat from the busbar 20 to the coolant, improving the heat dissipation and safety of the battery module 1. The heat dissipation path includes: busbar 20 - cooling fin 40 - coolant pipe 31 - coolant.

[0053] The following, in conjunction with the accompanying drawings, provides a further detailed description of the battery cell 10, busbar 20, wiring harness separator 30, and cooling plate 40 in the battery module 1 provided in this application example.

[0054] Please continue reading. Figure 1 The battery module 1 includes multiple battery cells 10. The multiple battery cells 10 are stacked and arranged in a group. In this example, please refer to... Figure 2 The battery cell 10 is a hard-shell battery cell, and each battery cell 10 has a top cover 11, a terminal post protruding from the top cover 11, and an explosion-proof valve 13 disposed on the top cover 11. The terminal post 12 includes a positive terminal post and a negative terminal post. Multiple battery cells 10 in the battery module 1 are connected through a busbar 20.

[0055] This application does not limit the connection method of the cells 10 in the battery module 1. In some possible implementations, multiple cells 10 are connected in series through the bus 20; or, multiple cells 10 are connected in parallel through the bus 20.

[0056] Furthermore, in order to improve the structural stability of the multiple cells 10 in the battery module 1, the multiple cells 10 can be installed inside the housing.

[0057] Furthermore, a fireproof and heat-insulating pad can be installed between two adjacent battery cells 10.

[0058] Busbar 20 is connected to the terminal 12 of battery cell 10, enabling multiple battery cells 10 in battery module 1 to be connected in series or parallel according to a preset connection method, thereby collecting the current of the battery cells 10. Busbar 20 is typically a conductive metal sheet, and can be a copper busbar. The copper busbar is mounted on the wiring harness isolation plate 30, with one end of the copper busbar welded to the terminal 12, and the other end connected as needed.

[0059] This application does not restrict the specific type of busbar 20, and relevant personnel can make corresponding adjustments as needed.

[0060] The wire harness isolation plate 30 provides support for the bus 20 and achieves electrical isolation between the bus 20 and the top cover 11 of the battery cell 10.

[0061] Please see Figure 3 The wiring harness isolation plate 30 has a coolant pipe 31 inside. The coolant pipe 31 is used to store coolant.

[0062] A coolant pipe 31 is provided in the wire harness isolation plate 30. On the one hand, the coolant in the coolant pipe 31 can be used to cool the wire harness isolation plate 30. On the other hand, heat exchange can be performed on the cooling fins 40, thereby reducing the temperature of the busbar 20 which is thermally connected to the cooling fins 40.

[0063] Since the wire harness isolation plate 30 needs to provide electrical isolation between the busbar 20 and the top cover 11 of the battery cell 10, when a coolant pipe 31 is installed inside the wire harness isolation plate 30, it is necessary to prevent coolant leakage in the coolant pipe 31, and the coolant pipe 31 needs to withstand a certain water pressure. The thickness and material of the wire harness isolation plate 30, as well as the width, depth, length, and surrounding electrical safety distance of the coolant pipe 31, can be optimized based on actual simulation parameters and test results. This application does not limit the specific arrangement of the coolant pipe 31, and relevant personnel can make corresponding adjustments as needed.

[0064] In some possible implementations, the coolant in the coolant conduit 31 may be water and ethylene glycol in a volume ratio of 50%:50%.

[0065] Furthermore, to prevent insulation failures caused by coolant evaporation, corrosion, or damage, the material of the wire harness isolation plate 30 must have a water absorption rate of <0.1%.

[0066] Furthermore, to ensure insulation and safety, the wire harness isolation plate 30 is made of high-temperature resistant and insulating materials, such as epoxy resin and its composite materials, or mica sheets and their composite materials.

[0067] In the battery module 1, the terminals of the battery cell 10 include positive terminals and negative terminals spaced apart on the top cover 11. When connecting multiple battery cells 10, it is usually necessary to connect multiple busbars 20 on both sides of the top cover 11, and the multiple busbars 20 are respectively supported on both sides of the support surface in the wiring harness isolation plate 30.

[0068] To better cool the busbars 20 on both sides of the wire harness isolation plate 30, in some possible embodiments, the coolant pipe 31 includes a first branch pipe 311 and a second branch pipe 312 connected in parallel. The first branch pipe 311 can be used to cool the busbar 20 connected to the negative terminal of the battery cell 10, and the second branch pipe 312 can be used to cool the busbar 20 connected to the positive terminal of the battery cell 10.

[0069] Furthermore, by setting the first branch pipe 311 and the second branch pipe 312 in parallel in the coolant pipe 31, the cooling area of ​​the wire harness isolation plate 30 can be increased, further reducing the probability of the wire harness isolation plate 30 being damaged by heat.

[0070] Furthermore, to further improve the heat dissipation of the battery cell 10, a liquid cooling plate 50 can be installed at the bottom plate 14 of the battery cell 10. The liquid cooling plate 50 is used to cool the bottom of the battery cell.

[0071] Furthermore, in order to simplify the structure of the battery module 1, the inlet and outlet of the wiring harness isolation plate 30 can be connected to the liquid cooling plate 50 at the same time, avoiding the need to set up a separate coolant supply mechanism for the wiring harness isolation plate 30, thus simplifying the structure of the battery module.

[0072] This application does not limit how the water inlet and outlet of the wire harness isolation plate 30 are simultaneously connected to the liquid cooling plate 50. In some possible embodiments, a water pipe can be connected to the water inlet and outlet of the wire harness isolation plate 30 respectively, and the other end of the water pipe can be connected to the water inlet and outlet of the liquid cooling plate 50.

[0073] In addition, to facilitate the support of the busbar 20 and the installation of other related components, corresponding mounting holes or mounting grooves can be provided in the wire harness isolation plate 30. For example, a through hole can be opened at the position opposite to the pole post 12 in the wire harness isolation plate 30 so that the pole post 12 can pass through the through hole and connect to the busbar 20 on the wire harness isolation plate 30.

[0074] Furthermore, in order to improve the thermal runaway protection of battery module 1 and further enhance the safety of battery module 1, in some possible embodiments, a liquid injection tube 32 protruding from the surface of the wire harness isolation plate 30 can be provided.

[0075] Please see Figure 4 The injection pipe 32 has a first opening 321 and a bottom 322. The first opening 321 is connected to the coolant pipe 31. The bottom 322 protrudes from the surface of the wire harness isolation plate 30 at a certain height, and the bottom 322 is positioned opposite to the explosion-proof valve 13. Furthermore, the melting point of the pipe wall material of the injection pipe 32 is 200-300°C.

[0076] The wall material of the injection tube 32 has a melting point of 200-300℃. When the battery cell 10 experiences thermal runaway, the high-temperature, high-pressure gas ejected from the explosion-proof valve 13 will at least melt the bottom 322 of the injection tube 32, making the injection tube 32 a through hole. At this time, the coolant in the coolant pipe 31 flows from the injection tube 32 to the battery cell 10, which can cool and de-temperature the battery cell 10 in a timely manner and isolate oxygen, thereby improving the safety of the battery module 1.

[0077] This application does not limit the specific type of wall material of the injection tube 32, and relevant personnel can make the appropriate selection as needed.

[0078] In some possible embodiments, the wall material of the injection tube 32 is a ruthenium alloy, a tin alloy, or a bismuth alloy. The melting point of the ruthenium alloy is approximately 231°C, the melting point of the tin alloy is approximately 232°C, and the melting point of the low-melting-point bismuth alloy is approximately 271°C.

[0079] This application does not limit the specific structure of the injection tube 32, and relevant personnel can make appropriate selections as needed.

[0080] In some possible implementations, the injection tube 32 is funnel-shaped. The diameter of the first opening 321 is larger than the diameter of the bottom 322.

[0081] Furthermore, the distance between the bottom 322 of the injection pipe 32 and the explosion-proof valve 13 can be set to 1-5mm, which can more accurately inject coolant for fire extinguishing and cooling.

[0082] Furthermore, the wall thickness of the injection tube 32 can be set to 0.2-2.0 mm, which can ensure that the injection tube 32 melts and the coolant flows out when the cell temperature is too high, while also improving the strength of the injection tube 32.

[0083] Because the injection tube 32, made of materials such as ruthenium alloy, tin alloy, or bismuth alloy, has a certain degree of conductivity, it may reduce the insulation and safety of the wire harness isolation plate 30. To improve the insulation and safety of the wire harness isolation plate 30, in some possible embodiments, an insulating film 33 can be attached to the bottom 322 of the injection tube 32. The insulating film 33 can improve insulation while also melting under the action of the high-temperature, high-pressure gas ejected from the battery cell 10, allowing coolant to flow out from the molten injection tube 32, thus promptly cooling and extinguishing any fires to the battery cell 10.

[0084] This application does not limit the specific type of insulating film 33. In some possible embodiments, insulating film 33 may be a polyurethane hybrid film or a polyimide film.

[0085] The cooling fin 40 is thermally connected to both the coolant pipe 31 and the manifold 20, so that the coolant in the coolant pipe 31 can exchange temperature with the manifold 20, thereby reducing the temperature of the manifold 20.

[0086] This application does not limit the specific material of the cooling fin 40. Relevant personnel can make corresponding adjustments as needed while ensuring that the cooling fin 40 can transfer heat and reduce the temperature of the busbar 20.

[0087] In some possible implementations, the cooling plate 40 can be a ceramic plate or a thermally conductive resin plate.

[0088] This application does not limit the specific connection method between the wire harness isolation plate 30 and its liquid injection pipe 32, cooling fins 40 and busbar 20, and relevant personnel can make the appropriate selection as needed.

[0089] In some possible implementations, the wire harness isolation plate 30, its liquid injection pipe 32, cooling fins 40, and manifold 20 are integrated into a single structure.

[0090] By integrating the wire harness isolation plate 30, its liquid injection pipe 32, cooling plate 40, and busbar 20 into a single structure, the connectivity between related components can be strengthened, making the heat dissipation channel more robust and enabling better cooling of the busbar 20 and the battery cell 10, thereby improving the stability and safety of the battery module 1.

[0091] Furthermore, the wire harness isolation plate 30, its liquid injection pipe 32, cooling plate 40, and manifold 20 can be integrally molded by injection molding.

[0092] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A battery module, characterized in that, include: Multiple battery cells; each battery cell has a top cover and a terminal protruding from the top cover; the terminals of the multiple battery cells are connected by a busbar; A wire harness isolation plate is installed on the top cover; a coolant pipe is installed inside the wire harness isolation plate; an explosion-proof valve is installed on the top cover; the wire harness isolation plate has a first surface, and a liquid injection pipe protruding from the first surface is provided on the wire harness isolation plate; the liquid injection pipe has a first opening and a bottom, the first opening communicating with the coolant pipe; the bottom is positioned opposite to the explosion-proof valve; wherein, the melting point of the pipe wall material of the liquid injection pipe is 200-300℃; the pipe wall material is ruthenium alloy, tin alloy, or bismuth alloy; the wall thickness of the liquid injection pipe is 0.2-2.0mm; the liquid injection pipe is funnel-shaped, the diameter of the first opening is larger than the diameter of the bottom; an insulating film is provided on the bottom; the distance between the bottom and the explosion-proof valve is 1-5mm; Cooling fin; one end of the cooling fin is thermally connected to the coolant pipe, and the other end of the cooling fin is thermally connected to the manifold; The wire harness isolation plate, the cooling plate, the liquid injection pipe, and the manifold are integrated into one structure; The battery cell has a base plate disposed opposite to the top cover; the battery module also includes a liquid cooling plate; the liquid cooling plate is disposed below the base plate; the inlet and outlet of the wiring harness isolation plate are respectively connected to the cavity of the liquid cooling plate.

2. The battery module according to claim 1, characterized in that, The coolant pipeline includes a first branch pipe and a second branch pipe arranged in parallel, and both the first branch pipe and the second branch pipe are connected to the cooling fins.

3. The battery module according to claim 1, characterized in that, The insulating film is made of polyurethane mixture or polyimide.

4. The battery module according to claim 1, characterized in that, The wire harness isolation plate, the cooling plate, the liquid injection pipe, and the manifold are integrally formed by injection molding.

5. The battery module according to claim 1, characterized in that, The water absorption rate of the wire harness isolation plate is <0.1%.

6. The battery module according to claim 1, characterized in that, The materials used to prepare the wire harness isolation plate include at least one of epoxy resin and its composites or mica and its composites.

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