New energy automobile battery thermal management control method

Abstract

This invention discloses a thermal management control method for new energy vehicle batteries. The main design concept of this invention lies in proposing a comprehensive thermal management control strategy for power batteries that recovers waste heat from the motor and electronic control system. This allows for the recovery of waste heat from the motor and multi-functional power distribution box during low-temperature driving to heat the power battery, reducing heating power consumption and increasing vehicle range. Furthermore, it allows for setting a driving heating cutoff temperature threshold based on the battery's ambient temperature, rather than adhering to a fixed threshold, thus saving energy and further increasing driving range. In addition, during spring and autumn, when the power battery needs cooling, the radiator is activated first, reducing the power consumption generated by directly turning on the air conditioning and battery cooler, thereby also increasing vehicle range. This invention helps reduce the energy consumption of new energy vehicles and significantly increases the driving range of pure electric vehicles while improving the low-temperature operating efficiency of the power battery.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, and in particular to a method for thermal management and control of new energy vehicle batteries. Background Technology

[0002] Thermal management of power batteries in new energy vehicles is a key technological component. Taking an economical pure electric light truck logistics vehicle as an example, which is highly sensitive to the overall vehicle cost, battery thermal management generally adopts a low-cost battery heating film heating method and a natural cooling method. That is, when the battery needs to be charged at low temperatures (below 0°C), the design control strategy activates the heating film. When the temperature reaches 1°C or above, a simultaneous heating and charging mode is activated. When the battery temperature reaches a minimum of 15°C or above, high-rate charging is performed. The battery cooling method generally adopts low-cost natural cooling, that is, the heat generated by the charging and discharging of the battery cells is conducted to the cell casing, and the cell casing transfers heat to the aluminum alloy housing. The housing exchanges heat with the natural environment. The heat dissipation efficiency at high temperatures is low, which is not conducive to maintaining the life of the power battery.

[0003] In this method, the battery operates in a high-temperature environment without reliable heat dissipation. The battery operating temperature approaches 50°C, and the high-temperature charging time is long. The high-temperature charging and discharging of the battery affects its lifespan.

[0004] In addition, existing methods include using W-PTC (with higher power, such as 6.5kW) for liquid thermal heating, and air conditioning chiller cooling for high-temperature operation. Specifically, when the battery needs charging at low temperatures (below 0℃), a control strategy is designed to activate the heating film, heating to 1℃ or higher to initiate a simultaneous heating and charging mode, and then charging at a high rate when the battery temperature reaches above 15℃. For battery cooling, air conditioning chiller cooling is used for heat exchange. The battery circulating water, cooled by the chiller, is then introduced into the liquid cooling plate inside the battery pack for battery cooling. This cooling method ensures that the battery pack remains within a suitable charging and discharging temperature range even in high-temperature environments, which is beneficial for maintaining battery life. However, due to its high cost, there are few applications of this method in pure electric light trucks.

[0005] In this method, the battery liquid cooling system is expensive, and when discharging at low temperatures, the high power of the configured W-PTC leads to significant energy loss during driving, resulting in a noticeable decrease in the vehicle's driving range. Summary of the Invention

[0006] In view of the above, the present invention aims to provide a thermal management control method for new energy vehicle batteries to solve the aforementioned technical problems.

[0007] The technical solution adopted in this invention is as follows:

[0008] This invention provides a method for thermal management control of new energy vehicle batteries, including:

[0009] Step S0: Determine the current operating stage of the battery;

[0010] Step S1: During the charging and cooling phase, when the lowest battery temperature is in the first preset range and the average temperature is higher than the first preset threshold, a heat sink is used to dissipate heat from the battery.

[0011] Step S2: During the charging and cooling phase, when the minimum battery temperature is higher than the upper limit of the first preset range and the average temperature is higher than the third preset threshold, the battery is cooled by a cooler, and the motor and the all-in-one controller are cooled by a heat sink.

[0012] Step S3: During the charging and heating stage, when the lowest battery temperature is lower than the fourth preset threshold and the highest battery temperature is lower than the lower limit of the first preset range, the battery heating film is turned on, and the motor and the multi-in-one controller use an external heat sink for heat dissipation.

[0013] Step S4: During the charging and heating stage, when the lowest battery temperature is in the second preset range and the highest battery temperature is below the sixth preset threshold, the battery heating is turned off, and the waste heat from the motor and the multi-in-one controller is recovered to heat the battery.

[0014] Step S5: During the vehicle cooling phase, when the minimum battery temperature is higher than the seventh preset threshold and the average temperature is higher than the eighth preset threshold, the battery cooler is turned on, and the motor and the multi-in-one controller use a heat sink for heat dissipation.

[0015] Step S6: During the vehicle cooling phase, when the lowest battery temperature is in the third preset range and the average temperature is higher than the sixth preset threshold, the battery, motor and all-in-one controller use a heat sink for heat dissipation.

[0016] Step S7: During the vehicle heating phase, when the lowest battery temperature is lower than the first dynamic threshold and the highest battery temperature is lower than the fifth preset threshold, the battery cooler is turned off and the air conditioner is disabled. The motor and the multi-function controller use an external heat sink for heat dissipation, while the battery turns on the heating film to heat itself.

[0017] Step S8: During the vehicle heating phase, when the lowest battery temperature is between the first dynamic threshold and the fifth preset threshold and the highest battery temperature is below the first preset threshold, the battery uses the residual heat of the motor for heating.

[0018] In at least one possible implementation, step S1 further includes: until the battery's highest temperature is below a first preset threshold or the average temperature is below a second preset threshold, the battery cooling is turned off, and a heat sink is used to dissipate heat for the motor and the all-in-one controller.

[0019] In at least one possible implementation, step S2 further includes: turning off the battery cooler until the highest battery temperature is below the lower limit of the first preset range or the average temperature is below the second preset threshold.

[0020] In at least one possible implementation, step S3 further includes: when the lowest battery temperature is higher than a fifth preset threshold or the highest battery temperature is higher than a sixth preset threshold, the battery heating is turned off, and the waste heat from the motor and the multi-function controller is recovered to heat the battery.

[0021] In at least one possible implementation, step S4 further includes: turning off the battery heating film and disabling the battery cooler until the lowest battery temperature is higher than the second preset threshold or the highest battery temperature is higher than the sixth preset threshold, and the motor and the all-in-one controller use an external heat sink for heat dissipation.

[0022] In at least one possible implementation, step S5 further includes: turning off the battery cooler until the highest battery temperature is below an eighth preset threshold or the average temperature is below a ninth preset threshold, and the battery, motor and all-in-one controller are cooled by heat sinks.

[0023] In at least one possible implementation, step S6 further includes: until the highest battery temperature is below a sixth preset threshold or the average temperature is below the lower limit of a first preset range, turning off the battery cooler and disabling the air conditioner, and using an external heat sink to dissipate heat from the motor and the all-in-one controller.

[0024] In at least one possible implementation, step S7 further includes: when the battery's lowest temperature is higher than a second dynamic threshold or the battery's highest temperature is higher than a first preset threshold, the battery is heated using waste heat from the motor.

[0025] In at least one of the possible implementations, both the first dynamic threshold and the second dynamic threshold are related to the battery temperature when the vehicle is powered on.

[0026] In at least one possible implementation, step S8 further includes: when the lowest battery temperature is higher than a fifth preset threshold or the highest battery temperature is higher than a tenth preset threshold, the battery cooler is turned off and the air conditioner is disabled, and the motor and the all-in-one controller use an external heat sink for heat dissipation.

[0027] The main design concept of this invention lies in proposing a comprehensive thermal management control strategy for power batteries through the recovery of waste heat from the motor and electronic control system. This strategy allows for the recovery of waste heat from the motor and multi-functional power distribution box during low-temperature driving, thereby heating the power battery, reducing heating power consumption, and increasing vehicle range. Furthermore, it allows for setting a driving heating cutoff temperature threshold based on the battery's ambient temperature, rather than adhering to a fixed threshold, which helps save energy and further increase driving range. In addition, during spring and autumn, when the power battery needs cooling, the radiator is activated first, reducing the power consumption generated by directly turning on the air conditioner's battery cooler, thus also increasing vehicle range. This invention helps reduce the energy consumption of new energy vehicles and significantly increases the driving range of pure electric vehicles while improving the low-temperature operating efficiency of the power battery. Attached Figure Description

[0028] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described below with reference to the accompanying drawings, wherein:

[0029] Figure 1 An architecture diagram of a new energy vehicle battery thermal management control system provided in an embodiment of the present invention;

[0030] Figure 2 A flowchart of a new energy vehicle battery thermal management control method provided in an embodiment of the present invention. Detailed Implementation

[0031] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0032] This invention proposes an embodiment of a thermal management control system for new energy vehicle batteries, specifically, as follows: Figure 1 As shown, it includes:

[0033] This invention provides the following hardware system for implementation, such as Figure 1 As shown, the system architecture includes: air conditioning components (such as APTC, air heater), in-cabin air conditioning evaporator, EXT electronic expansion valve, TXT thermal expansion valve, electronic valve, in-cabin outdoor air conditioning condenser and radiator, motor hot water circuit, multi-function controller water circulation circuit, Chiller battery cooler, super kettle with five-way valve integrated dual water pump device. In the figure, T is the water circuit temperature sensor, PT is the pressure temperature sensor, and P is the pressure sensor.

[0034] The system consists of three main circulation loops: a refrigerant circulation loop (including a battery chiller branch), a motor and multi-function control box water circulation loop, and a battery water circulation loop. Two of the water circulation loops are connected via a super kettle (which integrates dual water pumps and a five-way reversing valve).

[0035] Based on this system architecture, at least the following five different modes can be implemented:

[0036] Mode 1: Initial state, five-way valve, 1-2 connected, 3-4 connected, 5 closed. Battery chiller is not working, EXT electronic expansion valve is disconnected. Five-way valve motor circulation loop water pump is working, motor and multi-function controller are cooled by external heat sink.

[0037] Mode 2: Five-way valve, 1-2 connected, 3-4 connected, 5 closed. The battery is cooled by a chiller, the air conditioning compressor operates, and the EXT electronic expansion valve opens (VCU controls the opening). The motor and multi-function controller are cooled by an external heatsink.

[0038] Mode 3: 2-3 connected, 1-5 connected, 4 closed, EXT electronic expansion valve disconnected, battery uses motor waste heat for heating, suitable for low temperature heating conditions, waste heat recovery control strategy will be described later;

[0039] Mode 4: 1-4 connected, 2-3 connected, 5 closed, EXT electronic expansion valve disconnected, battery and motor large circulation, using the vehicle radiator to cool the battery and motor, suitable for spring / autumn low temperature fast charging conditions. This mode reduces the time the battery cooling chiller is turned on, effectively reducing vehicle energy consumption and helping to improve vehicle range.

[0040] Mode 5: Five-way valve, 1-2 connected, 3-4 connected, 5 closed, EXT electronic expansion valve disconnected, battery chiller cooling shut off, motor and multi-function controller use external heat sink for heat dissipation, battery on with built-in heating film to heat the battery.

[0041] Therefore, the present invention provides a method for thermal management and control of new energy vehicle batteries, such as... Figure 2 As shown, it includes:

[0042] Step S0: Determine the current operating stage of the battery (the determination result is as follows);

[0043] Step S1: During the charging and cooling phase, when the lowest battery temperature is in the first preset range and the average temperature is higher than the first preset threshold (20), the heat sink is used to cool the battery. Further, until the highest battery temperature is lower than the first preset threshold or the average temperature is lower than the second preset threshold (18), the battery cooling is turned off, and the heat sink is used to cool the motor and the all-in-one controller.

[0044] For example, when 24℃≤Tmin (lowest battery temperature)<27℃ and Tave (average battery temperature)≥20℃, the heat sink is used to dissipate heat from the battery until Tmax (highest battery temperature)≤20℃ or Tave≤18℃. Then, mode 3 is turned off and mode 1 is entered. The battery is turned off for cooling, and the heat sink cools the motor and multi-function components.

[0045] Step S2: During the charging and cooling phase, when the lowest battery temperature is higher than the upper limit (27) of the first preset range and the average temperature is higher than the third preset threshold (25), the battery is cooled by a cooler, and the motor and the all-in-one controller are cooled by a heat sink. Further, the battery cooler is turned off until the highest battery temperature is lower than the lower limit (24) of the first preset range or the average temperature is lower than the second preset threshold (18).

[0046] For example, when Tmin (lowest battery temperature) is ≥27℃ and Tave is ≥25℃, turn on the Chiller cooling and enter mode two. The battery is cooled by the Chiller, while the motor and multi-function unit are still cooled by the heat sink. Turn off the Chiller cooling when Tmax (highest battery temperature) is ≤24℃ or Tave (average temperature) is ≤18℃, and then enter mode three.

[0047] Step S3: During the charging and heating stage, when the lowest battery temperature is lower than the fourth preset threshold (12) and the highest battery temperature is lower than the lower limit of the first preset range, the battery heating film is turned on, and the motor and the all-in-one controller use an external heat sink for heat dissipation; further, until the lowest battery temperature is higher than the fifth preset threshold (15) or the highest battery temperature is higher than the sixth preset threshold (26), the battery heating is turned off, and the waste heat of the motor and the all-in-one controller is recovered for battery heating.

[0048] For example, when Tmin (lowest battery temperature) ≤ 12℃ and Tmax ≤ 24℃, it enters mode five, turns on the battery heating film, and uses an external heat sink to dissipate heat from the motor and the all-in-one controller. When Tmin ≥ 15℃ or Tmax ≥ 26℃, it enters mode three, turns off battery heating, and uses the motor and the all-in-one waste heat recovery system to heat the battery.

[0049] Step S4: During the charging and heating stage, when the lowest battery temperature is in the second preset range and the highest battery temperature is below the sixth preset threshold (26), the battery heating is turned off, and the waste heat of the motor and the multi-in-one controller is recovered to heat the battery; further, until the lowest battery temperature is above the second preset threshold (18) or the highest battery temperature is above the sixth preset threshold (26), the battery heating film heating is turned off and the battery cooler is disabled, and the motor and the multi-in-one controller use an external heat sink for heat dissipation.

[0050] For example, when 12℃ < Tmin (lowest battery temperature) ≤ 18℃ and Tmax ≤ 26℃, it enters mode three, the battery heating is turned off, and the motor and multi-function waste heat recovery are used to heat the battery; when Tmin > 18 or Tmax ≥ 26, it enters mode one, the battery heating film heating is turned off, the battery chiller cooling is not turned on, and the motor and multi-function controller are cooled by an external heat sink.

[0051] Step S5: During the vehicle cooling phase, when the lowest battery temperature is higher than the seventh preset threshold (36) and the average temperature is higher than the eighth preset threshold (32), the battery cooler is turned on, and the motor and the all-in-one controller use heat sinks for heat dissipation; furthermore, until the highest battery temperature is lower than the eighth preset threshold (32) or the average temperature is lower than the ninth preset threshold, the battery cooler is turned off, and the battery, motor, and all-in-one controller use heat sinks for heat dissipation;

[0052] For example, when Tmin (lowest battery temperature) is ≥36℃ and Tave is ≥32℃, it enters mode two, turns on the Chiller cooling, and uses the heat sink to dissipate heat from the motor and the all-in-one controller, until Tmax (highest battery temperature) is ≤32℃ or Tave (average temperature) is ≤28℃, turns off the Chiller cooling, and enters mode four, where the battery, motor and all-in-one controller use the heat sink to dissipate heat.

[0053] Step S6: During the vehicle cooling phase, when the lowest battery temperature is in the third preset range and the average temperature is higher than the sixth preset threshold, the battery, motor, and multi-function controller use a heat sink for heat dissipation; further, until the highest battery temperature is lower than the sixth preset threshold or the average temperature is lower than the lower limit of the first preset range, the battery cooler is turned off and the air conditioner is disabled, and the motor and multi-function controller use an external heat sink for heat dissipation.

[0054] For example, when 28℃≤Tmin (lowest battery temperature)<36℃ and Tave≥26℃, it enters mode four, where the battery, motor, and all-in-one controller use a heatsink for cooling until Tmax (highest battery temperature)≤26℃ or Tave (average temperature)≤24℃, then it enters mode one, where the battery chiller is turned off, the air conditioner is not turned on, and the motor and all-in-one controller use an external heatsink for cooling.

[0055] Step S7: During the vehicle heating phase, when the battery's minimum temperature is below the first dynamic threshold and the battery's maximum temperature is below the fifth preset threshold, the battery cooler is turned off and the air conditioning is disabled. The motor and multi-function controller use an external heat sink for heat dissipation, while the battery activates its heating film to heat itself. Further, when the battery's minimum temperature is above the second dynamic threshold or the battery's maximum temperature is above the first preset threshold, the battery uses the motor's waste heat for heating.

[0056] For example, when Tmin (lowest battery temperature) ≤ T1 and Tmax ≤ 15℃, mode five is entered, the battery chiller is turned off, and the air conditioner is not turned on. The motor and multi-function controller use an external heat sink for heat dissipation, and the battery is heated by its built-in heating film; when Tmin ≥ T2 or Tmax ≥ 20℃, mode three is entered, and the battery uses the residual heat of the motor for heating.

[0057] Step S8: During the vehicle heating phase, when the lowest battery temperature is between the first dynamic threshold and the fifth preset threshold and the highest battery temperature is below the first preset threshold, the battery uses the residual heat of the motor for heating; further, when the lowest battery temperature is above the fifth preset threshold or the highest battery temperature is above the tenth preset threshold, the battery cooler is turned off and the air conditioner is disabled, and the motor and the multi-function controller use an external heat sink for heat dissipation.

[0058] For example, when T1 < Tmin (lowest battery temperature) ≤ 15℃ and Tmax ≤ 20℃, mode 3 is entered, and the battery is heated using the residual heat of the motor; when Tmin ≥ 15℃ or Tmax ≥ 30℃, mode 1 is entered, the battery chiller is turned off, and the air conditioner is not turned on. The motor and multi-function controller are cooled by an external heat sink.

[0059] Finally, it can be noted that both the aforementioned first dynamic threshold and second dynamic threshold are related to the temperature when the vehicle is powered on, and different dynamic thresholds can be set in advance according to different battery temperatures when powered on (preferably in a table for easy reference).

[0060] In summary, the main design concept of this invention lies in proposing a comprehensive thermal management control strategy for power batteries through the recovery of waste heat from the motor and electronic control system. This strategy enables the recovery of waste heat from the motor and multi-functional power distribution box during low-temperature driving heating, thereby heating the power battery, reducing heating power consumption, and increasing vehicle range. Furthermore, it allows for setting a driving heating cutoff temperature threshold based on the battery's ambient temperature, rather than adhering to a fixed threshold, which helps save energy and further extend the vehicle's range. Additionally, during spring and autumn, when the power battery needs cooling, the radiator is activated first, reducing the power consumption generated by directly turning on the air conditioning and thus increasing the vehicle's range. This invention helps reduce the energy consumption of new energy vehicles, significantly increasing the driving range of pure electric vehicles while improving the low-temperature operating efficiency of the power battery.

[0061] In this embodiment of the invention, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent the existence of A alone, A and B simultaneously, or B alone. A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects have an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of singular or plural items. For example, at least one of a, b, and c can represent: a, b, c, a and b, a and c, b and c, or a and b and c, where a, b, and c can be single or multiple.

[0062] The above description of the structure, features, and effects of the present invention is based on the embodiments shown in the figures. However, the above are only preferred embodiments of the present invention. It should be noted that the technical features involved in the above embodiments and their preferred methods can be reasonably combined and matched by those skilled in the art to form a variety of equivalent solutions without departing from or changing the design concept and technical effects of the present invention. Therefore, the present invention is not limited to the scope of implementation shown in the figures. Any changes made in accordance with the concept of the present invention, or modifications to equivalent embodiments, that do not exceed the spirit covered by the specification and figures, should be within the protection scope of the present invention.

Claims

1. A method for thermal management and control of a new energy vehicle battery, characterized in that, include: Step S0: Determine the current operating stage of the battery; Step S1: During the charging and cooling phase, when the lowest battery temperature is in the first preset range and the average temperature is higher than the first preset threshold, a heat sink is used to dissipate heat from the battery. Step S2: During the charging and cooling phase, when the minimum battery temperature is higher than the upper limit of the first preset range and the average temperature is higher than the third preset threshold, the battery is cooled by a cooler, and the motor and the all-in-one controller are cooled by a heat sink. Step S3: During the charging and heating stage, when the lowest battery temperature is lower than the fourth preset threshold and the highest battery temperature is lower than the lower limit of the first preset range, the battery heating film is turned on, and the motor and the multi-in-one controller use an external heat sink for heat dissipation. Step S4: During the charging and heating stage, when the lowest battery temperature is in the second preset range and the highest battery temperature is below the sixth preset threshold, the battery heating is turned off, and the waste heat from the motor and the multi-in-one controller is recovered to heat the battery. Step S5: During the vehicle cooling phase, when the minimum battery temperature is higher than the seventh preset threshold and the average temperature is higher than the eighth preset threshold, the battery cooler is turned on, and the motor and the multi-in-one controller use a heat sink for heat dissipation. Step S6: During the vehicle cooling phase, when the lowest battery temperature is in the third preset range and the average temperature is higher than the sixth preset threshold, the battery, motor and all-in-one controller use a heat sink for heat dissipation. Step S7: During the vehicle heating phase, when the lowest battery temperature is lower than the first dynamic threshold and the highest battery temperature is lower than the fifth preset threshold, the battery cooler is turned off and the air conditioner is disabled. The motor and the multi-function controller use an external heat sink for heat dissipation, while the battery turns on the heating film to heat itself. Step S8: During the vehicle heating phase, when the lowest battery temperature is between the first dynamic threshold and the fifth preset threshold and the highest battery temperature is below the first preset threshold, the battery uses the residual heat of the motor for heating.

2. The new energy vehicle battery thermal management control method according to claim 1, characterized in that, Step S1 further includes: until the battery's highest temperature is lower than a first preset threshold or the average temperature is lower than a second preset threshold, the battery cooling is turned off, and the heat sink is used to dissipate heat for the motor and the all-in-one controller.

3. The new energy vehicle battery thermal management control method according to claim 1, characterized in that, Step S2 further includes: turning off the battery cooler until the highest battery temperature is lower than the lower limit of the first preset range or the average temperature is lower than the second preset threshold.

4. The new energy vehicle battery thermal management control method according to claim 1, characterized in that, Step S3 further includes: when the lowest battery temperature is higher than the fifth preset threshold or the highest battery temperature is higher than the sixth preset threshold, the battery heating is turned off, and the waste heat from the motor and the multi-in-one controller is recovered to heat the battery.

5. The new energy vehicle battery thermal management control method according to claim 1, characterized in that, Step S4 further includes: when the lowest battery temperature is higher than the second preset threshold or the highest battery temperature is higher than the sixth preset threshold, turning off the battery heating film and disabling the battery cooler, and using an external heat sink to dissipate heat from the motor and the multi-in-one controller.

6. The new energy vehicle battery thermal management control method according to claim 1, characterized in that, Step S5 further includes: turning off the battery cooler until the highest battery temperature is lower than the eighth preset threshold or the average temperature is lower than the ninth preset threshold, and the battery, motor and multi-in-one controller are all cooled by heat sinks.

7. The new energy vehicle battery thermal management control method according to claim 1, characterized in that, Step S6 further includes: until the highest battery temperature is lower than the sixth preset threshold or the average temperature is lower than the lower limit of the first preset range, turning off the battery cooler and disabling the air conditioner, and using an external heat sink to dissipate heat from the motor and the all-in-one controller.

8. The new energy vehicle battery thermal management control method according to claim 1, characterized in that, Step S7 further includes: when the lowest battery temperature is higher than the second dynamic threshold or the highest battery temperature is higher than the first preset threshold, the battery is heated using the waste heat of the motor.

9. The new energy vehicle battery thermal management control method according to claim 8, characterized in that, Both the first dynamic threshold and the second dynamic threshold are related to the battery temperature when the vehicle is powered on.

10. The new energy vehicle battery thermal management control method according to any one of claims 1 to 9, characterized in that, Step S8 further includes: when the lowest battery temperature is higher than the fifth preset threshold or the highest battery temperature is higher than the tenth preset threshold, the battery cooler is turned off and the air conditioner is disabled, and the motor and the multi-function controller use an external heat sink for heat dissipation.

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