Battery system and thermal management control method thereof, and electric device

Abstract

The application relates to the technical field of batteries, and discloses a battery system, a heat management control method thereof and a power utilization device. The battery system comprises a battery pack, an electrical unit module electrically connected with the battery pack to control charging and discharging, a heat management comprehensive system comprising a first branch pipe for heat management of the electrical unit module and a second branch pipe for heat management of the battery pack in parallel, an electromagnetic control valve arranged at a total inlet of the two branch pipes, a temperature monitoring unit and a control unit, and the control unit acquires heat exchange medium temperature data and electrical temperature data, and adjusts the opening degree of the electromagnetic control valve in real time according to a heat exchange demand strategy to distribute the flow of each branch pipe. According to the heat exchange demands of the electrical unit module and the battery, the embodiment of the application realizes the cooperative work of the heat management of the electrical unit module and the heat management of the battery, so that the real-time heat management demands of the electrical unit module and the battery are simultaneously met, and the consistency of the battery life and the electrical safety of the system are finally ensured.

Description

Technical Field

[0001] This invention relates to the field of battery technology, and in particular to a battery system and its thermal management control method and electrical equipment. Background Technology

[0002] With the rapid development of new energy technologies and the popularization of electric vehicles, the market's requirements for electric vehicle charging time and driving range are becoming increasingly stringent. As a result, fast charging and high energy density battery system technologies have gradually become the direction pursued by the industry's technological development.

[0003] However, high energy density necessitates a more compact internal structure for the battery pack, while fast charging demands a higher charging rate. This compact structure inevitably leads to poorer heat dissipation within the battery pack under high-temperature conditions. Traditional air cooling or natural cooling methods, especially for electrical module cooling, are insufficient to meet these requirements. Furthermore, high charging rates mean that the batteries and their electrical components, such as copper busbars and fuses, experience more severe overcurrent heating during charging and discharging. Currently, even liquid-cooled battery pack solutions only control the battery temperature and cannot simultaneously address the thermal management issues caused by the batteries and electrical modules within the battery pack under high energy density and high charging rate conditions.

[0004] Therefore, how to comprehensively, efficiently, and energy-savingly solve the thermal management problem of batteries and their electrical modules—that is, while meeting the battery's operating temperature range, accurately monitoring and controlling the safe operating temperature of electrical components to achieve coordinated thermal management of power batteries and electrical modules, thereby ensuring the safety and reliability of the overall battery system—has become a technological bottleneck hindering the industry's development. Summary of the Invention

[0005] The purpose of this invention is to provide a battery system and its thermal management control method and electrical equipment, so as to realize the coordinated operation of thermal management of power battery and electrical unit module.

[0006] To achieve this objective, the present invention adopts the following technical solution:

[0007] A battery system comprising:

[0008] A battery pack, including at least one battery;

[0009] An electrical unit module is electrically connected to the battery pack to control charging and discharging;

[0010] The thermal management integrated system includes a first branch pipe and a second branch pipe arranged in parallel, an electromagnetic control valve disposed at the total inlet of the first branch pipe and the second branch pipe, a temperature monitoring unit, and a control unit electrically connected to the electromagnetic control valve and the temperature monitoring unit respectively. The first branch pipe is used for thermal management of the electrical unit module, and the second branch pipe is used for thermal management of the battery pack.

[0011] The temperature monitoring units are respectively installed in the first branch pipe, the second branch pipe, the electrical unit module, and the battery pack to monitor the heat exchange medium temperature data of the first branch pipe and the second branch pipe, as well as the electrical temperature data of the electrical unit module and the battery pack. After the control unit obtains the heat exchange medium temperature data and the electrical temperature data, it adjusts the opening of the electromagnetic control valve in real time according to the heat exchange demand strategy to distribute the flow of each branch pipe.

[0012] Optionally, the heat exchange medium temperature data includes at least the heat exchange medium temperature data at the total inlet of the first branch pipe and the second branch pipe, the heat exchange medium temperature data at the outlet of the first branch pipe, and the heat exchange medium temperature data at the outlet of the second branch pipe, which are obtained by temperature sensors respectively installed at the total inlet of the first branch pipe and the second branch pipe, the outlet of the first branch pipe, and the outlet of the second branch pipe.

[0013] The electrical temperature data includes at least the temperature data of at least one battery in the battery pack and the temperature data of at least one electrical component in the electrical unit module, which are obtained by temperature sensors respectively installed in the battery pack and the electrical unit module.

[0014] Optionally, the control unit adjusts the opening degree of the electromagnetic control valve in real time according to the heat exchange demand strategy, including:

[0015] Based on the heat exchange medium temperature data and electrical temperature data, the heat exchange efficiency of the electrical unit module and the heat exchange efficiency of the battery pack are determined in real time.

[0016] Based on the real-time determined heat exchange efficiency of the electrical unit module and the battery pack, the opening degree of the electromagnetic control valve is determined, and the flow rate of each branch pipe is dynamically adjusted according to the real-time determined opening degree of the electromagnetic control valve.

[0017] Optionally, the opening degree k of the electromagnetic control valve is η. _bdu *ζ*100% / (η) _bdu +η _baterry ),

[0018] Where ζ is the heat exchange efficiency correction coefficient of the electrical unit module, with a value ranging from 0.2 to 0.6, and η_bdu η represents the heat exchange efficiency of the electrical unit module. _baterry The heat exchange efficiency of the battery pack is given.

[0019] Optionally, the opening degree k of the electromagnetic control valve is k = (ζ*λ*△T1*Q) _cell -△T2*Q _bdu ) / (λ*△T1*Q _cell -△T2*Q _bdu ),

[0020] Wherein, ζ is the heat exchange efficiency correction coefficient of the electrical unit module, with a value ranging from 0.2 to 0.6; λ is the battery heat generation power correction coefficient, with a value ranging from 1.05 to 1.5; Q _cell Q is the sum of the heat conducted by each cell within the battery pack between time t and time t-1; _bdu ΔT1 is the sum of the heat conducted by each electrical component inside the electrical unit module between time t and time t-1; ΔT2 is the temperature difference between the inlet and outlet of the heat exchange medium on both sides of the electrical unit module in the first branch pipe; ΔT3 is the temperature difference between the inlet and outlet of the heat exchange medium on both sides of the battery pack in the second branch pipe.

[0021] Optionally, the control unit specifically calculates Q according to the following formula. _cell and the Q _bdu :

[0022] Q _bdu =∑m i *c i *(T i_t -T i_t-1 ), Q _cell =∑ x x＝1 n x *m cell *c cell *(T j_t -T j_t-1 );

[0023] Where, m i c i T i_t T i_t-1 Let n be the mass, specific heat capacity, temperature at time t, and temperature at time t-1 of the i-th electrical component within the electrical unit module; n x m cell c cell T j_t T j_t-1 These represent the total number of batteries in the battery pack, the average battery weight, the average battery specific heat capacity, the average battery temperature at time t, and the average battery temperature at time t-1, respectively.

[0024] Optionally, the control unit is further configured to determine whether the electrical temperature data of the electrical unit module and the battery pack do not exceed preset management conditions before adjusting the opening of the electromagnetic control valve in real time according to the heat exchange demand strategy; if they do not exceed the preset management conditions, the thermal management mode is activated.

[0025] After the thermal management mode is activated, if the battery pack needs heating or temperature equalization, or if the electrical unit module does not meet the corresponding cooling requirements but the battery pack does, the opening degree k of the electromagnetic control valve for the first branch pipe will be adjusted to 0 at the current moment; if the electrical unit module meets the corresponding cooling requirements but the battery pack does not, the opening degree k of the electromagnetic control valve for the first branch pipe will be adjusted to 1 at the current moment.

[0026] Optionally, the control unit adjusts the opening of the electromagnetic control valve in real time according to the heat exchange demand strategy, and further includes: acquiring the operating conditions of the battery system and the operating mode of the thermal management system, and dynamically adjusting the temperature and / or flow rate of the heat exchange medium at the total inlet of the first branch pipe and the second branch pipe according to the operating conditions of the battery system and the operating mode of the thermal management system, wherein the operating conditions of the battery system include fast charging condition and normal operating condition, and the operating modes of the thermal management system include heating mode and cooling mode.

[0027] An electrical device includes a device thermal management system and a battery system as described in any of the above claims, wherein the device thermal management system is connected to the inlet of the electromagnetic control valve.

[0028] A thermal management control method for a battery system as described in any of the above claims, comprising the steps of:

[0029] Obtain the temperature data of the heat exchange medium in the first branch pipe and the second branch pipe;

[0030] Acquire electrical temperature data for electrical unit modules and battery packs;

[0031] Based on the heat exchange medium temperature data and the electrical temperature data, the opening degree of the electromagnetic control valve is adjusted in real time according to the heat exchange demand strategy to distribute the flow of each branch pipe.

[0032] Compared with the prior art, the embodiments of the present invention have the following beneficial effects:

[0033] This invention employs a parallel dual-branch circulation system design to isolate the thermal management of the electrical unit module and the battery, allowing them to operate independently without interference. Furthermore, it coordinates the thermal management of the electrical unit module and the battery based on their respective heat exchange requirements, simultaneously meeting the real-time thermal management needs of both the module and the battery. This satisfies the overall requirements of the battery system under high energy density and high-rate charge / discharge conditions, ultimately ensuring consistent battery life and system electrical safety. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 This is a schematic diagram of the battery system provided in an embodiment of the present invention;

[0036] Figure 2 This is a schematic diagram of the composition of the control unit provided in an embodiment of the present invention;

[0037] Figure 3 This is a flowchart of the control method provided in the embodiments of the present invention;

[0038] Diagram description: Electrical unit module 1, first branch pipe 2, second branch pipe 3, electromagnetic control valve 4, temperature monitoring unit 5, main inlet pipe 6, main outlet pipe 7, heat exchange plate 8. Detailed Implementation

[0039] To make the objectives, features, and advantages of this invention more apparent and understandable, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0040] Please see Figure 1 This invention provides a battery system, comprising:

[0041] A battery pack (not shown in the figure) includes at least one battery;

[0042] Electrical unit module 1 is electrically connected to the battery pack to control charging and discharging;

[0043] The thermal management integrated system includes a first branch pipe 2 and a second branch pipe 3 arranged in parallel, an electromagnetic control valve 4 located at the total inlet of the first branch pipe 2 and the second branch pipe 3, a temperature monitoring unit 5, and control units electrically connected to the electromagnetic control valve 4 and the temperature monitoring unit 5 respectively. The first branch pipe 2 is used for thermal management of the electrical unit module 1, and the second branch pipe 3 is used for thermal management of the battery pack.

[0044] The temperature monitoring unit 5 is respectively installed in the first branch pipe 2, the second branch pipe 3, the electrical unit module 1, and the battery pack to monitor the heat exchange medium temperature data of the first branch pipe 2 and the second branch pipe 3, as well as the electrical temperature data of the electrical unit module 1 and the battery pack. After the control unit obtains the heat exchange medium temperature data and the electrical temperature data, it adjusts the opening degree of the electromagnetic control valve 4 in real time according to the heat exchange demand strategy to distribute the flow of each branch pipe.

[0045] This invention employs a parallel dual-branch circulation system design to isolate the thermal management of the electrical unit module and the battery, allowing them to operate independently without interference. Furthermore, it coordinates the thermal management of the electrical unit module and the battery based on their respective heat exchange requirements, simultaneously satisfying the thermal management needs of both modules. This meets the overall requirements of the battery system under high energy density and high-rate charge / discharge conditions, ultimately ensuring consistent battery life and system electrical safety.

[0046] It should be noted that the electrical unit module 1 includes various electrical components within the battery system, such as fuses, relays, current sensors, and the copper busbars connecting them. Compared to traditional natural cooling methods, this solution employs liquid cooling in the electrical unit module 1 to improve heat exchange efficiency during high-rate charging and discharging, thereby controlling the internal electrical components within the electrical unit module 1 within a reasonable operating temperature range. This liquid cooling method involves designing a liquid-cooled flow channel within the flow path of the first branch pipe 2 inside the electrical unit module 1. The specific implementation of the liquid-cooled flow channel can be a flat arrangement of micro heat exchange plates or a flexible pipe arrangement made of a material with high thermal conductivity. The liquid-cooled flow channel can directly contact the electrical components, or thermally conductive materials (such as thermal pads, potting thermal adhesives, or thermal greases) can be added between the liquid-cooled flow channel and the electrical components to reduce the thermal resistance of the heat exchange path and improve heat conduction efficiency. This application does not impose any limitations on this.

[0047] The first branch pipe 2 and the second branch pipe 3 are connected in parallel. If there are multiple battery packs, multiple second branch pipes 3 can be set up, each corresponding to one battery pack. These multiple second branch pipes 3 can be connected in parallel or in series with each other, and then connected in parallel with the first branch pipe 2. The inlets of the first branch pipe 2 and the second branch pipe 3 are connected to the main inlet pipe 6, and the outlets of the first branch pipe 2 and the second branch pipe 3 are connected to the main outlet pipe 7. The main inlet pipe 6 can be connected to the piping of the equipment's thermal management system. That is, the entire equipment's thermal management system provides the required heat exchange medium and energy to the integrated thermal management system.

[0048] A heat exchange plate 8 is provided at the corresponding location in the battery pack, that is, in the flow path of the second branch pipe 3. This heat exchange plate 8 can be one or more, depending on the battery thermal management design requirements. Thermally conductive material is filled at the interface between the heat exchange plate 8 and the battery to form a heat conduction path, allowing heat to exchange between the heat exchange medium in the heat exchange plate 8 and the battery, thereby controlling the temperature of each battery within a reasonable range. This application is not limited to this; any method that ensures the flow channel in the second branch pipe 3 can contact the battery to achieve heat exchange is acceptable.

[0049] The solenoid control valve 4 is a two-position three-way valve, i.e., one inlet and two outlets. Its inlet end is connected to the main inlet water pipe, and its outlet end is connected to the inlet of the first branch pipe 2 and the second branch pipe 3 respectively. Its function is to control the flow of heat exchange medium in the first branch pipe 2 and the second branch pipe 3, and to control the flow distribution, according to the thermal management requirements of the electrical unit module 1 and the battery pack, under the control of the control unit. The flow distribution of the first branch pipe 2 and the second branch pipe 3 can be measured according to the opening degree of the solenoid valve. For example, when the solenoid valve opening degree is 100%, the first branch pipe 2 is open and the second branch pipe 3 is closed; when the opening degree is 0%, the first branch pipe 2 is closed and the second branch pipe 3 is open; when the opening degree is 0% to 100%, both branch pipe 1 and branch pipe 2 are open, but the flow distribution ratio is different.

[0050] Furthermore, the heat exchange medium temperature data includes at least the heat exchange medium temperature data at the total inlet of the first branch pipe 2 and the second branch pipe 3, the heat exchange medium temperature data at the outlet of the first branch pipe 2, and the heat exchange medium temperature data at the outlet of the second branch pipe 3, which are obtained by temperature sensors respectively installed at the total inlet of the first branch pipe 2 and the second branch pipe 3, the outlet of the first branch pipe 2, and the outlet of the second branch pipe 3.

[0051] The electrical temperature data includes at least the temperature data of at least one battery in the battery pack and the temperature data of at least one electrical component in the electrical unit module 1, which are obtained by temperature sensors respectively installed in the battery pack and the electrical unit module 1.

[0052] To better monitor the temperature of each electrical component, one or more temperature sensors can be installed inside electrical unit module 1. Considering the main heat source under high current conditions, temperature sensors are generally installed at least at the connection copper busbars of critical electrical components to focus on monitoring the temperature of the busbars. Optionally, a temperature sensor can be installed on each electrical component to accurately monitor the temperature of each component. Similarly, to better monitor the temperature of the battery pack, multiple temperature sensors can be installed within the battery pack, for example, temperature sensors can be installed at the location of each battery within the battery pack.

[0053] By collecting the heat exchange medium temperature data and electrical temperature data at the above key locations, it is possible to more accurately determine the actual heat exchange requirements of the electrical unit module 1 and the battery pack, and then more reasonably adjust the opening of the electromagnetic control valve 4 in real time to distribute the flow of each branch pipe, improve heat exchange efficiency, and ultimately improve energy utilization efficiency.

[0054] Optionally, the opening degree k of the electromagnetic control valve 4 is η. _bdu *ζ*100% / (η) _bdu +η _baterry Where ζ is the heat exchange efficiency correction coefficient of the electrical unit module, and η _bdu For the heat exchange efficiency of the electrical unit module, η _baterry This refers to the heat exchange efficiency of the battery pack.

[0055] The applicant discovered that the temperature of the heat exchange medium output from the electrical equipment to the main inlet of the thermal management integrated system does not change significantly. Since the heat exchange efficiency is mainly determined by the temperature difference between the heat source and the flowing heat exchange medium, as well as the flow rate of the heat exchange medium, if the heat exchange efficiency of a certain heat source in the battery system is high, it indicates that the temperature of that heat source will be too high. This means that the flow rate of the heat exchange medium in the corresponding branch pipe needs to be increased to further reduce the temperature of that heat source and prevent it from becoming too high. Conversely, if the heat exchange efficiency of a certain heat source in the battery system is low, it indicates that the temperature of that heat source is too low, and the current flow rate of the heat exchange medium required for the branch pipe corresponding to that heat source is low or even unnecessary. Based on this, this embodiment uses the heat exchange efficiency of electrical unit module 1 and the battery pack to reflect their temperatures in real time to determine their heat exchange requirements. This allows for real-time adjustment of the opening degree k of the electromagnetic control valve 4, better matching the system requirements and improving the efficiency of thermal management. Therefore, in this application, the heat exchange demand strategy is determined based on the temperature difference between the heat exchange medium in the first branch pipe and the second branch pipe, and the temperature difference between the electrical unit module and the battery pack, so as to control the temperature of the electrical unit module and the battery pack within their respective suitable operating ranges. It should be noted that ζ is a preset calibration value, which will vary under different battery system configurations and charging / discharging conditions. In practice, it needs to be determined based on the total flow rate of the heat exchange medium output from the electrical equipment, the selection of electrical components in electrical unit module 1 and the safety factor of the copper busbar design, the battery capacity and charge / discharge rate, etc., and can be calibrated based on thermal management experimental tests.

[0056] In this example, considering that the normal operating temperature of electrical unit module 1 is relatively high in actual high-temperature environments (generally 60℃~80℃ in summer), while the normal operating temperature of the battery is relatively low (generally less than 55℃), it indicates that the heat exchange requirement of electrical unit module 1 is slightly lower than that of the battery. Therefore, the value of the heat exchange efficiency correction coefficient ζ should be less than 1, preferably 0.2~0.6, in order to correct the cooling requirement of the first branch pipe 2 corresponding to electrical unit module 1. That is, when distributing the flow, a portion of the heat exchange medium at the electrical unit module 1 end is reduced and given to the battery end to ensure the basic requirements of the battery end and play a balancing role.

[0057] Furthermore, the opening degree k of the electromagnetic control valve 4 is k = (ζ*λ*△T1*Q) _cell -△T2*Q _bdu ) / (λ*△T1*Q _cell -△T2*Q _bdu Where ζ is the heat exchange efficiency correction coefficient of the electrical unit module, ranging from 0.2 to 0.6; λ is the battery heat generation power correction coefficient, ranging from 1.05 to 1.5; Q _cell Q is the sum of the heat conducted by each cell within the battery pack between time t and time t-1; _bduΔT1 is the sum of the heat conducted by each electrical component inside the electrical unit module between time t and time t-1; ΔT2 is the temperature difference between the inlet and outlet of the heat exchange medium on both sides of the electrical unit module in the first branch pipe; ΔT3 is the temperature difference between the inlet and outlet of the heat exchange medium on both sides of the battery pack in the second branch pipe.

[0058] The control unit specifically calculates Q according to the following formula. _cell and Q _bdu :

[0059] Q _bdu =∑m i *c i *(T i_t -T i_t-1 ), Q _cell =∑ x x＝1 n x *m cell *c cell *(T j_t -T j_t-1 );

[0060] Where, m i c i T i_t T i_t-1 Let n be the mass, specific heat capacity, temperature at time t, and temperature at time t-1 of the i-th electrical component within the electrical unit module; n x m cell c cell T j_t T j_t-1 These represent the total number of batteries in the battery pack, the average battery weight, the average battery specific heat capacity, the average battery temperature at time t, and the average battery temperature at time t-1, respectively.

[0061] It should be noted that the purpose of introducing the battery heat generation power correction coefficient λ in the above formula for calculating the opening degree k is to take into account that the heat transfer inside the battery is carried out in real time. _cell In the calculation formula, m cell *c cell *(T j_t -T j_t-1The heat generated by the battery's own temperature rise at time t-1 is denoted as λ. However, since there are many other components in the actual battery pack that come into contact with the battery, these components will also experience temperature rise due to heat transfer from the battery. The heat generated by these components is also part of the battery's heat generation. Therefore, a value greater than 1, λ, is introduced into the above formula to correct for the battery pack's heat generation, preventing the calculated dynamic heat generation from being smaller than the actual value. In practice, the specific value of λ can be determined based on the internal structure of the battery pack and the mass, specific heat capacity, and temperature rise of its components. Furthermore, it should be noted that the opening correction of electrical unit module 1 is mainly adjusted by ζ. By limiting the value ranges of λ and ζ respectively, the correction effect of λ is made lower than that of ζ, ensuring the accuracy of the opening calculation.

[0062] In summary, the formula allows for the determination of heat exchange requirements based on the internal temperature values ​​of electrical unit module 1 and battery temperature values, while also taking into account the inlet and outlet temperature differences of the first branch pipe 2 and the second branch pipe 3, and the changes in heat exchange efficiency of the two branches. This enables the dynamic adjustment of the opening degree of the solenoid valve, thereby achieving dynamic regulation of the flow distribution between the two branches.

[0063] Please see Figure 2 When the aforementioned battery system is applied to new energy vehicles, the control unit in this embodiment of the invention may specifically include: BMS (Battery Management System), VCU (Vehicle Control Unit VCU), TMS (Thermal Management System), and MCU (Motor Control Unit). The functions of each component are described below:

[0064] Battery Management System (BMS) is a device that monitors the status of batteries. Its primary function is to intelligently manage and maintain individual batteries, preventing overcharging and over-discharging, extending battery life, and monitoring battery condition. A BMS can monitor and collect battery status parameters in real time (including but not limited to battery voltage, battery terminal temperature, battery circuit current, battery pack terminal voltage, and battery system insulation resistance), perform necessary analysis and calculations on these parameters to obtain more system status assessment parameters, and implement effective control over the battery itself according to specific protection and control strategies, ensuring the safe and reliable operation of the entire battery system. Simultaneously, the BMS can interact with other external devices (PCS, EMS, fire suppression systems, etc.) through its own communication interface and analog / digital input / output interfaces to ensure reliable system operation.

[0065] It should be noted that, in addition to the conventional functions such as collecting battery temperature mentioned above, the BMS in this solution also has the following three functions:

[0066] a: Temperature data of the heat exchange medium is collected by temperature sensors at the total inlet of the first branch pipe 2 and the outlet of the second branch pipe 3.

[0067] b: Temperature data of various electrical components, especially copper busbars, are collected through temperature sensors inside electrical unit module 1;

[0068] c: The opening degree of the electromagnetic control valve 4 is controlled by the control unit, thereby adjusting the direction and flow distribution of the heat exchange medium in the first branch pipe 2 and the second branch pipe 3 in the entire system in real time.

[0069] VCU, also known as the vehicle control unit, is the core electronic control unit that makes vehicle control decisions and is now widely used in pure electric vehicles and hybrid vehicles. The VCU is essentially the brain of the vehicle, playing a crucial role in coordinating various functions and systems. Its functional safety is paramount to overall vehicle safety. It should be noted that for the power battery system, the VCU and BMS are connected via the vehicle communication network. The BMS interacts with the VCU with various battery-related data, such as battery temperature, voltage, and insulation values, as well as related requirements such as power-on / off processes and thermal management mode requirements.

[0070] MCU: A power electronic unit unique to new energy vehicles. It receives vehicle driving control commands from the VCU (Vehicle Control Unit) and controls the electric motor to output specified torque and speed, driving the vehicle. It converts the DC power from the battery into the required high-voltage AC power to drive the motor and output mechanical energy. Simultaneously, the MCU has motor system fault diagnosis, protection, and storage functions.

[0071] TMS (Transportation Management System): From the perspective of the whole vehicle, it coordinates the matching, optimization and control of related components and subsystems such as engine, air conditioning, battery, motor, etc., effectively solves the thermal problems of the whole vehicle, keeps each functional module in the optimal temperature range, improves the economy and power of the whole vehicle, and ensures the safe driving of the vehicle. Its main components include water pump, electric fan, compressor, PTC and other components.

[0072] In this scheme, the TMS mainly adjusts the heating and cooling thermal management modes and controls the total flow rate of the heat exchange medium in the circulation pipeline based on the temperature data of the battery and electrical unit module 1, and with reference to the set thermal management control strategy.

[0073] Please see Figure 3 The control method of the control unit in this embodiment of the invention includes:

[0074] S1: The BMS collects the battery temperature value T of the battery pack through temperature sensors arranged inside the battery pack. i-cell, the temperature values ​​of electrical components are collected by temperature sensors arranged inside electrical unit module 1; wherein the battery temperature value is the same as the aforementioned battery temperature data, and the electrical component temperature value is the same as the aforementioned electrical component temperature data;

[0075] S2: Based on battery temperature value T i-cell Based on the temperature values ​​of electrical components, determine whether the current battery system needs to enter thermal management mode; if so, proceed to the next step, S3.

[0076] S3: Determine whether the current thermal management mode is heating mode, temperature equalization mode or cooling mode, and adjust the opening of solenoid control valve 4 according to the determination result to distribute the flow of each branch pipe.

[0077] S4: While adjusting the opening of the electromagnetic control valve 4, dynamically adjust the temperature and / or flow rate of the heat exchange medium at the main inlet of the first branch pipe 2 and the second branch pipe 3 according to the current operating conditions of the battery system and the current operating mode of the thermal management system. The operating conditions of the battery system include fast charging or normal operating conditions, and the operating modes of the thermal management system include cooling mode, temperature equalization mode, and heating mode.

[0078] It can also determine the status of electrical equipment (such as vehicles) and adjust the operating parameters of PTC heaters, air conditioners and water pumps according to the status of the electrical equipment.

[0079] The temperature of each electrical component and battery inside electrical unit module 1 is automatically adjusted under the control of the thermal management integrated system. If the thermal management shutdown condition in step S3 is met, the thermal management integrated system will shut down in standby mode; if the thermal management shutdown condition is not met, the thermal management integrated system will continue to work according to the judgment mode.

[0080] Specifically, in step S2 above, the method for determining whether the current battery system needs to enter thermal management mode includes:

[0081] Determine the battery temperature value T collected from all battery temperature sampling points. i-cell The highest value T cell-max and minimum value T cell-min Does T satisfy? cell-max ≥T max Or T cell-min ≤T min (where T) max The maximum operating temperature limit for the battery is typically 50°C to 60°C; T min The minimum operating temperature limit for the battery can be set between -40℃ and -20℃, depending on the battery performance. If this limit is met, it means that the current battery temperature has exceeded the normal operating range and there is a risk to battery safety.

[0082] Optionally, determine the highest temperature T of the electrical components inside electrical unit module 1. bdu-max Does T satisfy? bdu-max ≥T bdu-limit (where T) bdu-limit The upper limit temperature threshold for the operation of electrical components is defined as follows: if the threshold is met, it indicates that the temperature of the electrical component exceeds the safe temperature threshold, and the electrical unit module has an electrical safety risk. It should be noted that the temperature value of the electrical component can include the collected values ​​of several temperature collection points of multiple electrical components. The specific selection and arrangement are based on design requirements, and the temperature threshold of each electrical component can vary depending on the type of electrical component. For example, the upper limit temperature threshold for fuse operation is 140℃, the upper limit temperature threshold for relay operation is 100℃, and the maximum overcurrent temperature threshold for copper busbar is 160℃. In order to improve the safety of the electrical unit module, if the temperature value of any electrical component exceeds the corresponding safe temperature threshold, it means that the electrical unit module has an electrical safety risk.

[0083] If the current battery temperature is detected to be outside the normal operating range, or if there is an electrical safety risk to the electrical unit module, it indicates a safety risk in the battery system. In this case, the BMS will synchronize the above information to the VCU. The VCU will determine the fault handling method based on the vehicle status. If the vehicle is charging, the VCU will send a command to the charging gun or charging pile control module to limit the charging current. If the vehicle is driving, the VCU will send a command to the motor control module MCU to limit the motor power and vehicle speed. At the same time, the VCU will send an alarm to the vehicle's instrument panel to remind users of relevant fault information.

[0084] If the current battery temperature is found to be within the normal operating range and there is no electrical safety risk to the electrical unit module, it indicates that the battery system is currently safe and proceeds to the next step of thermal management mode judgment.

[0085] In step S3 above, the determination of the thermal management mode is divided into two aspects: electrical unit module 1 and battery temperature.

[0086] On the one hand, it determines whether electrical unit module 1 needs cooling. The temperature values ​​of the electrical components inside electrical unit module 1 are mainly used to determine whether cooling of electrical unit module 1 needs to be activated. That is, if the temperature value T at each point inside electrical unit module 1 is... bdu-i If the required operating temperature threshold is reached, it indicates that the electrical unit module 1 has met the cooling requirements. Furthermore, if the temperature value at any point inside the electrical unit module 1 is greater than or equal to the operating temperature threshold, it indicates that the electrical unit module 1 has met the cooling requirements.

[0087] For example, if the operating temperature threshold of the copper busbar is 120℃, the operating temperature threshold of the fuse is 100℃, and the operating temperature threshold of the relay is 80℃, then if the temperature of the copper busbar exceeds 120℃, the temperature of the fuse exceeds 100℃, or the temperature of the relay exceeds 80℃, it indicates that electrical unit module 1 needs to be cooled.

[0088] On the other hand, to determine whether the battery needs cooling or heating, the battery temperature value is mainly used to determine the battery's cooling or heating requirements. That is, if the highest temperature among the temperature collection points inside the battery exceeds the cooling activation threshold, for example: T... cell-i ≥38℃ or the average temperature at each temperature sampling point of the battery exceeds the cooling activation threshold, for example: T cell-avg If the temperature is ≥35℃, it indicates that the battery needs cooling. If the lowest temperature among the battery's various temperature points is lower than the heating threshold required for heating, for example: T... cell-i ≤-5℃ or the average temperature at each temperature sampling point of the battery is lower than the heating activation threshold required for heating, for example: T cell-avg If the temperature is ≤0℃, it indicates that the battery needs heating. Furthermore, it can be used to determine whether the battery requires temperature equalization. The battery temperature value is also used to determine the battery's temperature equalization requirements. If the temperature difference between various battery temperature points (the difference between the highest and lowest values), i.e., T... cell_high -T cell_low If the temperature exceeds the equalization threshold, for example, 15°C, it indicates that the battery needs to be equalized. If neither the electrical unit module 1 nor the battery temperature meets the above conditions, it indicates that the battery system does not need to activate thermal management, and the thermal management system is in standby mode. The cooling activation threshold, heating activation threshold, and equalization activation threshold are adapted to their corresponding judgment methods. When different temperature values ​​are selected in the judgment method, the corresponding cooling activation threshold, heating activation threshold, and equalization activation threshold will all be different.

[0089] Considering that the electrical components inside electrical unit module 1 have different temperature requirements and the overall low-temperature environment tolerance is good, it is generally not necessary to heat or equalize the temperature of electrical unit module 1. Therefore, if the battery needs to be heated or equalized in this step, the BMS adjusts the opening of the solenoid control valve 4 to 0%, that is, the first branch pipe 2 is closed and the second branch pipe 3 is opened, so as to reduce the energy consumption of the battery system.

[0090] If the battery temperature meets the battery cooling requirements, but the temperature of the electrical components in electrical unit module 1 does not meet the electrical unit module cooling requirements, the BMS will still adjust the opening of the solenoid control valve 4 to 0%. That is, the thermal management system only provides cooling capacity for the battery, and will still close the first branch pipe 2 and open the second branch pipe 3 to reduce the energy consumption of the battery system.

[0091] If the temperature of the electrical components in electrical unit module 1 meets the cooling requirements of the electrical unit module, but the battery temperature does not meet the cooling requirements of the battery, then the BMS adjusts the opening of the solenoid control valve 4 to 100%, that is, the second branch pipe 3 is closed and the first branch pipe 2 is opened.

[0092] If the battery temperature and the temperature of the electrical components in electrical unit module 1 both meet their respective cooling requirements, then the opening of the solenoid control valve 4 needs to be dynamically adjusted in real time. That is, the first branch pipe 2 and the second branch pipe 3 are opened simultaneously to ensure that heat exchange medium flows through both branch pipes, but the flow rate of each branch pipe is distributed by the opening of the solenoid control valve 4. Under this condition, the opening k of the solenoid control valve 4 can be dynamically adjusted in real time according to the heat exchange efficiency of electrical unit module 1 and the heat exchange efficiency of the battery pack.

[0093] k = η _bdu *ζ*100% / (η) _bdu +η _baterry (1)

[0094] In equation (1), ζ is the heat exchange efficiency correction coefficient of the electrical unit module, with a value ranging from 0.2 to 0.6; η _bdu For the heat exchange efficiency of the electrical unit module, η _baterry For the heat exchange efficiency of the battery pack;

[0095] η _bdu =c*v*ρ*k*△T1 / Q _bdu =c*v*ρ*k*(T in1_t -T out1_t ) / {∑m i *c i *(T i_t -T i_t-1 (2)

[0096] In equation (2), c is the specific heat capacity of the heat exchange medium; v is the total inlet pipe flow rate of the heat exchange medium; ρ is the density of the heat exchange medium; ΔT1 is the temperature difference between the inlet and outlet of the heat exchange medium on both sides of the BDU in the first branch pipe; Q _bdu This represents the sum of the heat conducted by each electrical component within the electrical unit module between time t and time t-1; m i For the quality of each electrical component within the electrical unit module; c i The specific heat capacity of each electrical component within the electrical unit module; T in1_t Let T be the inlet temperature of the first branch pipe at time t; out1_t Let T be the outlet temperature of the first branch pipe at time t; i_t T represents the temperature of the electrical component at time t. i_t-1 The temperature value of the electrical component at time t-1;

[0097] η _baterry =c*v*ρ*(1-k)*△T2 / (λ*Q) _cell )=c*v*ρ*(1-k)*(T in2_t -T out2_t ) / {λ*n*m cell *c cell *(T j_t -T j_t-1 )} (3)

[0098] In equation (3), c is the specific heat capacity of the heat exchange medium; v is the total inlet pipe heat exchange medium flow rate; ρ is the heat exchange medium density; X is the number of battery branches included in the battery pack; ΔT2 is the temperature difference between the inlet and outlet of the heat exchange medium on both sides of the battery branch in the second branch pipe; Q _cell λ is the sum of the heat conducted by each cell within the battery pack between time t and time t-1; λ is the battery heat generation power correction coefficient, ranging from 1.05 to 1.5; T in2_t Let T be the inlet temperature of the second branch pipe at time t. out2_t The outlet temperature of the second branch pipe at time t; n is the total number of cells in the battery pack; T j_t T represents the average battery temperature at time t; j_t-1 The average battery temperature at time t-1; m cell c is the average weight of the cells within the battery pack. cel This represents the average specific heat capacity of the cells within the battery pack.

[0099] By rearranging equations (1) to (3), we can obtain the following results:

[0100] k=(ζ*λ*△T1*Q _cell -△T2*Q _bdu ) / (λ*△T1*Q _cell -△T2*Q _bdu (4)

[0101] Where λ is the battery heat generation power correction coefficient, with a value ranging from 1.05 to 1.5; Q is the battery heat generation power correction coefficient, ranging from 1.05 to 1.5; _cell Q is the sum of the heat conducted by each cell within the battery pack between time t and time t-1; _bdu ΔT1 is the sum of the heat conducted by each electrical component inside the electrical unit module between time t and time t-1; ΔT2 is the temperature difference between the inlet and outlet of the heat exchange medium on both sides of the electrical unit module in the first branch pipe; ΔT3 is the temperature difference between the inlet and outlet of the heat exchange medium on both sides of the battery pack in the second branch pipe.

[0102] It should be noted that the above equation (3) only shows the heat transfer efficiency η of the battery pack when the battery pack includes only one battery branch. _baterry In other implementations of the algorithm, the battery pack may include X battery branches (X greater than 1). In this case, the heat transfer efficiency η of the battery pack is... _baterry The algorithm is shown in equation (5):

[0103] η _baterry =∑ x x＝1 c*v*ρ*[(1-k) / X]*△T i-2 / (λ*Q _cell )=∑ x x＝1 c*v*ρ*[(1-k) / X]*(T in-x-2_t -T out-x-2_t ) / {λ*[∑ x x＝1 n x *m cell *c cell *(T j_t -T j_t-1 (5)

[0104] Where c is the specific heat capacity of the heat exchange medium; v is the total inlet pipe heat exchange medium flow rate; ρ is the density of the heat exchange medium; X is the number of battery branches included in the battery pack; ΔT i-2 Q represents the temperature difference between the inlet and outlet of the heat exchange medium on both sides of the inlet and outlet of the second branch pipe corresponding to each battery branch; _cell λ is the sum of the heat conducted by each cell within the battery pack between time t and time t-1; λ is the battery heat generation power correction coefficient, ranging from 1.05 to 1.5; T in-x-2_t Let T be the inlet temperature of the second branch pipe corresponding to each battery branch at time t. out-x-2_t Let n be the outlet temperature of the second branch pipe corresponding to each battery branch at time t; x T represents the total number of cells in the battery pack. j_t T represents the average battery temperature at time t; j_t-1 The average battery temperature at time t-1; m cell c is the average weight of the cells within the battery pack. cel This represents the average specific heat capacity of the cells within the battery pack.

[0105] Therefore, as the number of battery branches included in the battery pack increases, the total heat generation of the battery pack increases, and obviously the required heat exchange medium flow rate needs to be increased accordingly. At this time, the value of k can be quickly identified by the heat exchange efficiency and then dynamically adjusted in real time to match the actual needs of the battery pack and electrical unit modules.

[0106] In step S4 above, the temperature and / or flow rate of the heat exchange medium at the general inlet of the first branch pipe 2 and the second branch pipe 3 can be adjusted by adjusting the operating parameters of the PTC heater (used to provide heat to the heat exchange medium), the air conditioner (used to provide cooling to the heat exchange medium), and the water pump (used to pressurize the heat exchange medium and circulate the heat exchange medium) inside the electrical equipment (such as new energy vehicles) that use the battery system. This optimizes the heat exchange of the thermal management system and improves the overall performance of the battery system.

[0107] To conserve energy consumption of electrical equipment, such as during vehicle charging, especially in fast charging conditions: if the thermal management system operates in cooling mode, its electrical unit module 1 and the battery generate significant heat. The cooling capacity and heat exchange medium flow rate provided to the battery system by the air conditioning system and water pump can be executed at their rated maximum values, i.e., the temperature of the heat exchange medium provided by the air conditioning is at its minimum limit, and the flow rate of the heat exchange medium provided by the water pump is at its maximum value. If the thermal management system operates in heating mode, the heating capacity and heat exchange medium flow rate provided to the battery system by the PTC heater and water pump can also be executed at their maximum heating power, with the temperature of the heat exchange medium provided by the PTC heater at its maximum value and the flow rate of the heat exchange medium provided by the water pump at its maximum value. This maximizes the satisfaction of the battery thermal management system's needs and improves heat exchange efficiency. At the same time, since the TMS thermal management system (vehicle) is mainly powered by the charging pile during the charging phase, it also reduces the energy consumption of the vehicle.

[0108] When the vehicle is in operation (i.e., under working conditions), the BMS can send different request values ​​to the VCU based on the temperature of the electrical unit module 1 and the battery, as well as the inlet and outlet temperatures of its two branch pipes. The VCU, through the TMS, dynamically adjusts the air conditioning cooling power or the PTC heater power and water pump power to save overall vehicle energy consumption. For example, when the thermal management system is in heating mode, but the battery's minimum temperature is below -10°C, the PTC can supply the battery liquid cooling system with an inlet water temperature of 20°C. When the battery's minimum temperature is below -20°C, the PTC can supply the battery liquid cooling system with an inlet water temperature of 30°C. This allows the system to adjust the heat exchange medium temperature and / or flow rate at the main inlet based on battery temperature data, increasing the heat exchange medium temperature and / or flow rate as the battery temperature decreases. When the thermal management system is in cooling mode, when the battery temperature is above 45°C... When the internal copper busbar temperature of Electrical Unit Module 1 exceeds 100℃ and the inlet and outlet temperature difference of the two branch pipes is large, the inlet water temperature supplied by the air conditioner to the entire integrated thermal management system can be 15℃ (this is because: when the inlet and outlet temperature difference of both branch pipes is large, it indicates that the total cooling capacity supplied to the battery system by the vehicle is insufficient. The design of the inlet and outlet water temperatures is comprehensively related to the rated cooling power of the vehicle's air conditioning system, the temperature setting requirements of the cockpit air conditioning, and the cooling power required by the battery and Electrical Unit Module 1. Generally, the inlet water temperature that passenger cars can currently output to the battery system is between 15 and 25℃. When the temperature difference between the two branch pipes is large, using a lower temperature heat exchange medium can improve heat exchange efficiency, thereby quickly reducing the temperature of Electrical Unit Module 1 and / or the battery). That is, as the temperature difference between the battery temperature and the electrical component temperature increases, the temperature of the heat exchange medium at the total inlet is reduced and / or the flow rate of the heat exchange medium at the total inlet is increased. Different heating or cooling capacities are output to meet the heat exchange requirements of the battery pack and the integrated thermal management system, thereby improving the overall performance of the battery system.

[0109] In summary, this invention integrates the liquid cooling solution for the electrical unit module and the thermal management of the battery pack. By determining the heat exchange strategy of the battery pack and the electrical unit module based on their heat exchange efficiency, the flow rate is dynamically split. Under the premise of ensuring that the battery and the electrical unit module 1 are stably at the preset operating temperature, the thermal management requirements of the battery pack and the electrical unit module 1 under different operating conditions are met. In particular, it solves the heat generation problem under high temperature fast charging conditions. At the same time, considering the current operating conditions of the battery system, the heat exchange strategy is optimized based on the charging and discharging efficiency and energy consumption of the electrical equipment in which the battery system is located, further improving the overall performance of the battery system.

[0110] Based on the same inventive concept, this embodiment of the invention also provides an electrical device, which includes a device thermal management system and a battery system as described above, wherein the device thermal management system is connected to the inlet end of the electromagnetic control valve 4. This electrical device can specifically be a vehicle or other equipment that requires electricity, and is not specifically limited thereto.

[0111] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A battery system, characterized in that, include: A battery pack, including at least one battery; An electrical unit module is electrically connected to the battery pack to control charging and discharging; The thermal management integrated system includes a first branch pipe and a second branch pipe arranged in parallel, an electromagnetic control valve disposed at the total inlet of the first branch pipe and the second branch pipe, a temperature monitoring unit, and a control unit electrically connected to the electromagnetic control valve and the temperature monitoring unit respectively. The first branch pipe is used for thermal management of the electrical unit module, and the second branch pipe is used for thermal management of the battery pack. The temperature monitoring units are respectively installed in the first branch pipe, the second branch pipe, the electrical unit module, and the battery pack to monitor the heat exchange medium temperature data of the first branch pipe and the second branch pipe, as well as the electrical temperature data of the electrical unit module and the battery pack. After the control unit obtains the heat exchange medium temperature data and the electrical temperature data, it adjusts the opening of the electromagnetic control valve in real time according to the heat exchange demand strategy to distribute the flow of each branch pipe. The heat exchange medium temperature data includes at least the heat exchange medium temperature data at the total inlet of the first branch pipe and the second branch pipe, the heat exchange medium temperature data at the outlet of the first branch pipe, and the heat exchange medium temperature data at the outlet of the second branch pipe, which are obtained by temperature sensors respectively installed at the total inlet of the first branch pipe and the second branch pipe, the outlet of the first branch pipe, and the outlet of the second branch pipe. The electrical temperature data includes at least the temperature data of at least one battery in the battery pack and the temperature data of at least one electrical component in the electrical unit module, which are obtained by temperature sensors respectively installed in the battery pack and the electrical unit module; The control unit adjusts the opening degree of the electromagnetic control valve in real time according to the heat exchange demand strategy, including: Based on the heat exchange medium temperature data and electrical temperature data, the heat exchange efficiency of the electrical unit module and the heat exchange efficiency of the battery pack are determined in real time. Based on the real-time determined heat exchange efficiency of the electrical unit module and the battery pack, the opening degree of the electromagnetic control valve is determined, and the flow rate of each branch pipe is dynamically adjusted according to the real-time determined opening degree of the electromagnetic control valve.

2. The battery system according to claim 1, characterized in that, The opening degree of the electromagnetic control valve is k=η _bdu *ζ*100% / (η _bdu +η _baterry ), Where ζ is the heat exchange efficiency correction coefficient of the electrical unit module, with a value ranging from 0.2 to 0.6, and η _bdu η represents the heat exchange efficiency of the electrical unit module. _baterry The heat exchange efficiency of the battery pack is given.

3. The battery system according to claim 2, characterized in that, The opening degree of the electromagnetic control valve is k=(ζ*λ*△T1*Q) _cell -△T2* Q _bdu ) / (λ*△T1*Q _cell -△T2* Q _bdu ), Wherein, ζ is the heat exchange efficiency correction coefficient of the electrical unit module, with a value ranging from 0.2 to 0.6; λ is the battery heat generation power correction coefficient, with a value ranging from 1.05 to 1.5; Q _cell Q is the sum of the heat conducted by each cell within the battery pack between time t and time t-1; _bdu ΔT1 is the sum of the heat conducted by each electrical component inside the electrical unit module between time t and time t-1; ΔT2 is the temperature difference between the inlet and outlet of the heat exchange medium on both sides of the electrical unit module in the first branch pipe; ΔT3 is the temperature difference between the inlet and outlet of the heat exchange medium on both sides of the battery pack in the second branch pipe.

4. The battery system according to claim 3, characterized in that, The control unit specifically calculates Q according to the following formula. _cell and the Q _bdu : Q _bdu =∑m i *c i *(T i_t -T i_t-1 ), Q _cell =∑ x x=1 n x *m cell *c cell *(T j_t -T j_t-1 ); Where, m i c i T i_t T i_t-1 Let n be the mass, specific heat capacity, temperature at time t, and temperature at time t-1 of the i-th electrical component within the electrical unit module; n x m cell c cell T j_t T j_t-1 These represent the total number of batteries in the battery pack, the average battery weight, the average battery specific heat capacity, the average battery temperature at time t, and the average battery temperature at time t-1, respectively.

5. The battery system according to claim 1, characterized in that, The control unit is also used to determine whether the electrical temperature data of the electrical unit module and the battery pack do not exceed the preset management conditions before adjusting the opening of the electromagnetic control valve in real time according to the heat exchange demand strategy. If they do not exceed the preset management conditions, the thermal management mode is activated. After the thermal management mode is activated, if the battery pack needs heating or temperature equalization, or if the electrical unit module does not meet the corresponding cooling requirements but the battery pack does, the opening degree k of the electromagnetic control valve for the first branch pipe will be adjusted to 0 at the current moment; if the electrical unit module meets the corresponding cooling requirements but the battery pack does not, the opening degree k of the electromagnetic control valve for the first branch pipe will be adjusted to 1 at the current moment.

6. The battery system according to claim 1, characterized in that, The control unit adjusts the opening of the electromagnetic control valve in real time according to the heat exchange demand strategy, and also includes: acquiring the operating conditions of the battery system and the operating mode of the thermal management system, and dynamically adjusting the temperature and / or flow rate of the heat exchange medium at the total inlet of the first branch pipe and the second branch pipe according to the operating conditions of the battery system and the operating mode of the thermal management system. The operating conditions of the battery system include fast charging mode and normal operating mode, and the operating modes of the thermal management system include heating mode, cooling mode and temperature equalization mode.

7. An electrical appliance, characterized in that, It includes a device thermal management system and a battery system as described in any one of claims 1 to 6, wherein the device thermal management system is connected to the inlet end of the electromagnetic control valve.

8. A thermal management control method for a battery system as described in any one of claims 1 to 6, characterized in that, Including the following steps: Obtain the heat exchange medium temperature data of the first branch pipe and the second branch pipe; Acquire electrical temperature data for electrical unit modules and battery packs; Based on the heat exchange medium temperature data and the electrical temperature data, the opening degree of the electromagnetic control valve is adjusted in real time according to the heat exchange demand strategy to distribute the flow of each branch pipe.

Images