A thermal runaway protection system and method for a power cell

Abstract

The application discloses a thermal runaway protection system and method of a power battery, and belongs to the technical field of battery management. The system comprises a battery pack, a plurality of refrigeration freewheeling units, a plurality of analog front-end chips, at least one control unit, a battery management unit and a high-voltage management unit. The battery pack is connected between a positive electrode end and a negative electrode end of a vehicle system. Each analog front-end chip is connected in parallel with a set number of battery cells. The first end of the control unit is connected with the analog front-end chip, and the second end is connected with the plurality of refrigeration freewheeling units through a relay control bus. One end of the battery management unit is connected with the control unit, and the second end is connected in communication with the vehicle system. The high-voltage management unit is connected with the battery management unit. The technical scheme has the beneficial effects that: in the early and middle stages of thermal runaway of the power battery, internal self-cooling can be started, the risk of thermal runaway is reduced, an external cooling system can be provided with power supply, internal and external double cooling is achieved, the loss caused by sudden power failure of the power supply is reduced, the structure is simple, and the system is easy to realize.

Description

Technical Field

[0001] This invention relates to the field of battery management technology, and in particular to a thermal runaway protection system and method for power batteries. Background Technology

[0002] Common power battery control systems, such as Figure 1 As shown, the AFE (Analog Front-End) chip is responsible for voltage detection, temperature detection, equalization management, and corresponding diagnostics of the individual cells in the battery pack. The HVU (High Voltage Management Unit) is responsible for monitoring the battery pack's total voltage, bus total voltage, insulation resistance, and other statuses. The bus current can be acquired by a Hall sensor H or a shunt. The acquired data is sent to the BMU (Battery Management Unit), which performs battery system evaluation, electrical system status detection, contactor management, thermal management, operation management, charging management, diagnostic management, and management of internal and external communication networks.

[0003] like Figure 2 As shown, when a battery cell experiences thermal runaway, such as spontaneous combustion of cell A, it may cause a short circuit in the battery pack, resulting in a power outage for the vehicle's infotainment system (CAR), and the entire system will be in a state of power failure and shutdown. At this point, the crucial cooling system Q will also fail to function, as external cooling is impossible, allowing cell A to continue burning. The heat from the thermally runaway cell A spreads to adjacent cells B and C, causing the SEI (Solid Electrolyte Interphase) membrane between the positive and negative electrodes of cells B and C to decompose, triggering an internal short circuit. Since cells B and C still contain electrical charge, the internal short circuit generates significant heat, further causing cells B and C to burn. This chain reaction leads to a violent fire throughout the entire vehicle.

[0004] In existing technologies, thermal runaway control methods use a large number of detection devices, have a large computational load on the control unit, and the structure of the BMS (Battery Management System) is relatively complex. They can only effectively protect against the early stage of thermal runaway. In the middle stage of thermal runaway, after the runaway cell is de-energized, all controllers stop working and lose their protective effect. Summary of the Invention

[0005] The purpose of this invention is to provide a thermal runaway protection system for power batteries, thereby solving the above-mentioned technical problems;

[0006] The present invention also aims to provide a method for thermal runaway protection of power batteries, thereby solving the above-mentioned technical problems;

[0007] A thermal runaway protection system for a power battery includes,

[0008] A battery pack is connected between the positive and negative terminals of the vehicle infotainment system. The battery pack includes multiple cells connected in series. The positive terminal of the first cell of the battery pack is connected to the positive terminal, and the negative terminal of the last cell of the battery pack is connected to the negative terminal.

[0009] Multiple cooling freewheeling units, one of the cooling freewheeling units being connected in parallel to one of the battery cells;

[0010] Multiple analog front-end chips, each of which is connected in parallel with a set number of battery cells, are used to detect the voltage and temperature of the battery cells;

[0011] At least one control unit, the first end of which is connected to the analog front-end chip to read the detection data of the analog front-end chip, and the second end of which is connected to multiple cooling freewheeling units through a relay control bus to control the opening and closing of the cooling freewheeling units;

[0012] A battery management unit, wherein a first end of the battery management unit is connected to the control unit, and a second end of the battery management unit is communicatively connected to the vehicle infotainment system;

[0013] The high-voltage management unit is connected to the battery management unit.

[0014] Preferably, the cooling freewheeling unit includes,

[0015] A relay, wherein the positive and negative terminals of the relay are connected to the output terminal of the relay control bus, and the moving contact of the relay can be controllably connected to the first stationary contact or the second stationary contact of the relay.

[0016] A cooling element, wherein a first end of the cooling element is connected to the second stationary contact, and a second end of the cooling element is connected to the negative terminal of the battery cell;

[0017] A freewheeling diode, wherein the anode of the freewheeling diode is connected to the second end of the cooling chip, and the cathode of the freewheeling diode is connected to the first end of the cooling chip.

[0018] Preferably, it also includes,

[0019] An isolation transformer, wherein the first and second input terminals of the isolation transformer are connected to the control unit;

[0020] A bridge rectifier circuit, wherein the first node of the bridge rectifier circuit is connected to the first output terminal of the isolation transformer, and the second node of the bridge rectifier circuit is connected to the second output terminal of the isolation transformer;

[0021] The input terminal of the relay control bus is connected to the positive and negative terminals of the bridge rectifier circuit.

[0022] Preferably, the bridge rectifier circuit includes,

[0023] First diode;

[0024] A second diode, wherein the anode of the second diode is connected to the anode of the first diode;

[0025] A third diode, wherein the anode of the third diode is connected to the cathode of the first diode;

[0026] A fourth diode, the anode of which is connected to the cathode of the second diode, and the cathode of which is connected to the cathode of the third diode.

[0027] Preferably, the first node is located between the cathode of the first diode and the anode of the third diode;

[0028] The second node is located between the cathode of the second diode and the anode of the fourth diode.

[0029] Preferably, it further includes a switch control module, wherein a first end of the switch control module is connected to the positive terminal, and a second end of the switch control module is connected to the positive terminal of the first battery cell;

[0030] A Hall sensor, wherein the first end of the Hall sensor is connected to the negative terminal, and the second end of the Hall sensor is connected to the negative terminal of the tail cell.

[0031] Preferably, the vehicle infotainment system is equipped with a cooling system for external cooling.

[0032] A method for thermal runaway protection of a power battery, used in the aforementioned thermal runaway protection system, comprising,

[0033] Step S1: Detect the voltage and temperature of the battery cell using multiple analog front-end chips;

[0034] Step S2: The control unit reads the detection data of the analog front-end chip to determine whether any battery cell is in a thermal runaway state. If so, all the cooling freewheeling units are activated through the relay control bus to perform thermal runaway protection. If not, the control unit continues to read the detection data of the analog front-end chip.

[0035] Preferably, the thermal runaway protection process includes,

[0036] When the battery cell is in operation, it is cooled and discharged by the cooling element of the corresponding cooling freewheeling unit. When the battery cell is in thermal runaway, it is re-fed by the freewheeling diode to supply power to the external cooling system.

[0037] Preferably, when the battery cell is in a thermal runaway state, the LDO power supply of the corresponding analog front-end chip supplies power to the control unit.

[0038] The beneficial effects of this invention are: it can initiate internal self-cooling in the early and middle stages of thermal runaway of the power battery, reducing the risk of thermal runaway; it can provide power to the external cooling system, achieving dual cooling from both inside and outside; it reduces losses caused by sudden power outages; and its structure is simple and relatively easy to implement. Attached Figure Description

[0039] Figure 1 This is a connection block diagram of a power battery control system in the prior art;

[0040] Figure 2 This is a connection block diagram of a power battery control system in a thermal runaway state in existing technology.

[0041] Figure 3 This is a connection block diagram of the thermal runaway protection system for the power battery of the present invention;

[0042] Figure 4 This is a circuit diagram of the cooling freewheeling unit of the present invention;

[0043] Figure 5 This is an electrical connection diagram of the cooling freewheeling unit of the thermal runaway battery cell of the present invention;

[0044] Figure 6 This is an electrical connection diagram of the cooling freewheeling unit of the normally functioning battery cell of the present invention;

[0045] Figure 7 This is a connection diagram of the cooling continuous flow unit and the control unit of the present invention;

[0046] Figure 8 This is a flowchart illustrating the steps of the thermal runaway protection method for power batteries according to the present invention. Detailed Implementation

[0047] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0048] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0049] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but this is not intended to limit the scope of the invention.

[0050] A thermal runaway protection system for power batteries, such as Figure 3 As shown, including,

[0051] The battery pack is connected between the positive terminal BAT+ and the negative terminal BAT- of the vehicle infotainment system CAR. The battery pack includes multiple cells connected in series. The positive terminal of the first cell of the battery pack is connected to the positive terminal BAT+, and the negative terminal of the last cell of the battery pack is connected to the negative terminal BAT-.

[0052] Multiple cooling freewheeling units R, with one cooling freewheeling unit R connected in parallel to one battery cell;

[0053] Multiple analog front-end chips (AFEs) are connected in parallel with a set number of battery cells to detect the voltage and temperature of the battery cells.

[0054] At least one control unit MCU, the first end of the control unit MCU is connected to the analog front-end chip AFE, and reads the detection data of the analog front-end chip AFE. The second end of the control unit MCU is connected to multiple cooling freewheeling units R through a relay control bus, and is used to control the opening and closing of the cooling freewheeling units R.

[0055] The battery management unit (BMU) has a first terminal connected to the control unit (MCU) and a second terminal connected to the vehicle infotainment system (CAR).

[0056] The high voltage management unit (HVU) is connected to the battery management unit (BMU).

[0057] In new energy vehicles, battery safety has always been a major concern. Many factors can cause lithium batteries to spontaneously combust, such as short circuits, overcharging, impacts, internal polarization, and deformation. An electric vehicle's battery pack consists of dozens to thousands of cells. If any one of these cells experiences thermal runaway, it can trigger a chain reaction of exothermic reactions, ultimately leading to serious thermal runaway events such as smoke, fire, or even explosion, threatening the lives of the vehicle's occupants. Even worse, spontaneous combustion of new energy vehicles at dealerships has resulted in large-scale vehicle destruction, severely damaging the reputation of the car brand.

[0058] Battery thermal runaway is caused by internal factors such as short circuits, overcharging, impacts, internal polarization, and deformation. This can lead to the puncture and decomposition of the SEI separator inside the cell, triggering an internal short circuit and generating a large amount of heat. This heat can then ignite the electrolyte and spread to other cells, causing thermal runaway of the entire battery pack. Once a direct short circuit occurs between the positive and negative electrodes, it is impossible to lower the internal temperature of the cell or stop the internal short circuit reaction. Current technical solutions primarily focus on protection and lack methods for handling thermal runaway. Firefighting measures cannot temporarily stop the ongoing thermal runaway reaction, as extinguishing agents cannot reach the reacting substances. Firefighters can only isolate the accident site and wait for the reactants to deplete, at which point the thermal runaway process will naturally cease.

[0059] Specifically, this invention provides a thermal runaway protection system for a power battery, used to protect a battery in a thermal runaway state. The working principle is as follows: when cell A experiences thermal runaway, the control unit MCU reads the thermal runaway information and opens the relay control bus of the corresponding cooling freewheeling unit R. All cooling freewheeling units R are activated, allowing all cells to discharge and self-cool. Simultaneously, cell A, which is in a thermal runaway open circuit, resumes freewheeling, ensuring the battery series connection remains intact, thereby providing power to the vehicle's cooling system Q and emergency control system. Ultimately, this achieves dual cooling of the battery pack, effectively preventing the spread of thermal runaway.

[0060] More specifically, this invention can effectively cool the battery system, reducing the risk of thermal runaway propagation in the power battery. In the early to mid-stages of thermal runaway in the power battery pack, the invention allows the unrunaway cells to provide power to the vehicle's external liquid cooling system, enabling the system to operate and providing dual cooling from both inside and outside. It can also provide power to the emergency system, thereby reducing losses caused by sudden power outages. The control unit MCU includes control unit MCUa, control unit MCUb, and control unit MCUn. The number of control units MCU can be increased according to the actual application; it is not necessary for each analog front-end chip (AFE) to correspond to a control unit MCU.

[0061] In a preferred embodiment, referencing Figure 4 The cooling freewheeling unit R includes,

[0062] Relay K, the positive and negative terminals of relay K are connected to the output terminal of the relay control bus, and the moving contact of relay K can be controlled to connect to the first stationary contact or the second stationary contact of relay K.

[0063] The TEC (Thermocouple Controller) has its first end connected to the second stationary contact and its second end connected to the negative terminal of the battery cell.

[0064] The freewheeling diode D5 has its anode connected to the second terminal of the TEC (thermal energy storage device), and its cathode connected to the first terminal of the TEC.

[0065] Specifically, refer to Figure 5 , Figure 6 When cell A is in a thermal runaway state, the current i inside the corresponding cooling freewheeling unit R flows from the negative terminal of cell A through the freewheeling diode D5 to the positive terminal of cell A. Cells B and C are in normal working state. The current i inside the corresponding cooling freewheeling unit R of cell B flows from the positive terminal of cell B through the cooling chip TEC to the negative terminal of cell B.

[0066] More specifically, the cooling freewheeling unit R is controlled by the newly added control unit MCU circuit, and the cooling chip TEC is attached to the outer shell of the battery pack. The principle of the cooling chip TEC is to utilize the Peltier effect of semiconductor materials. When direct current passes through a thermocouple formed by two different semiconductor materials connected in series, heat can be absorbed and released at the two ends of the thermocouple, respectively, so as to achieve the purpose of cooling.

[0067] More specifically, when cell A experiences thermal runaway and burns out of the circuit, the battery pack can be electrically connected through freewheeling diode D5 and relay K, ensuring the battery pack remains connected and can provide power to the vehicle's external cooling system and emergency control system. When cell A experiences thermal runaway and burns out of the circuit, other normal cells, such as cells B and C, can discharge through the TEC (Dynamic Temperature Coefficient), releasing electrical energy within the battery pack. Simultaneously, the TEC generates self-cooling, lowering the battery pack temperature.

[0068] In a preferred embodiment, referencing Figure 7 It also includes,

[0069] An isolation transformer T is connected to the control unit MCU via its first and second input terminals.

[0070] The bridge rectifier circuit BR has its first node E connected to the first output terminal of the isolation transformer T, and its second node F connected to the second output terminal of the isolation transformer T.

[0071] The input terminal of the relay control bus is connected to the positive and negative terminals of the bridge rectifier circuit BR.

[0072] Specifically, all control units (MCUs) can individually or collectively turn on the cooling freewheeling unit R. Each control unit (MCU) is connected to a high-voltage isolation device, namely an isolation transformer T, which includes transformer Ta and transformer Tb, to achieve electrical isolation and effectively improve the reliability and safety of the system.

[0073] In a preferred embodiment, the bridge rectifier circuit BR includes,

[0074] First diode D1;

[0075] The anode of the second diode D2 is connected to the anode of the first diode D1;

[0076] The anode of the third diode D3 is connected to the cathode of the first diode D1;

[0077] The anode of the fourth diode D4 is connected to the cathode of the second diode D2, and the cathode of the fourth diode D4 is connected to the cathode of the third diode D3.

[0078] The first node E is located between the cathode of the first diode D1 and the anode of the third diode D3.

[0079] The second node F is located between the cathode of the second diode D2 and the anode of the fourth diode D4.

[0080] In a preferred embodiment, it further includes a switch control module S, the first end of which is connected to the positive terminal BAT+, and the second end of which is connected to the positive terminal of the first battery cell.

[0081] Hall sensor H, the first end of Hall sensor H is connected to the negative terminal BAT-, and the second end of Hall sensor H is connected to the negative terminal of the tail cell.

[0082] Specifically, the switch control module S is used to control the opening and closing of the CAR power supply of the vehicle infotainment system, and the Hall sensor H is used to measure the current.

[0083] In a preferred embodiment, the vehicle infotainment system (CAR) includes a cooling system Q for external cooling.

[0084] Specifically, the cooling system Q is the external liquid cooling system of the battery, which is not affected by the thermal runaway cell and plays the role of external cooling.

[0085] A method for thermal runaway protection of a power battery, used in a thermal runaway protection system, with reference to... Figure 8 ,include,

[0086] Step S1: The voltage and temperature of the battery cell are detected by multiple analog front-end chips (AFE).

[0087] Step S2: The control unit MCU reads the detection data of the analog front-end chip AFE to determine whether any battery cell is in a thermal runaway state. If so, all cooling freewheeling units R are started through the relay control bus to perform thermal runaway protection. If not, the control unit MCU continues to read the detection data of the analog front-end chip AFE.

[0088] Thermal runaway can be divided into three stages: early-stage, mid-stage, and late-stage. Early-stage thermal runaway refers to the battery temperature slowly rising to the warning temperature. The SEI film begins to dissolve, leading to direct contact between the negative electrode and the electrolyte, triggering an exothermic reaction and further accelerating the temperature rise. Mid-stage thermal runaway occurs when the temperature exceeds the safety threshold. Both positive and negative electrode materials participate in the electrochemical reaction, the temperature rises even faster, the separator melts, and the positive and negative electrodes become directly electrically connected, resulting in a large-scale internal short circuit. Within a short time, a large amount of heat generates gas, which expands and ruptures the cell casing, causing combustion and ejection. If other cells are nearby, thermal runaway may spread, with heat propagating to the surrounding area through combustion and conduction. Late-stage thermal runaway refers to the period after thermal runaway has spread, with the degree of runaway increasing rapidly, and can only be terminated by discharging the battery and burning off the reactants.

[0089] Specifically, this invention also provides a method for thermal runaway protection of power batteries, reducing the risk of thermal runaway. When one or more cells in a power battery pack experience thermal runaway, the remaining cells provide power to the external cooling system, rapidly reducing the temperature of the entire battery pack. Simultaneously, the internal self-cooling system is activated to prevent thermal runaway from spreading to other cells. This invention adds an MCU control unit and a cooling freewheeling circuit, among other basic circuits, without changing the size of the existing battery pack, enabling controllable thermal runaway of the battery pack.

[0090] In a preferred embodiment, the thermal runaway protection process includes,

[0091] The battery cell in operation is cooled and discharged by the TEC of the corresponding cooling freewheeling unit R. The battery cell in thermal runaway state is re-freewheeled by the freewheeling diode D5 to supply power to the external cooling system Q.

[0092] When the battery cell is in a thermal runaway state, the LDO (low dropout linear regulator) power supply of the corresponding analog front-end chip AFE powers the control unit MCU.

[0093] Specifically, when some cells in the battery pack experience thermal runaway, the battery control system will activate internal self-cooling. Meanwhile, the remaining cells that do not spontaneously combust can provide power to the vehicle's external cooling system and emergency control system, effectively preventing thermal runaway from spreading to other cells.

[0094] By adding one or more control units (MCUs) within the battery control system, and adding a cooling freewheeling unit (R) to each battery cell, the newly added MCUs can read measurement data from the analog front-end chip (AFE). The analog front-end chip (AFE) includes AFEa, AFEb, and AFEn. When cell A experiences thermal runaway, AFEn remains unaffected by cell A and continues to operate with power. The control unit MCUn, using the LDO power supply of AFEn, is also operational. At this time, MCUn reads the thermal runaway information and activates the relay control bus, turning on all cooling freewheeling units (R). All cells then rapidly discharge and self-cool through the TEC (thermal energy dissipation device). Simultaneously, cell A, which experienced thermal runaway, resumes freewheeling through diodes, ensuring that all batteries remain connected in series and thus providing power to the vehicle's refrigeration system and emergency control system.

[0095] In summary, this application provides a thermal runaway protection system and method for a power battery. When some cells in the power battery pack experience thermal runaway, other good cells initiate self-cooling. At the same time, the good cells can also provide power to the external emergency system, enabling the external emergency system to start the liquid cooling system to cool the power battery pack, achieving dual cooling inside and outside, and making the thermal runaway of the battery pack controllable.

[0096] The above description is merely a preferred embodiment of the present invention and does not limit the implementation and protection scope of the present invention. Those skilled in the art should realize that any equivalent substitutions and obvious changes made based on the description and illustrations of the present invention should be included within the protection scope of the present invention.

Claims

1. A thermal runaway protection system for a power battery, characterized in that, include, A battery pack is connected between the positive terminal (BAT+) and the negative terminal (BAT-) of a vehicle infotainment system (CAR). The battery pack includes multiple cells connected in series. The positive terminal of the first cell of the battery pack is connected to the positive terminal (BAT+), and the negative terminal of the last cell of the battery pack is connected to the negative terminal (BAT-). Multiple cooling freewheeling units (R), one of the cooling freewheeling units (R) is connected in parallel to one of the battery cells; Multiple analog front-end chips (AFEs), each of which is connected in parallel with a set number of battery cells, are used to detect the voltage and temperature of the battery cells; At least one control unit (MCU) is provided. The first end of the control unit (MCU) is connected to the analog front-end chip (AFE) to read the detection data of the analog front-end chip (AFE). The second end of the control unit (MCU) is connected to multiple cooling freewheeling units (R) through a relay control bus to control the opening and closing of the cooling freewheeling units (R). A battery management unit (BMU) is provided, with its first end connected to the control unit (MCU) and its second end communicatively connected to the vehicle infotainment system (CAR). The high voltage management unit (HVU) is connected to the battery management unit (BMU). The cooling freewheeling unit (R) includes, A relay (K) is connected between its positive and negative terminals to the output terminal of the relay control bus. The moving contact of the relay (K) can be controllably connected to either the first stationary contact or the second stationary contact of the relay (K). A refrigeration element (TEC) is provided, with its first end connected to the second stationary contact and its second end connected to the negative terminal of the battery cell. A freewheeling diode (D5) is provided, wherein the anode of the freewheeling diode (D5) is connected to the second terminal of the refrigeration chip (TEC), and the cathode of the freewheeling diode (D5) is connected to the first terminal of the refrigeration chip (TEC).

2. The thermal runaway protection system for a power battery according to claim 1, characterized in that, It also includes, An isolation transformer (T) is provided, with its first and second input terminals connected to the control unit (MCU). A bridge rectifier circuit (BR), wherein the first node (E) of the bridge rectifier circuit (BR) is connected to the first output terminal of the isolation transformer (T), and the second node (F) of the bridge rectifier circuit (BR) is connected to the second output terminal of the isolation transformer (T). The input terminal of the relay control bus is connected to the positive and negative terminals of the bridge rectifier circuit (BR).

3. The thermal runaway protection system for a power battery according to claim 2, characterized in that, The bridge rectifier circuit (BR) includes, First diode (D1); The anode of the second diode (D2) is connected to the anode of the first diode (D1); A third diode (D3) is connected to the cathode of the first diode (D1); A fourth diode (D4) is provided, the anode of which is connected to the cathode of the second diode (D2), and the cathode of which is connected to the cathode of the third diode (D3).

4. The thermal runaway protection system for a power battery according to claim 3, characterized in that, The first node (E) is located between the cathode of the first diode (D1) and the anode of the third diode (D3); The second node (F) is located between the cathode of the second diode (D2) and the anode of the fourth diode (D4).

5. The thermal runaway protection system for a power battery according to claim 2, characterized in that, It also includes a switch control module (S), the first end of which is connected to the positive terminal (BAT+), and the second end of which is connected to the positive terminal of the first battery cell; A Hall sensor (H) is provided, with its first end connected to the negative terminal (BAT-) and its second end connected to the negative terminal of the tail cell.

6. The thermal runaway protection system for a power battery according to claim 1, characterized in that, The vehicle infotainment system (CAR) includes a cooling system (Q) for external cooling.

7. A method for thermal runaway protection of a power battery, characterized in that, The thermal runaway protection system according to any one of claims 1-6 includes, Step S1: Detect the voltage and temperature of the battery cell using multiple analog front-end chips (AFE); Step S2: The control unit (MCU) reads the detection data of the analog front-end chip (AFE) to determine whether any battery cell is in a thermal runaway state. If so, all the cooling freewheeling units (R) are activated through the relay control bus to perform thermal runaway protection. If not, the control unit (MCU) continues to read the detection data of the analog front-end chip (AFE).

8. The thermal runaway protection method for a power battery according to claim 7, characterized in that, The thermal runaway protection process includes, When the battery cell is in operation, it is cooled and discharged by the cooling element (TEC) of the corresponding cooling freewheeling unit (R). When the battery cell is in thermal runaway, it is re-freewheeled by the freewheeling diode (D5) to supply power to the external cooling system (Q).

9. The thermal runaway protection method for a power battery according to claim 8, characterized in that, When the battery cell is in a thermal runaway state, the LDO power supply of the corresponding analog front-end chip (AFE) powers the control unit (MCU).

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