Power management system for cold machine of pure electric vehicle

Abstract

The invention relates to the technical field of power management, in particular to a cold machine power management system of a pure electric vehicle. The main vehicle power supply system is used for providing power and electric power for the main vehicle; the trailer power supply system is used for providing power and electric power for the trailer; the power supply management unit is used for distributing battery energy and controlling charging and discharging of the battery according to the operation state data transmitted by the first battery management system and the second battery management system, and starting or adjusting a cooling system according to the temperature of the battery; and the all-in-one function unit is used for realizing the functions of different components according to the power provided by the battery management unit. According to the power management system for the cold machine of the pure electric vehicle, the health condition of the battery can be more accurately predicted, so that a more reasonable maintenance and use strategy is adopted, the service life of the battery is prolonged, accidental faults are reduced, a charging and discharging strategy and a cooling system are dynamically adjusted, and the energy efficiency and the safety are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of power management, and in particular to a power management system for a cold machine of a pure electric vehicle. Background Art

[0002] Users of pure electric vehicles expect higher energy efficiency and longer driving range. This requires the battery management system to manage the battery charging and discharging process more intelligently to reduce energy loss and optimize battery use. Battery safety is a key factor in the design of pure electric vehicles. The battery management system must be able to detect and prevent potential faults such as overcharging, overdischarging, short circuit and overheating in a timely manner to ensure the safety of the vehicle and passengers, because the battery generates a lot of heat when working under high load or in extreme temperature environments. If proper thermal management is not performed, this may lead to battery performance degradation and even cause safety issues such as thermal runaway. Therefore, the battery management system must be able to monitor the battery status in real time, predict and prevent such accidents. Traditional battery management systems may rely only on limited parameters to estimate the battery's health status, which may lead to errors in battery life prediction and premature battery degradation or performance degradation. Therefore, a pure electric vehicle cold machine power management system is designed. Summary of the invention

[0003] The object of the present invention is to provide a pure electric vehicle cold machine power management system to solve the problems of battery life prediction error and premature battery degradation or performance reduction mentioned in the above background technology.

[0004] To achieve the above object, the present invention provides a pure electric vehicle cold machine power management system, comprising:

[0005] Main vehicle power supply system: used to provide power and electricity to the main vehicle; the main vehicle power supply system includes a first battery management system, a first charging port and a main vehicle battery;

[0006] Trailer power system: used to provide power and electricity to the trailer; the trailer power system includes a second battery management system, a second charging port and a trailer battery;

[0007] The first battery management system can monitor the current, voltage and temperature of the main vehicle battery to evaluate the health status and charge status of the main vehicle battery. Similarly, the second battery management system can monitor the current, voltage and temperature of the trailer battery to evaluate the health status and charge status of the trailer battery.

[0008] The effects of natural aging of batteries over time are introduced into the health status of the main vehicle battery and trailer battery for optimization;

[0009]

[0010] Power management unit: used to distribute battery energy and control battery charge and discharge according to the operating status data transmitted by the first battery management system and the second battery management system, and at the same time, start or adjust the cooling system according to the temperature of the battery;

[0011] Among them, the power management unit includes an energy distribution module, a charge and discharge control module and a cooling control module;

[0012] All-in-one functional unit: used to realize the functions of different components according to the power provided by the battery management unit.

[0013] As a further improvement of the present technical solution, the first battery management system is used to monitor and control the main vehicle battery, and is connected to the first charging port to monitor the operating status of the main vehicle battery during the charging and discharging process, and transmit the operating status data of the main vehicle battery to the power management unit.

[0014] As a further improvement of the present technical solution, the second battery management system is used to monitor and control the trailer battery, and is connected to the second charging port to monitor the operating status of the trailer battery's charging and discharging process, and transmit the trailer battery's operating status data to the power management unit.

[0015] As a further improvement of the present technical solution, the second battery management system also includes a DCDC converter and a battery. The DCDC converter is used to convert the high voltage of the main vehicle battery into a low voltage suitable for the trailer battery and store it in the battery. The battery releases electrical energy for power supply when needed.

[0016] As a further improvement of the technical solution, the specific method for evaluating the health status of the main vehicle battery and the trailer battery is as follows:

[0017] The health status is assessed using a battery degradation model:

[0018]

[0019] Among them, SOH is the health status of the battery; SOH initial is the new state health value of the battery; α is the basic degradation rate; N is the total number of cycles of the battery; k1, k2 and k3 are all positive coefficients related to the battery type; DOD is the depth of discharge of the battery; m is the influence index of DOD on the degradation rate; T is the operating temperature of the battery; T0 is the reference temperature; CR is the charging rate; n is the influence index of the charging rate on the degradation rate;

[0020] As a further improvement of the technical solution, the specific method for evaluating the charge state of the main vehicle battery and the trailer battery is as follows:

[0021] Evaluate the state of charge:

[0022]

[0023] Where SOC(t2) is the state of charge at time t2; t' is the time interval; SOC(t2-t') is the state of charge at time t2-t'; η is the efficiency factor of the battery; I(t2) is the battery current that changes with time t; C nom The maximum amount of charge that a battery can store when fully charged.

[0024] As a further improvement of the technical solution, the influence of natural aging of the battery over time is introduced into the health status of the main vehicle battery and the trailer battery for optimization as follows:

[0025] β0(t)=1+k0·t

[0026] t=t0+N·Δt

[0027] Among them, β0(t) is the natural aging rate; k0 is the aging rate related to the battery type; t is the time from the battery production; t0 is the time from the battery production to the first use; Δt is the time increment corresponding to each charge and discharge cycle;

[0028] but:

[0029]

[0030] Among them, SOH' is the health state of the optimized battery.

[0031] As a further improvement of the technical solution, the energy distribution module is specifically as follows:

[0032] S1. Evaluate energy requirements:

[0033] E demand =P drive t1+P aux t1+P AC t1

[0034] Among them, E demand is the energy requirement; P drive is the power requirement of the drive system; P aux is the power requirement of the auxiliary system; P AC is the power demand of the air conditioning system; t1 is the evaluation time period;

[0035] S2. Energy distribution:

[0036] If the total remaining charge of the two batteries is greater than the total energy demand:

[0037]

[0038] is the total remaining energy of the two batteries; The remaining power of the main vehicle battery; E is the remaining power of the trailer battery; main is the total energy of the new main vehicle battery; E trailer is the total energy of the new trailer battery; SOH' main The health status of the main vehicle battery; SOH' trailer The health status of the trailer battery;

[0039] if It can meet all needs;

[0040] if The highest priority demand will be allocated first.

[0041] As a further improvement of the technical solution, the cooling control module is specifically as follows:

[0042] The conditions for starting cooling work are:

[0043] T>T optimal +ΔT threshold

[0044] Among them, T optimal is the temperature range; ΔT threshold is the threshold at which the battery temperature exceeds the optimal temperature range;

[0045] The cooling work is strategically controlled by adjusting the flow rate F of the cooling medium:

[0046]

[0047] Where k is the proportionality constant; Q battery is the heat generation rate of the battery; Q colling The heat dissipation capacity of the cooling system; ΔT is the temperature difference between the battery temperature and the cooling medium temperature.

[0048] As a further improvement of the present technical solution, the different components in the all-in-one functional unit include a main drive motor, a steering motor, a battery, an air conditioning motor, an air pump motor and a PTC.

[0049] Compared with the prior art, the present invention has the following beneficial effects:

[0050] In this pure electric vehicle cold machine power management system, the natural aging rate is introduced into the battery health status formula, and the influence of parameters such as charge and discharge depth, temperature, and charge and discharge rate on the battery health status is considered. The system can more accurately predict the health status of the battery, so as to adopt more reasonable maintenance and use strategies. Compared with traditional power management systems, the optimized cold machine power management system can more accurately evaluate the battery health status, help to extend battery life, reduce unexpected failures, dynamically adjust the charge and discharge strategy and cooling system, and improve energy efficiency and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Figure 1 It is the overall flow chart of the present invention;

[0052] Figure 2 It is a system flow chart of the power management unit in the present invention.

[0053] The meaning of each number in the figure is:

[0054] 1. Main vehicle power system; 11. First battery management system; 12. First charging port; 13. Main vehicle battery; 2. Trailer power system; 21. Second battery management system; 22. Second charging port; 23. Trailer battery; 3. Power management unit; 31. Energy distribution module; 32. Charge and discharge control module; 33. Cooling control module; 4. All-in-one functional unit. DETAILED DESCRIPTION

[0055] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0056] Example

[0057] See also Figure 1-2 As shown, a pure electric vehicle cold machine power management system is provided, including a main vehicle power system 1, a trailer power system 2, a power management unit 3 and an all-in-one functional unit 4; in this embodiment, the battery includes a main vehicle battery 13 and a trailer battery 23, and the battery management system includes a first battery management system 11 and a second battery management system 21;

[0058] The main vehicle power supply system 1 is used to provide power and electricity to the main vehicle; the main vehicle power supply system 1 includes a first battery management system 11, a first charging port 12 and a main vehicle battery 13;

[0059] The first battery management system 11 is used to monitor and control the main vehicle battery 13, and is connected to the first charging port 12, monitors the operating status of the main vehicle battery 13 during the charging and discharging process, and transmits the operating status data of the main vehicle battery 13 to the power management unit 3;

[0060] The trailer power system 2 is used to provide power and electricity to the trailer; the trailer power system 2 includes a second battery management system 21, a second charging port 22 and a trailer battery 23;

[0061] The second battery management system 21 is used to monitor and control the trailer battery 23, and is connected to the second charging port 22, monitors the operating status of the charging and discharging process of the trailer battery 23, and transmits the operating status data of the trailer battery 23 to the power management unit 3;

[0062] At the same time, the second battery management system 21 also includes a DCDC converter and a battery. The DCDC converter is used to convert the high voltage of the main vehicle battery 13 into a low voltage suitable for the trailer battery 23, and store it in the battery. The battery releases electrical energy for power supply when needed; in the trailer power supply system 2, it refers to an independent energy storage device, which is used to store the electrical energy converted by the DCDC converter, release the electrical energy when needed, and provide a stable power supply for the trailer.

[0063] The first battery management system 11 can monitor the current, voltage and temperature of the main vehicle battery 13, so as to evaluate the health state and charge state of the main vehicle battery 13. Similarly, the second battery management system 21 can monitor the current, voltage and temperature of the trailer battery 23, so as to evaluate the health state and charge state of the trailer battery 23.

[0064] The specific method for evaluating the health status of the main vehicle battery 13 and the trailer battery 23 is as follows:

[0065] Battery state of health (SOH) is an important indicator to measure the current performance of a battery compared to the performance of a new battery, especially for lithium-ion batteries, which are widely used in electric vehicles and energy storage systems. SOH is usually expressed as a percentage, reflecting the degree of capacity decay of the battery, that is, the ratio of the current maximum energy that can be stored in the battery to the maximum energy that can be stored when the battery is new.

[0066] The health status is assessed using a battery degradation model:

[0067]

[0068] Among them, SOH is the health status of the battery; SOH initialis the new state health value of the battery; α is the basic degradation rate; N is the total number of cycles of the battery; k1, k2 and k3 are all positive coefficients related to the battery type; DOD is the depth of discharge of the battery; m is the influence index of DOD on the degradation rate; T is the operating temperature of the battery; T0 is the reference temperature; CR is the charging rate; n is the influence index of the charging rate on the degradation rate;

[0069] The battery degradation model involves the number of cycles, depth of discharge, temperature, and charging rate of the battery, among which the number of cycles is a key indicator for measuring battery degradation. The capacity and performance of the battery will decrease slightly after each charge and discharge cycle; and frequently discharging the battery to a low power level will accelerate battery degradation; temperature has a significant impact on battery performance, high temperature will accelerate chemical reactions and lead to faster aging; while low temperature may cause battery performance to deteriorate; fast charging, especially when the battery is close to full charge, may accelerate battery degradation.

[0070] The influence of natural aging of the battery over time is introduced into the health status of the main vehicle battery 13 and the trailer battery 23 for optimization as follows:

[0071] β0(t)=1+k0·t

[0072] t=t0+N·Δt

[0073] Among them, β0(t) is the natural aging rate; k0 is the aging rate related to the battery type; t is the time from the battery production; t0 is the time from the battery production to the first use; Δt is the time increment corresponding to each charge and discharge cycle;

[0074] The time factor is considered in conjunction with the number of cycles N, because the degradation of the battery is often related to the use cycle rather than the simple passage of time. In this case, we can assume that the battery ages a certain amount of time in each cycle, so the time t can be expressed as a function of N;

[0075] but:

[0076]

[0077] Among them, SOH' is the health status of the optimized battery;

[0078] Because the battery will age naturally over time even when not in use. We can incorporate the time factor t into the model to reflect the natural aging process of the battery. Assume that the battery has a basic aging rate, even under ideal conditions, such as no discharge, optimal temperature, and no charging, it will degrade over time. This basic degradation rate is called β0(t), which may be a linear function or an exponential function, depending on the characteristics of the battery.

[0079] The specific method of evaluating the charge state of the main vehicle battery 13 and the trailer battery 23 is as follows:

[0080] The state of charge refers to the ratio of the battery's current remaining charge to the charge when the battery is fully charged, usually expressed as a percentage; to assess the state of charge:

[0081]

[0082] Where SOC(t2) is the state of charge at time t2; t' is the time interval; SOC(t2-t') is the state of charge at time t2-t'; η is the efficiency factor of the battery; I(t2) is the battery current that changes with time t; C nom It is the maximum amount of charge that the battery can store when fully charged;

[0083] In a period of time t', according to the battery's charge and discharge current I(t2), combined with the battery's efficiency η and nominal capacity C nom , calculate the change in the battery's state of charge and add it to the state of charge SOC(t2-t') at the previous moment, so as to obtain the state of charge SOC(t2) at the current moment; where SOC(t2) is usually expressed as a percentage, for example, 80% means that the battery has 80% remaining power; η is the efficiency factor of the battery, which reflects the energy conversion efficiency of the battery during the charging and discharging process. Ideally, the efficiency factor is 1 or 100%, but in practical applications, due to internal losses, the efficiency is usually less than 100%; if I(t2) is positive, it means that the battery is charging; if it is negative, it means that the battery is discharging.

[0084] The power management unit 3 is used to distribute battery energy and control battery charge and discharge according to the operating status data transmitted by the first battery management system 11 and the second battery management system 21, and at the same time, start or adjust the cooling system according to the temperature of the battery;

[0085] The power management unit 3 includes an energy distribution module 31, a charge and discharge control module 32 and a cooling control module 33;

[0086] The energy distribution module 31 is used to distribute the energy of the main vehicle battery 13 and the trailer battery 23 according to the operating status data transmitted by the first battery management system 11 and the second battery management system 21; the energy distribution module (31) is specifically as follows:

[0087] S1. Evaluate energy requirements:

[0088] E demand =P drive t1+P aux t1+P ACt1

[0089] Among them, E demand is the energy requirement; P drive is the power requirement of the drive system; P aux is the power requirement of the auxiliary system; P AC is the power demand of the air conditioning system; t1 is the evaluation period, i.e., the length of time based on which the energy demand is calculated, which is usually a preset future time window, such as 1 minute, 5 minutes, etc.;

[0090] S2. Energy distribution:

[0091] If the total remaining charge of the two batteries is greater than the total energy demand:

[0092]

[0093]

[0094] is the total remaining energy of the two batteries; The remaining power of the main vehicle battery 13; E is the remaining power of the trailer battery 23; main is the total energy of the new main vehicle battery 13; E trailer is the total energy of the new trailer battery 23; SOH' main The health status of the main vehicle battery 13; SOH' trailer is the health status of the trailer battery 23;

[0095] if In this case, the total remaining charge of the two batteries is sufficient to meet the energy needs of the vehicle, so all needs can be met;

[0096] if The energy distribution module will give priority to the highest priority demand. When the total remaining power is insufficient to meet the energy demand, the energy distribution module will give priority to the highest priority demand for power supply. This usually means that critical systems (such as braking and steering) will get energy first to ensure the safe operation of the vehicle;

[0097] It ensures that when resources are limited, energy is allocated to the most important systems first to maintain the basic functions and safety of the vehicle; if the total remaining energy is sufficient, all systems are powered on demand to ensure the normal operation of the vehicle and the comfort of the passengers; the entire process ensures efficient use of energy and the health of the battery through real-time monitoring and dynamic adjustment; in summary, the energy distribution module intelligently determines how to allocate the energy of the main vehicle battery 13 and the trailer battery 23 by evaluating energy requirements and existing battery status to meet the various needs of the vehicle while ensuring the normal operation of key systems and the long-term health of the battery.

[0098] The charge and discharge control module 32 is used to control the charge and discharge process of the main vehicle battery 13 and the trailer battery 23;

[0099] The cooling control module 33 is used to start or adjust the cooling operation according to the temperature monitoring results of the main vehicle battery 13 and the trailer battery 23 .

[0100] The cooling control module 33 is specifically as follows:

[0101] The cooling system is usually activated when the battery temperature is too high to prevent the battery from overheating. Common cooling methods include air cooling, liquid cooling and phase change material cooling. The control system will adjust the cooling speed and intensity according to the battery temperature and the efficiency of the cooling system. The cooling control module 33 is first based on real-time monitoring of the temperature of the main vehicle battery 13 and the trailer battery 23. The first battery management system 11 or the second battery management system 21 collects temperature data through temperature sensors installed inside or near the battery pack. These data are used to determine whether the battery needs to be cooled;

[0102] The conditions for starting cooling work are:

[0103] The temperature of the main vehicle battery 13 or the trailer battery 23 is higher than a preset upper limit;

[0104] T>T optimal +ΔT threshold

[0105] Among them, T optimal is the temperature range; ΔT threshold is the threshold at which the battery temperature exceeds the optimal temperature range;

[0106] The cooling work is strategically controlled by adjusting the flow rate F of the cooling medium:

[0107]

[0108] Where k is the proportionality constant; Q battery is the heat generation rate of the battery; Q colling The heat dissipation capacity of the cooling system; ΔT is the temperature difference between the battery temperature and the cooling medium temperature.

[0109] The electronic throttle valve can accurately control the speed of the cooling medium passing through the cooling circuit. When the battery temperature rises, the battery management system will send a signal to the throttle valve to open it wider, thereby increasing the flow of the cooling medium to enhance the cooling effect; at the same time, the speed of the cooling pump also directly affects the flow of the cooling medium. The battery management system can control the motor of the cooling pump and adjust the flow rate of the cooling medium by changing its speed. When enhanced cooling is needed, the battery management system will increase the speed of the pump to increase the circulation rate of the cooling medium.

[0110] The all-in-one functional unit 4 is used to realize the functions of different components according to the power provided by the battery management unit 3. The different components include the main drive motor, the steering motor, the battery, the air conditioning motor, the air pump motor and the PTC. The main drive motor generates the power for the vehicle to move forward; the steering motor helps the vehicle to turn; the battery is used as a backup power source; the air conditioning motor adjusts the climate inside the vehicle; the air pump motor inflates the tires; and the PTC is a heating element that may be used for winter defrosting or maintaining the working environment temperature of the battery.

[0111] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited by the above embodiments, and the above embodiments and descriptions are only preferred examples of the present invention, and are not intended to limit the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, and these changes and improvements all fall within the scope of the present invention to be protected.

Claims

1. A pure electric vehicle cooling machine power management system, characterized in that: Including: Master vehicle power system (1): Used to provide power and electricity for the master vehicle; the master vehicle power system (1) includes a first battery management system (11), a first charging port (12), and a master vehicle battery (13); Trailer power system (2): Used to provide power and electricity for the trailer; the trailer power system (2) includes a second battery management system (21), a second charging port (22), and a trailer battery (23); The first battery management system (11) can monitor the current, voltage, and temperature of the master vehicle battery (13) to evaluate the health state and charge state of the master vehicle battery (13). The second battery management system (21) can monitor the current, voltage, and temperature of the trailer battery (23) to evaluate the health state and charge state of the trailer battery (23); and optimize by introducing the influence of natural aging of the battery over time into the health states of the master vehicle battery (13) and the trailer battery (23); Power management unit (3): Used to perform battery energy distribution and charge and discharge control of the battery according to the operating state data transmitted by the first battery management system (11) and the second battery management system (21). At the same time, start or adjust the cooling system according to the temperature of the battery; Among them, the power management unit (3) includes an energy distribution module (31), a charge and discharge control module (32), and a cooling control module (33); Multi-functional unit (4): Used to realize the functions of different components according to the power provided by the battery management unit (3).

2. A pure electric vehicle cold machine power management system according to claim 1, characterized in that: The first battery management system (11) is used to monitor and control the master vehicle battery (13), is connected to the first charging port (12), monitors the operating state of the charging and discharging processes of the master vehicle battery (13), and transmits the operating state data of the master vehicle battery (13) to the power management unit (3).

3. A pure electric vehicle cold machine power management system according to claim 2, characterized in that: The second battery management system (21) is used to monitor and control the trailer battery (23), is connected to the second charging port (22), monitors the operating state of the charging and discharging processes of the trailer battery (23), and transmits the operating state data of the trailer battery (23) to the power management unit (3).

4. A pure electric vehicle cold machine power management system according to claim 3, characterized in that: The second battery management system (21) further includes a DCDC converter and a storage battery. The DCDC converter is used to convert the high voltage of the master vehicle battery (13) into a low voltage suitable for the trailer battery (23) and store it in the storage battery. The storage battery releases electrical energy for power supply when needed.

5. A pure electric vehicle cold machine power management system according to claim 4, characterized in that: The specific method for evaluating the health states of the master vehicle battery (13) and the trailer battery (23) is as follows: The battery degradation model is adopted to evaluate the health state: Among them, S_OH is the health state of the battery; S_OH initi灄煳 is the new state health value of the battery; α is the basic degradation rate; N is the total number of charge-discharge cycles of the battery; k1, k2, and k3 are all positive coefficients related to the battery type; D_D is the depth of discharge of the battery; m is the influence degree index of D_D on the degradation rate; T is the working temperature of the battery; T0 is the reference temperature; CR is the charging rate; n is the influence degree index of the charging rate on the degradation rate.

6. A pure electric vehicle cold machine power management system according to claim 5, characterized in that: The specific method for evaluating the charge states of the master vehicle battery (13) and the trailer battery (23) is as follows: Evaluating the charge state: Where SOC(t2) is the state of charge at time t2; t' is the time interval; SOC(t2-t') is the state of charge at time t2-t'; η is the efficiency factor of the battery; I(t2) is the battery current that changes with time t; C nom The maximum amount of charge that a battery can store when fully charged.

7. A pure electric vehicle cold machine power management system according to claim 6, characterized in that: The influence of natural aging of the battery over time is introduced into the health states of the master vehicle battery (13) and the trailer battery (23) for optimization as follows: β0(t)俀1tk0tt t俀t0tNtΔt Among them, β0(t) is the natural aging rate; k0 is the aging rate related to the battery type; t is the time from the battery production; t0 is the time from the battery production to the first use; Δt is the time increment corresponding to each charge and discharge cycle; but: Among them, S_OH ′ is the state of health of the optimized battery.

8. A pure electric vehicle cold machine power management system according to claim 7, characterized in that: The energy distribution module (31) is specifically as follows: S1. Evaluate energy requirements: Monday demand =P drive ·t1tP auh ·t1+P AC ·t1 Among them, E demand is the energy requirement; P drive is the power requirement of the drive system; P aux is the power requirement of the auxiliary system; P AC is the power demand of the air conditioning system; t1 is the evaluation time period; S2. Energy distribution: If the total remaining charge of the two batteries is greater than the total energy demand: is the total remaining energy of the two batteries; The remaining power of the main vehicle battery (13); E is the remaining power of the trailer battery (23); main is the total energy of the new main vehicle battery (13); E trailer is the total energy of the new trailer battery (23); SOH′ main The health status of the main vehicle battery (13); SOH′ trailer is the health status of the trailer battery (23); if It can meet all needs; if The highest priority demand will be allocated first.

9. A pure electric vehicle cold machine power management system according to claim 8, characterized in that: The cooling control module (33) is specifically as follows: The conditions for starting cooling work are: T>T optimal tΔT threshold Among them, T optimal is the temperature range; ΔT threshold is the threshold at which the battery temperature exceeds the optimal temperature range; The cooling work is strategically controlled by adjusting the flow rate F of the cooling medium: Where k is the proportionality constant; Q battery is the heat generation rate of the battery; Q colling The heat dissipation capacity of the cooling system; ΔT is the temperature difference between the battery temperature and the cooling medium temperature.

10. A pure electric vehicle cold machine power management system according to claim 9, characterized in that: The different components in the all-in-one functional unit (4) include a main drive motor, a steering motor, a battery, an air conditioning motor, an air pump motor and a PTC.

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