Vehicle thermal management architecture

Abstract

The utility model discloses a vehicle thermal management framework which is composed of a battery, a circuit protector, a thermal management assembly, a solid-state relay, a shunt, a battery management system, a battery temperature sensor, a thermal management assembly temperature sensor and the like. The battery is sequentially connected with the assemblies in series to form a thermal management closed loop, the temperature sensor detects the temperature of the battery and the thermal management assembly in real time, the diverter collects current values and feeds the current values back to the battery management system, and the system adjusts the conduction duty ratio of the solid-state relay to regulate and control the current of the thermal management assembly. Based on multi-source real-time data, the battery management system accurately calculates, regulates and controls the power of the thermal management assembly, ensures that the battery is at an ideal temperature, improves the performance and prolongs the service life. The solid-state relay is contactless, response is fast, the problem of contact abrasion of a traditional relay is avoided, and the fault probability is reduced. Working conditions and requirements are judged according to multi-source data, the solid-state relay is dynamically adjusted, the thermal management system can flexibly adapt to complex scenes, and the overall performance of the vehicle is comprehensively improved.

Description

Technical Field

[0001] This application relates to the field of vehicle thermal management technology, and more specifically, to a vehicle thermal management architecture. Background Technology

[0002] In modern electric vehicles and many other devices that use batteries as a power source, the performance and lifespan of the battery pack directly affect the overall operating efficiency and reliability of the device. Furthermore, controlling the temperature of the battery pack's thermal management components is a key factor determining the battery pack's lifespan. A suitable temperature range allows the battery's chemical reactions to proceed stably, reducing the aging and performance degradation of internal battery materials, thereby extending the battery pack's lifespan.

[0003] Current thermal management solutions are attached. Figure 1 As shown in the diagram, when the battery pack temperature is detected to be too low or too high, the thermal management component P1 needs to activate. At this time, relay K3 closes, and current flows from the positive terminal of the battery, through relay K3 and the thermal management component P1, back to the negative terminal. The power of the thermal management component matches the power of the battery. When the temperature reaches a suitable range, relay K3 is deactivated, and the thermal management component P1 stops operating. This method primarily controls the operating time of the thermal management component P1 indirectly by controlling the opening and closing time of relay K3, thereby regulating the battery pack temperature.

[0004] In current thermal management solutions, relays, as mechanical contact components, have relatively long switching times. When battery pack temperatures fluctuate frequently, requiring thermal management components to start and stop frequently, relays need to be opened and closed repeatedly. Each opening and closing process causes wear on the relay contacts, which can lead to contact damage over time, affecting relay performance and causing problems such as poor contact or malfunctions, thus reducing the reliability of the entire thermal management system.

[0005] In addition, existing architectures can usually only regulate the temperature of the battery pack as a whole, lacking precise monitoring of the temperature of each cell inside the battery and the working status of the thermal management components. They cannot finely adjust the working intensity of the thermal management components according to the actual situation, resulting in poor thermal management effect and affecting the battery's lifespan and performance.

[0006] Given the shortcomings of existing vehicle thermal management architectures, it is necessary to propose a novel vehicle thermal management architecture to improve the accuracy, reliability, and effectiveness of battery thermal management. Utility Model Content

[0007] This application provides a vehicle thermal management architecture that features fast response, long lifespan, and low interference, while also enabling fine-grained temperature control.

[0008] A vehicle thermal management architecture, comprising:

[0009] a battery, a circuit protector, a thermal management component, a solid state relay, a shunt, a battery management system, a battery temperature sensor, and a thermal management component temperature sensor;

[0010] the battery is connected in series with the circuit protector, the thermal management component, the solid state relay, and the shunt to form a thermal management closed loop;

[0011] the battery temperature sensor is arranged in a battery pack to detect the temperature of the battery in real time and feed back data to the connected battery management system;

[0012] the thermal management component temperature sensor is arranged to detect the temperature of the thermal management component in real time and feed back data to the connected battery management system;

[0013] the shunt is arranged to collect the current value flowing through the thermal management component in real time and feed back the current value data to the battery management system;

[0014] the battery management system is further connected to the control end of the solid state relay and the shunt, and is arranged to adjust the current flowing through the thermal management component by adjusting the duty cycle of the solid state relay according to the feedback data of the battery temperature sensor and the thermal management component temperature sensor.

[0015] Optionally, the solid state relay is a non-contact semiconductor switching device, wherein the control end of the solid state relay receives the PWM signal or current control signal of the battery management system, and the controlled end of the solid state relay is connected in series in the thermal management closed loop to realize the on-off response.

[0016] Optionally, the thermal management component is a heating element or a cooling element, and the equivalent resistance value of the thermal management component is dynamically adjusted according to the control signal of the battery management system.

[0017] Optionally, a fuse connected to the thermal management component is further included, and the fuse is connected in series in the thermal management closed loop to cut off the circuit when the current is overloaded.

[0018] Optionally, a MOS tube connected to the thermal management component is further included, and the gate of the MOS tube is connected to the battery management system.

[0019] Optionally, a vehicle controller outside the battery pack is further included.

[0020] The gate of the MOS tube and the control end of the solid state relay are connected to the battery management system through the vehicle controller.

[0021] The whole vehicle controller is used for adjusting the current flowing through the thermal management assembly by controlling the on-off state of the solid-state relay and the MOS tube when the ambient temperature exceeds the preset range.

[0022] Optionally, the battery management system is in communication connection with the whole vehicle controller.

[0023] Optionally, the thermal management assembly temperature sensor is arranged on the surface of the thermal management assembly.

[0024] Optionally, the battery, the circuit protector, the thermal management assembly, the solid-state relay, the shunt, the battery management system and the thermal management assembly temperature sensor are arranged inside the battery pack.

[0025] Optionally, the number of the battery temperature sensors is multiple, and at least part of the battery temperature sensors are arranged on the surface of the multiple batteries.

[0026] As can be seen from the above technical solutions, the vehicle thermal management architecture provided by the embodiments of the present application mainly consists of a battery, a circuit protector, a thermal management assembly, a solid-state relay, a shunt, a battery management system, a battery temperature sensor and a thermal management assembly temperature sensor. The battery, the circuit protector, the thermal management assembly, the solid-state relay and the shunt are sequentially connected in series to form a thermal management closed loop. The battery temperature sensor is arranged inside the battery pack and can detect the temperature of the battery in real time; the thermal management assembly temperature sensor is arranged on the surface of the thermal management assembly and is used for acquiring the working temperature of the thermal management assembly in real time. The shunt collects the current value flowing through the thermal management assembly in real time and feeds back the data to the battery management system. The battery management system, as a core control unit, is connected with the control end of the solid-state relay and the shunt. It can accurately adjust the on-off duty ratio of the solid-state relay according to the data fed back by the battery temperature sensor and the thermal management assembly temperature sensor, and then adjust the current size and time flowing through the thermal management assembly.

[0027] The architecture adopts solid-state relays to replace traditional relays. Solid-state relays are semiconductor devices without mechanical contacts, with extremely fast response speed and without contact wear problems. This enables the solid-state relays to stably and quickly execute instructions when frequently controlling the work of the thermal management components, greatly reduces the system failure probability, and enhances the reliability of the thermal management system. Through real-time monitoring of the battery temperature sensor and the thermal management component temperature sensor and accurate collection of current by the shunt, the battery management system can obtain comprehensive and accurate data, and accurately calculate and adjust the on-duty ratio of the solid-state relay based on these data, and then accurately control the working power of the thermal management component, so that the battery is always in the ideal working temperature range, effectively improving the battery performance and life. The battery management system comprehensively analyzes the multi-source real-time data, dynamically adjusts the on-duty ratio of the solid-state relay, realizes intelligent adjustment of the working strength of the thermal management component, and makes the thermal management system better adapt to various complex scenes and improve the overall performance of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or prior art description will be briefly introduced. Obviously, the drawings in the following description are only embodiments of the present application, and those skilled in the art can obtain other drawings according to the provided drawings without creative labor.

[0029] Figure 1 It is a schematic diagram of an existing vehicle thermal management architecture in the background art of the present application;

[0030] Figure 2 It is a schematic diagram of a vehicle thermal management architecture disclosed by an embodiment of the present application;

[0031] Figure 3 It is a schematic diagram of a vehicle thermal management architecture with added MOS tubes disclosed by an embodiment of the present application;

[0032] Figure 4 It is a schematic diagram of a vehicle thermal management architecture with added MOS tubes disclosed by an embodiment of the present application;

[0033] Figure 5 It is a schematic diagram of a vehicle thermal management architecture with added MOS tubes and a vehicle controller disclosed by an embodiment of the present application. DETAILED DESCRIPTION

[0034] With reference to the drawings and the embodiments disclosed herein, it will be understood that the application is not limited in scope to the particular embodiments described herein. One skilled in the art will readily recognize from the disclosure herein, possible alternative techniques presented herein for making and using the application. Changes can be made in the function and arrangement of elements discussed without departing from the scope of the application. Thus, various embodiments of the application have been disclosed and are shown in the drawings and figures herein. It is to be understood that the specification is exemplary of the application and is not intended to appear to limit the scope of the application in any way as defined by the appended claims.

[0035] Next, the technical solutions of the present application will be introduced. The present application proposes the following technical solutions, please refer to the following.

[0036] Figure 2 A schematic diagram of a vehicle thermal management architecture disclosed in the embodiments of the present application.

[0037] As shown in the figure, the vehicle thermal management architecture can include: Figure 2

[0038] a battery (BATTERY), a circuit protector (P1), a thermal management component (M1), a solid state relay (K4), a shunt (C1), a battery management system (BMS), a battery temperature sensor (T1), a thermal management component temperature sensor (T2);

[0039] The battery is connected in series with the circuit protector, the thermal management component, the solid state relay and the shunt in turn to form a thermal management closed loop;

[0040] The battery temperature sensor is arranged in the battery pack and is used to detect the temperature of the battery in real time and feed back data to the connected battery management system;

[0041] The thermal management component temperature sensor is used to detect the temperature of the thermal management component in real time and feed back data to the connected battery management system;

[0042] The shunt is used to collect the current value flowing through the thermal management component in real time and feed back the current value data to the battery management system;

[0043] The battery management system is also connected with the control end of the solid state relay and the shunt, and the battery management system is used to adjust the current flowing through the thermal management component by adjusting the on-duty ratio of the solid state relay according to the feedback data of the battery temperature sensor and the thermal management component temperature sensor.

[0044] ​Specifically, the battery (BATTERY) as an energy source, for the whole thermal management system power supply. Its performance is greatly affected by temperature, suitable temperature, high charging and discharging efficiency, long life. Circuit protector (P1) plays a role in overcurrent, overvoltage protection, etc. When the circuit is abnormal, it is automatically cut off to protect the battery and other components. Thermal management components (M1) are used to regulate the battery temperature. Heat dissipation at high temperature, heating at low temperature. Solid state relay (K4) according to the signal of battery management system (BMS), fast, accurate control of circuit on-off and current size. Shunt (C1) is connected in series with the thermal management components, real-time acquisition of the current value through the thermal management components (M1), and the data is fed back to the battery management system (BMS), providing the basis for subsequent control. Battery management system (BMS) is the core control unit, connected with battery temperature sensor (T1), thermal management component temperature sensor (T2), solid state relay (K4) and shunt (C1) through multiple lines, collecting and processing various data. The battery temperature sensor (T1) is installed inside the battery pack, which monitors the battery temperature in real time and transmits the data to the battery management system (BMS). The thermal management component temperature sensor (T2) is attached to the surface of the thermal management component (M1), which monitors its working temperature and feeds back the data to the battery management system (BMS), which can improve the detection accuracy of the thermal management component temperature.

[0045] Temperature change response: when the battery management system (BMS) detects the temperature change AT of the battery pack from the battery temperature sensor (T1), it sends a control signal to the solid state relay (K4) to make it conductive. At this time, the current Ic1 flows through the thermal management component (M1). The battery management system (BMS) calculates the time required for the solid state relay (K4) to conduct to balance AT according to the temperature change value and the current value, and then determines the duty cycle of the control signal. Then use the current value Ic1 and the conduction time of the solid state relay (K4), calculate the power consumption of the thermal management component (M1) by ampere-hour integration method, finally calibrate the state of charge (SOC) of the whole battery pack, to ensure the accuracy of the power estimation.

[0046] Abnormal situation processing: if the battery management system (BMS) detects abnormal temperature change from the thermal management component temperature sensor (T2), it means that the thermal management component (M1) is in abnormal working state. The battery management system (BMS) detects the current value Ic1 in the thermal management component loop at this time through the shunt, and further judges combined with the data of the thermal management component temperature sensor (T2) and Ic1. If it is determined to be abnormal, the battery management system (BMS) outputs a control signal to make the solid state relay (K4) off or reduce the current, to prevent the thermal management device from being damaged due to abnormal working, and to ensure the safe and stable operation of the system.

[0047] The thermal management architecture realizes precise control of the battery temperature and intelligent management of the system state through the cooperation of various components, and is crucial for improving the performance, safety and service life of the vehicle battery.

[0048] It should be noted that the battery, circuit protector, thermal management component, solid-state relay, shunt, battery management system and thermal management component temperature sensor are arranged inside the battery pack, and both the battery temperature sensor and the battery temperature sensor are installed inside the battery pack, thereby simplifying the overall structure, facilitating overall arrangement, facilitating wiring and reducing costs.

[0049] At the same time, the number of battery temperature sensors is multiple, and at least part of the battery temperature sensors are arranged on the surface of the multiple batteries, thereby improving the battery temperature detection accuracy. Multiple battery temperature sensors can also be arranged at the geometric center of the battery pack, at the boundary of the battery pack, on the shell of the battery pack, at the edge of the explosion-proof valve of the battery pack, etc., so as to comprehensively detect the overall temperature in the battery pack. At this time, the temperature of the battery can be configured as the average temperature detected by the multiple battery temperature sensors, or the maximum temperature detected by the multiple battery temperature sensors, which can be configured as needed.

[0050] In some embodiments of the present application, the solid-state relay is a non-contact semiconductor switching device, wherein the control end of the solid-state relay receives the PWM signal or current control signal of the battery management system, and the controlled end of the solid-state relay is connected in series in the thermal management closed loop to realize on-off response.

[0051] Specifically, unlike the traditional relay used in the prior art, the solid-state relay used in the present architecture is a semiconductor device with extremely fast response time. When the battery management system detects temperature changes and needs to adjust the working state of the thermal management component, the solid-state relay can quickly respond and quickly turn on or turn off the current, greatly shortening the control time compared with the traditional relay, improving the response speed of the thermal management system, and enabling the battery pack temperature to be adjusted more timely. At the same time, the solid-state relay has no mechanical contact and does not have the problem of contact wear, so it has higher reliability and reduces the situation of thermal management system failure caused by relay failure, thereby improving the stability and reliability of the entire battery pack thermal management system.

[0052] Since the solid-state relay has no contact, it avoids the problems of wear and arc generated by mechanical contacts during opening and closing, which makes its service life much longer than that of the traditional relay. In the long-term use process, the relay does not need to be replaced frequently, thereby reducing the maintenance cost. In addition, the solid-state relay has less external interference during operation and does not produce electromagnetic interference like the traditional relay, which is very beneficial to the normal operation of other electronic devices in the vehicle and helps to improve the compatibility and stability of the overall electronic system of the vehicle.

[0053] The control end of the solid-state relay receives a PWM (pulse width modulation) signal or a current control signal of a battery management system (BMS). The PWM signal is an output signal regulated by changing the duty cycle (i.e. the ratio of the high level duration to the total cycle time) of the pulse signal. The BMS can control the conduction degree of the solid-state relay by sending PWM signals with different duty cycles, thereby controlling the current flowing through the thermal management component. The current control signal directly controls the state of the solid-state relay by controlling the size of the current.

[0054] The controlled end of the solid-state relay is connected in series in the thermal management closed loop. When the control end receives a suitable signal, the controlled end can quickly respond to realize the conduction or disconnection of the loop. For example, when the BMS detects that the battery temperature is too high and needs to be cooled, it will send a signal to make the solid-state relay conduct, so that more current flows through the thermal management component (such as a cooling element) to enhance the cooling effect; when the temperature reaches a suitable range, the solid-state relay can be controlled to be disconnected or the conduction degree is reduced to reduce the current and avoid excessive cooling.

[0055] In some embodiments of the present application, the vehicle thermal management architecture can further include a fuse connected in series in the thermal management closed loop for cutting off the circuit when the current is overloaded.

[0056] Specifically, a fuse (P2) is introduced in the vehicle thermal management architecture, and the fuse (P2) is connected in series in the thermal management closed loop, as shown in FIG. 2. Figure 3 When the current overload occurs in the loop, for example, a short circuit fault occurs in the thermal management component, causing the current to suddenly and sharply increase, the fuse (P2) melts due to the heat generated by the excessive current, and when the temperature reaches the melting point of the fuse, the fuse melts, thereby cutting off the circuit. In this way, it can prevent excessive current from causing damage to the battery, the thermal management component and other related components, and plays a role in protecting the entire thermal management system.

[0057] In some embodiments of the present application, the thermal management component is a heating element or a cooling element, and the equivalent resistance value of the thermal management component is dynamically adjusted according to the control signal of the battery management system.

[0058] Specifically, the thermal management component can be a heating element or a cooling element. The heating element works when the battery temperature is too low, for example, in a cold environment, it converts electrical energy into heat energy to raise the battery temperature, ensuring that the battery can be normally charged and discharged. Common heating elements include PTC (positive temperature coefficient) heaters and the like. The cooling element works when the battery temperature is too high, and removes the heat generated by the battery through air cooling, liquid cooling and other methods to maintain the battery within a suitable temperature range. For example, the liquid cooling plate commonly used in electric vehicles is a kind of cooling element.

[0059] The equivalent resistance value of the thermal management component can be dynamically adjusted according to the control signal of the battery management system. This is because the BMS will send a control signal to adjust the working state of the thermal management component according to the actual temperature of the battery and other related parameters. For example, when stronger heating or cooling effect is needed, the BMS will control the thermal management component to change its equivalent resistance value, thereby changing the current flowing through the thermal management component, and then adjusting the power of its heating or cooling. Through this way of dynamically adjusting the equivalent resistance value, the thermal management component can more accurately meet the needs of battery thermal management, and improve the efficiency and performance of the entire thermal management system.

[0060] In some embodiments of the present application, the vehicle thermal management architecture can also include a MOS tube.

[0061] Traditional fuses can protect the circuit when a large current shock occurs, but the fuse time is proportional to the current size. When the thermal management component is working abnormally and the abnormal current is not large, the fuse cannot be blown in time, and the thermal management component is at risk of damage. As an active component, the MOS tube (N-channel MOSFET) has a small conduction voltage drop and fast switching speed. When the battery management system (BMS) detects that the loop current is too large through the shunt (C1), and the solid-state relay cannot work normally, the BMS can immediately send a control signal to make the MOS tube turn off, thereby protecting the components in the circuit.

[0062] The present application provides two implementation modes using MOS tubes, which will be introduced in detail below.

[0063] The first one is to only add a MOS tube, and the gate of the MOS tube is connected with the battery management system.

[0064] As shown in Figure 4 The MOS tube gate is connected with the battery management system (BMS), and other parts such as the battery (BATTERY), the thermal management component (M1), the solid-state relay (K4), the shunt (C1), etc. are still connected according to the thermal management closed loop, and the load (LOAD) is set outside the battery through the main relay.

[0065] The BMS monitors the current in the circuit in real time through the shunt C1. The MOS tube has the characteristics of low conduction voltage drop and fast switching speed. When the thermal management component (M1) works abnormally, and the BMS detects that the current in the loop is too large, and the solid-state relay (K4) cannot work normally, the BMS will immediately send a control signal to the gate of the MOS tube to make the MOS tube turn off quickly, thereby cutting off the circuit and protecting the components in the circuit from damage. This way relies on the monitoring and timely response of the BMS to the circuit state, and can quickly respond to abnormal circuit conditions.

[0066] The second one is to add a MOS tube and a vehicle controller outside the battery pack.

[0067] The gate of the MOS tube and the control end of the solid-state relay are connected with the battery management system through the vehicle controller;

[0068] The vehicle controller is configured to adjust the current flowing through the thermal management assembly by controlling the on-off state of the solid-state relay and the MOS tube when the ambient temperature is out of a preset range.

[0069] As shown in Figure 5 Compared with the first mode, this scheme adds a key component, the vehicle controller (VCU). The gate of the MOS tube and the control end of the solid-state relay (K4) are not directly connected with the BMS, but are connected with the BMS through the vehicle controller.

[0070] The vehicle controller is mainly responsible for monitoring the ambient temperature. When the ambient temperature is too low or too high, the battery usually operates in a power-limited mode. At this time, the vehicle controller takes over the control of the solid-state relay (K4) and the MOS tube. When the vehicle controller identifies that the change of the ambient temperature causes the state of charge (SOC) of the battery to drop and the battery enters the power-limited state, the vehicle controller can directly adjust the current size and on-off time of the thermal management assembly loop by controlling the solid-state relay (K4), so as to more flexibly cope with the influence of environmental changes on the battery thermal management. In this way, the vehicle controller plays a role of overall coordination in the thermal management control, and adjusts and controls the battery thermal management system in combination with the environmental factors.

[0071] In this case, further, the battery management system and the vehicle controller can be communicatively connected to realize the interaction between the battery management system and the vehicle controller.

[0072] Finally, it should be noted that in this document, the relationship terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between the entities or operations. Moreover, the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or device. Without more limitations, the element defined by the statement "including a" does not exclude the presence of another identical element in the process, method, article or device including the element.

[0073] The various embodiments described in this specification are intended to be illustrative only and in no way limit the scope of the application. Changes and modifications can be made by those skilled in the art, which employ the principles of the application, without departing from the scope of the application. Accordingly, the application is not limited to the embodiments described herein, but instead has scope to encompass any choice whatsoever that is dependent on, or can be substituted in, the principal features of the application as recited in any issued claims.

[0074] The above description of disclosed embodiments is intended to be illustrative only and not limiting of the application. Numerous modifications to these embodiments can be made by those skilled in the art without departing from the spirit or scope of the application. The scope of the application is not limited to the embodiments described herein, but rather is intended to encompass any and all changes and modifications that are within the scope of the claims.

Claims

1. A vehicle thermal management architecture, characterized by, The application relates to a battery, a circuit protector, a thermal management component, a solid-state relay, a shunt, a battery management system, a battery temperature sensor and a thermal management component temperature sensor. The battery is connected in series with the circuit protector, the thermal management component, the solid-state relay and the shunt to form a thermal management closed loop. The battery temperature sensor is arranged inside a battery pack and is used for detecting the temperature of the battery in real time and feeding back data to the connected battery management system. The thermal management component temperature sensor is used for detecting the temperature of the thermal management component in real time and feeding back data to the connected battery management system. The shunt is used for collecting the current value flowing through the thermal management component in real time and feeding back the current value data to the battery management system. The battery management system is also connected with the control end of the solid-state relay and the shunt, and is used for adjusting the current flowing through the thermal management component by adjusting the on-duty ratio of the solid-state relay according to the feedback data of the battery temperature sensor and the thermal management component temperature sensor. The solid-state relay is a non-contact semiconductor switching device, wherein the control end of the solid-state relay receives the PWM signal or current control signal of the battery management system, and the controlled end of the solid-state relay is connected in series in the thermal management closed loop to realize on-off response.

2. The vehicle thermal management architecture of claim 1, wherein, The thermal management component is a heating element or a cooling element, and the equivalent resistance value of the thermal management component is dynamically adjusted according to the control signal of the battery management system.

3. The vehicle thermal management architecture of claim 1, wherein, A fuse connected with the thermal management component is also arranged in series in the thermal management closed loop and is used for cutting off the circuit when the current is overloaded.

4. The vehicle thermal management architecture of claim 1, wherein, A MOS tube connected with the thermal management component is also arranged, and the gate of the MOS tube is connected with the battery management system.

5. The vehicle thermal management architecture of claim 1, wherein, A vehicle controller outside the battery pack is also arranged.

6. The vehicle thermal management architecture of claim 5, wherein, The gate of the MOS tube and the control end of the solid-state relay are connected with the battery management system through the vehicle controller. The vehicle controller is used for adjusting the current flowing through the thermal management component by controlling the on-off state of the solid-state relay and the MOS tube when the ambient temperature exceeds a preset range. The battery management system is in communication connection with the vehicle controller.

7. The vehicle thermal management architecture of claim 6, wherein, The thermal management component temperature sensor is arranged on the surface of the thermal management component.

8. The vehicle thermal management architecture of claim 1, wherein, The battery, the circuit protector, the thermal management component, the solid-state relay, the shunt, the battery management system and the thermal management component temperature sensor are arranged inside the battery pack.

9. The vehicle thermal management architecture of claim 1, wherein, The number of the battery temperature sensors is multiple, and at least part of the battery temperature sensors are arranged on the surfaces of the multiple batteries.

10. The vehicle thermal management architecture of claim 9, wherein, ​

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