Most of these problems are caused by damage to the internal structure of the battery, and the main reason for the problem is that the battery thermal management system does not monitor and equalize in time.
When there is no heating, the battery system operates at low temperatures for long periods of time. For the case of 40 km/h discharging, the battery system’s average temperature is only 11℃ at the end of the discharge process, which would affect the long-term life of the lithium battery.
Fig. 16 shows the trajectory of the battery temperature and the coolant temperature in the battery for the cooling mode over a variety of driving cycles and an environment temperature of 40 °C. In cooling mode, the coolant carries the heat generated by the battery from the battery to the radiator and dissipates the heat to the environment.
The PTC heats the coolant and the pump forces the coolant to circulate to heat the battery, thus the coolant temperature is higher than the battery temperature during the heating process. Fig. 13. Temperature trajectories in heating mode under: (a) CLTC; (b) WLTC; (c) A real-world driving cycle.
When the battery temperature is above the desired temperature range, the radiator circuit is activated to cool the system (i.e., cooling mode). When the battery system temperature is in the desired temperature range, the pump remains on to equalize the temperature between the battery cells (i.e., temperature equalization mode).
The radiator is integrated with the electronic fan. The electronic fan accelerates the heat dissipation of the water tank and cools the coolant to reach the normal operating temperature required by the motor.
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