Maximum Temperature Of Battery Research Articles

A novel thermal management system for a cylindrical battery based on tubular thermoelectric generator

This study introduces an innovative thermal management system tailored for cylindrical Lithium-ion batteries. It integrates a tubular thermoelectric generator (TTEG) to handle both battery thermal management and the utilization of waste heat for power generation. The main focus lies in evaluating the waste heat recovery capabilities of the TTEG to enhance effective thermal management. The research investigates key geometric and operational parameters such as battery discharge rate (C-rate), thermocouple count (NTC), heat transfer coefficient (HTC), and thermoelectric leg height (HL) to comprehensively assess the overall system performance. The results highlight that integrating the TTEG improves thermal management and waste heat recovery in lithium-ion batteries. It demonstrates temperature reductions of up to 21 °C at a discharge rate of 3C compared to batteries without the TTEG thermal management system. Additionally, increasing the NTC leads to a rise in the maximum battery temperature, thereby enhancing waste heat recovery performance. For instance, increasing the number of thermocouples from 100 to 144 results in a substantial up to 70 % increase in TTEG voltage.Furthermore, enhancing HTC and HL positively impacts thermal performance, showing a significant decrease in the maximum battery temperature. Elevated HTC and HL also contribute to improving thermoelectric voltage, power, and conversion efficiency, highlighting their dual role in enhancing waste heat recovery. For instance, at peak conditions, there is a notable reduction of 2.66 °C in the maximum battery temperature with an HL of 12 mm compared to 4 mm. Additionally, increasing HTC from 10 to 20, particularly at maximum discharge, leads to a surge of 15.87 % in voltage and a substantial 34.28 % increase in output power.

Performance analysis of a battery thermal management system based on phase change materials with micro heat pipe arrays

Lithium-ion battery packs generate high-level heat under harsh and rigorous conditions. The inadequate heat dissipation results in high pack temperature above the safe operating range. This study investigates an efficient and cost-effective battery thermal management system based on phase change materials and a micro heat pipe array. The battery is treated as a single domain. A battery pack with six series stacked batteries is analyzed using the Newman-Tiedemann-Gu-Kim model. The thermal performance of a battery thermal management system is analyzed using phase change materials with various melting temperature values, ambient temperature, and convective heat transfer coefficients of micro heat pipe arrays. Results show that the maximum temperature of the cooling system with micro heat pipe arrays and phase change materials is 33.8 °C, which is reduced by 22.3 % and 7.8 % compared to the air-cooled and cooling system with micro heat pipe arrays. At forced convection of 50 W·m−2·K−1, the maximum battery temperature values for the phase change material RT31, RT35, and RT42 are reduced by 11.8 %, 8.9 %, and 5.4 % compared to those at forced convection of 5 W·m−2·K−1. Under short-circuit conditions, the cooling system with micro heat pipe arrays and cooling system with micro heat pipe arrays − phase change materials reduce the maximum battery temperature by 12.4 % and 29.9 % compared to the air-cooled system. Results show that the developed model for the battery thermal management system provides a reference for designing phase change materials with micro heat pipe arrays.

Cooling performance of a Li-ion cylindrical battery pack with liquid circulating pipes embedded in phase change material

In global efforts to reduce carbon emissions from conventional IC-engine-powered vehicles, several countries have taken steps to adopt electric vehicles (EVs) as alternate transport options. Lithium-ion batteries are widely used as power sources and a battery thermal management system (BTMS) is needed to ensure that the battery operates within the optimal operating temperature. In this study, the battery module is designed to have a single inlet and outlet as well as provisions for supplying and removing coolants on the same side. This facilitates easier placement of systems considering the constraints of electric vehicles. The hybrid cooling system is proposed utilizing the effectiveness of the phase change material in addition to the active mode of liquid cooling for twenty-five 18650 Li-ion batteries arranged in 5S5P pack configuration with a resultant target capacity of 12500 mAh and 18 V. The hybrid battery cooling systems are designed in three configurations based on the number of water-circulating pipes embedded in a phase change material (PCM) container: 4V3H, 6V5H, and 8V7H where V and H represent vertical and horizontal pipes. Detailed procedures have been included for the structural design and realization of the hybrid cooling system. With the proposed hybrid cooling systems, the maximum battery pack temperature could be restricted below 43 °C when the battery packs were subjected to 4C discharge conditions at an ambient temperature of 35 °C for a 4C3H system. The maximum temperature non-uniformity was found less than 0.86 °C. A battery pack operating at a higher ambient temperature of 40 °C, the effective use of PCM and water circulating tubes keeps the maximum battery temperature below 45 °C and maximum temperature non-uniformity below 0.75 °C.

Analysis of Thermal Management Strategies for 21700 Lithium-Ion Batteries Incorporating Phase Change Materials and Porous Copper Foam with Different Battery Orientations

The significant amount of heat generated during the discharge process of a lithium-ion battery can lead to battery overheat, potential damage, and even fire hazards. The optimal operating temperature of a battery ranges from 25 °C to 45 °C. Hence, battery thermal management cooling techniques are crucial for controlling battery temperature. In this work, the cooling of 21700 lithium-ion batteries during their discharging processes using phase-change materials (PCMs) and porous pure copper foams were simulated. The effects of discharge intensities, battery orientations, and battery arrangements were investigated by observing the changes in temperature distributions. Based on current simulations for a 2C discharge, air-cooled vertical batteries arranged in unidirectional configuration exhibit an increase in heat dissipation by 44% in comparison to the horizontal batteries. This leads to a decrease in the maximum battery temperature by about 10 °C. The use of either PCMs or copper foams can effectively cool the batteries. Regardless of the battery orientation, the maximum battery temperature during a 2C discharge drops dramatically from approximately 90 °C when air-cooled to roughly 40 °C when the air is replaced by PCM cooling or when inserted with a copper foam of 0.9 porosity. If the PCM/copper foam approach is implemented, this maximum temperature further decreases to slightly above 30 °C. Although not very significant, it has been discovered that crossover arrangement slightly reduces the maximum temperature by no more than 1 °C. When a pure copper foam with a porosity ranging from 0.90 to 0.97 is saturated with a PCM, the excellent thermal conductivity of pure copper, combined with the PCM latent heat absorption, can best help maintain the battery pack within its range of optimal operating temperatures. If the porosity of the copper foam decreases from 0.95 to 0.5, the volumetric average temperature of the batteries may increase from 30 °C to 31 °C.

Optimization design of a hybrid thermal runaway propagation mitigation system for power battery module using high-dimensional surrogate models

The demand for high energy density in lithium-ion battery packs for electric vehicles poses a challenge to maintaining its optimum operating temperature while reducing the risk of thermal runaway (TR) propagation. This study proposes a novel hybrid TR propagation mitigation system that balances heat transfer and thermal insulation requirements using low and high thermal conductivity phase change materials (PCM), heat pipes (HP), and air-cooling. The design and optimization of such a mitigation system are complex due to the many design parameters involved. The Adaptive-Kriging-High dimensional model representation (Adaptive-Kriging-HDMR) is used to establish a surrogate model of the system, and the sensitivity of the system's design parameters is evaluated with the maximum battery temperature and the system weight as the targets, thereby improving the efficiency of model calculation and reducing the dimension of optimization parameters. Then, the design of the sensitive parameters is optimized using an extended elitist non‐dominated sorting genetic algorithm (E-NSGA-II) multi-objective optimization algorithm. The results show that the modeling difficulty and optimization calculation time are significantly reduced by using a surrogate model. The calculation time for a single surrogate model only takes a few seconds instead of several hours for the original three-dimensional heat transfer and flow calculation. The thermal conductivity of high thermal conductivity-PCM, the distance between battery and low thermal conductivity-PCM, the battery spacing, and the HP length significantly affect the system. The optimized system substantially reduces the overall weight of the battery system while ensuring its good heat dissipation capability. In the case of TR in a single battery, the system succeeds in limiting the TR propagation to the same row, with the maximum battery temperature in the second row being only 64.3 °C, well below the battery TR trigger point. Under more severe conditions, such as TR occurring in two batteries simultaneously, the maximum battery temperature in the second row is 155.5 °C, and no TR spreads to the adjacent row. This study provides a rapid and effective method for designing a TR propagation mitigation system. It can serve as a reference for the engineering design and optimization of battery thermal management systems.

Numerical investigation and parameter optimization on a rib-grooved liquid-cooled plate for lithium battery thermal management system

To increase the effectiveness of liquid-cooled battery thermal management systems (BTMS) in electric vehicles, a unique liquid-cooled plate with a discrete, inclined, and alternating arrangement of ribs and grooves inside the plate was invented during this study. A numerical study was carried on to analyze the thermal performance between this rib-grooved liquid-cooled plate and a conventional straight-channel one. Firstly, a battery module's 1D/3D electrochemical-thermal coupled model was constructed to analyze the thermal performance in the case of actual electrochemical heat production. Then numerical results were obtained by solving this coupled model with different plates. The results indicated that ribs effectively equalize the flows between different channels and multiple longitudinal swirl flows are formed due to grooves, which improves the liquid-cooled system's temperature control performance with a small increase in pressure drop. The maximum battery temperature is 0.74 °C lower, the temperature standard deviation of the contact surface is 0.18 °C lower, and the pressure drop is 55.37 Pa higher in the BTMS with the rib-grooved liquid-cooled plate than it is in the conventional one. After that, an orthogonal design of experiments was used to investigate the effect of four features, including rib-groove tilt angle, column spacing, row spacing, and rib-groove length, on the thermal performance and energy consumption of the battery module. The optimum structure of the rib-grooved liquid-cooled plate is obtained through range analysis: the rib-groove inclination angle is 45°, the row spacing is 13.5 mm, the column spacing is 11.5 mm, and the rib-groove length is 9 mm. This research on the rib-grooved liquid-cooled plate offers a fresh concept that considerably enhances its capacity to regulate the temperature of the liquid-cooled BTMS.

Influence of convective heat transfer coefficients on thermal behaviour of a lithium-ion cell: a numerical study.

In the current study, the impact of C-ratio, convective heat transfer coefficient, and free stream temperature on the maximal cell temperature and temperature uniformity was computationally and statistically examined. Results revealed that the free stream temperature was the main influential factor for the maximal cell temperature for both natural and forced convection conditions while the C-ratio was the most effective parameter for the temperature uniformity for both natural and forced convections. On the other hand, the contribution of the free stream temperature to the maximum battery temperature increased from 63% to 94% when the conditions were changed from natural convection to forced convection. Moreover, the contribution of the C-rate to the temperature uniformity decreased from 89% to 79% when the conditions were changed from natural convection to forced convection. The results obtained from this study are significant in terms of determining which factor should be given more importance under natural and forced convection conditions.

Topology optimization for cold plate using neural networks as proxy models

To solve the problems of the high temperature and poor temperature uniformity of lithium batteries, a liquid cooling topology optimization using a neural network as a proxy model is proposed. The reduction of average cell temperature and cold plate pressure drop are taken as the optimization objectives. The effects of basin volume fraction, Reynolds number and boundary conditions on the topological results are investigated. A proxy model is established using neural networks and transfer learning. The differences between the predicted and true values of the source model and the target model do not exceed 10% and 15%, respectively. The improved optimization algorithm is combined with the proxy model. When the number of inlets and outlets is both three, the fitness value reaches 5.33. Compared to before optimization, the target value increased by 37.7%. The maximum battery temperature was reduced by 2.3% and the maximum temperature difference was reduced by 35.3%.

A numerical and statistical study to determine the effect of thermophysical properties of phase change material for lithium-ion battery thermal management

Lithium-ion batteries’ performance is quite sensitive to temperature, leading to capacity fade, acceleration of aging effect, and possible thermal runaway. The temperature of lithium-ion batteries increases under operating conditions of high discharge rates. The heat released by the battery can be effectively removed using phase change material (PCM). The thermophysical properties of the PCM affect the heat removal performance of the PCM. In this study, the effect of thermophysical parameters such as thermal conductivity, latent heat, specific heat, and density on maximum battery temperature and battery temperature uniformity was numerically investigated. The dominant factors for PCM to prevent temperature increase in a prismatic LiMn2O4 lithium-ion battery were identified by orthogonal design to improve the thermophysical properties of PCM. The thermophysical properties of PCM were changed by incorporating the expanded graphite. Based on what was observed in the current study, the influence of the thermal conductivity of PCM was higher than other thermophysical properties, while the influence of the latent heat on both maximum battery temperature and temperature uniformity was negligible. Density was the second crucial factor that could help reduce the maximum battery temperature and keep the temperature distribution uniform. The results obtained from this study can allow the design of effective battery thermal management systems by improving the thermophysical properties of the PCM.

Enhancing Battery Thermal Management in Li-ion-Powered Electric Vehicles using Phase Change Material-based Systems: A Multi-Scale CFD Simulation Study

Electric cars (EVs) and hybrid electric vehicles (HEVs) are propelled by Li-ion batteries for a clean and sustainable future. Under harsh and abusive conditions, a battery pack generates a lot of heat, which could result in a disastrous thermal runaway. The current work suggests a Battery Thermal Management System (BTMS) based on Phase Change Material (PCM) to prevent thermal runaway. Using ANSYS's multi-scale, multi-dimensional Newman, Tiedemann, Gu, and Kim (NTGK) model, a 3D simulation of a single battery with PCM, is carried out. The thermal performance and discharge behavior of the battery pack is analyzed by the NTGK model. The solidification and melting model is combined with the NTGK for PCM-based BTMS. Under harsh and abusive circumstances, the effect of different discharge rates on the thermal performance of 26650 Li-ion cell with and without PCM is investigated. The PCM-based BTMS reduces the maximum battery temperature by 2.243 K ,1.44 K, and 2.5 K and increases temperature uniformity at 0.5C ,1C and 1.5C discharge rates, respectively. The data available from this research will be useful in the development of passive BTMS for EV applications.

Numerical analysis of topology-optimized cold plates for thermal management of battery packs

Thermal management is important for battery packs and liquid cooling is one method which gains more attentions. However, for the battery cold plate, ensuring the uniformity of the battery temperature and reducing the pressure drop is the issue that needs to be addressed. In order to solve this problem, this paper uses the method of topology optimization to design two novel cold plates (TOPA and TOPB)with different functional focuses. An experimentally derived dynamic simulated heat source is used to model the performance of a cold plate in combination with a high-capacity battery. Then their performance are compared with that of conventional cold plates(RP and SP) by numerical simulation. The results indicate that these new cold plates are able to guarantee the dual requirements of temperature uniformity and low flow resistance. Under the condition of 0.1 m/s inlet velocity, TOPA and TOPB have 1.6 % and 1.7 % lower maximum battery temperatures compared to RP, TOPA and TOPB have 46.7 % and 42.3 % better battery temperature uniformity compared to SP cold plate, and both have about 70 % lower pressure drop than SP. Appropriately increasing the inlet velocity of the cold plate also reduces the maximum battery temperature and temperature difference. Moreover, the values of pressure drops for TOPA and TOPB are very close to RP under all inlet velocity conditions. At the same input power, the heat transfer coefficient of the TOPA cold plate is 69 % and 33 % higher than that of RP and SP cold plates, respectively. As a result, this new cold plate is more suitable for use in BTMS than conventional cold plates.

Cavity structure-based active controllable thermal switch for battery thermal management

Batteries may degrade fast at extreme temperatures, posing a challenge in meeting the dual requirements of heat preservation at low temperatures and efficient cooling at high temperatures. To address this issue, we propose a cavity structure-based active controllable thermal switch. It has a potential switch ratio (SR) of approximately 300, with an experimental SR of 15.4. Furthermore, the thermal resistance can be actively controlled. The "OFF State" of the thermal switch increases energy discharge at low temperatures. Pre-heating with the "OFF State" consumes only 60% of the energy required in the "ON State". By employing the "ON State" at an ambient temperature of 20°C, the battery temperature can be maintained below 35°C. And the "ON+ State" keeps the maximum battery temperature remaining below 42°C under extreme conditions. These findings demonstrate that the implementation of the proposed thermal switch enhances the usability of batteries in extreme environments.

Effect of fin design and continuous cycling on thermal performance of PCM-HP hybrid BTMS for high ambient temperature applications

In the present work, the thermal performance assessment of fins for a Phase Change Material-Heat Pipe (PCM-HP) based hybrid battery thermal management system (BTMS) for maintaining the average temperature of the battery surface below the safe temperature limits during continuous discharge and charge cycles is presented. A 2D computational model is used for fin design selection and to investigate the thermal performance of the PCM-HP hybrid BTMS. Two base designs and twelve fin designs with varying geometry are studied. The optimal design is chosen based on the effectiveness of the fins, the maximum battery temperature, and the PCM melt fraction. With the optimized fin design, the PCM-HP hybrid BTMS reduces the maximum battery surface temperature by 2.95 °C from 62.85 °C to 59.9 °C as compared to PCM-HP BTMS without fin. Using the selected fin the maximum battery surface temperature is maintained below 60 °C with minimum PCM melt fraction at a heat transfer coefficient of 90 W/m2K for three continuous cycles at an ambient temperature of 40 °C. Experiments are performed to verify the thermal performance of the optimized design. Further, it is observed that increasing the latent heat and thermal conductivity enhances the thermal performance of the PCM-HP hybrid BTMS.

Computational study on thermal management for an air‐cooled lithium‐ion battery

AbstractIn this study, a comprehensive simulation study was carried out to obtain detailed battery temperature behaviors. The influences of air inlet temperature, air flow rate, C‐rate, and free stream temperature were investigated on the temperature uniformity and maximal battery temperature. Taguchi design is implemented to investigate the main effects of four control parameters in the battery thermal management process. Results indicated that as the free stream temperature (delta = 7.3366) was the most influential factor for the temperature uniformity, the air inlet temperature (delta = 0.2679) was the most efficient factor for the maximal battery temperature. The contribution of the air inlet temperature was 28% and 38% for temperature uniformity and maximal battery temperature, respectively. Additionally, the free stream temperature contributed 32% to temperature uniformity and 25% to the maximum battery temperature. The airflow rate was found to be the least effective factor for temperature uniformity (delta = 2.8672) and maximal battery temperature (delta = 0.0506). The results could be helpful in the design of a lithium‐ion battery thermal management process to improve temperature uniformity and maximal battery temperature.

Closed-loop fast charging strategy of lithium-ion batteries based on temperature limitation and lithium precipitation

The safe fast-charging of lithium-ion batteries is one of the key technological challenges constraining the rapid development of electric vehicles. The development of larger-capacity, larger-sized batteries has presented new challenges to the advancement of safe fast-charging technology. The primary risks of fast charging are lithium plating and thermal runaway. The essence of safe fast charging lies in the control of temperature and lithium-ion intercalation rates into the lattice. In this paper, a new charging method that balances lithium plating prevention and maximum temperature control is proposed through experimental testing and Simulink-Fluent co-simulation. The results show that compared to traditional charging methods, this charging strategy can save 48.2 precents of the charging time. And it can control the maximum battery temperature to stay within 50 °C. This charging strategy can guarantee high-speed charging rates while taking into account battery safety. This method provides new perspectives for further advancing fast-charging technologies in the electric vehicle industry.

A numerical study of thermal management of lithium-ion battery with nanofluid

In this study, the NTGK model was used to evaluate the thermal and electrical analyzes of the battery model and Taguchi design was implemented to investigate the main effects of four control factors in the battery thermal management process, those are inlet velocity, mixing ratio, ambient temperature, and C-rate. The Taguchi's L16 array was fabricated using varying control factors to obtain detailed battery temperature behaviors. As the discharge rate increased, the temperature value of the model increased, while the temperature value of the model decreased as the mixing ratio of the nanoparticle increased. As the inlet velocity of the refrigerant increases, the temperature value taken by the model decreases, while the higher the ambient temperature, the less the increase in the maximum temperature reached by the model. Also results showed that the most influential factor on both maximum battery temperature and temperature uniformity responses was the C-rate, while the least effective factor was the mixing ratio. It was found that an inlet velocity of 0.04 m/s, a mixing ratio of 5, a C-rate of 2, and an ambient temperature of 283 K will yield the lowest maximum battery temperature. The maximum battery temperature was 294 K under these conditions. On the other hand, to maximize the temperature uniformity, 0.04 m/s inlet velocity, 3 mixing ratio, 2 C-rate, and 313 K ambient temperature need to be set as processing parameters. The results showed that the C-rate has to be closely controlled during the discharge process and the influence of the mixing ratio is negligible. This study can be used as a robust guideline in the design of battery thermal management systems using nanofluids.

Thermal Performance of a Novel Honeycomb Cooling System for Cylindrical Lithium-Ion Batteries

In this article, the effects of circular, cylindrical, square, and hexagonal crater shapes on cooling performance were analyzed by numerical simulation and experimental verification, and then a new honeycomb cooling structure for cylindrical batteries (18650 type for example) was proposed. The effects of honeycomb depth, side length and wall thickness on the cooling performance were investigated. A quadratic response regression model was numerically calculated based on the experimental scheme obtained from the Box-Behnken central combination test. The results showed that the hexagonal crater cooling structure can reduce the maximum battery temperature by 5.3% compared to the non-crater cooling structure. Therefore, the proposed honeycomb structure was reasonable. In addition, increasing the depth and the hedge length could effectively reduce the maximum battery temperature and temperature difference, and when a certain value was exceeded, a reverse temperature growth trend occurs. Within the range of variation, wall thickness had little effect on the cooling performance. The cooling performance was optimal when the depth is 0.475 mm, the side length is 1.250 mm, and the wall thickness is 0.125 mm. The novel cooling structure proposed in this study can provide a new idea for the structural design of air-cooled thermal management system for cylindrical batteries.

A numerical study of battery thermal management system with square spiral ring-shaped liquid cooling plate

The battery thermal management system is critical to the operating safety of power batteries. To alleviate the temperature gradient effect caused by the high local temperature of the battery, a centrally dispersed square-spiral-ring (SSR) mini-channel liquid cooling plate is designed for power batteries in this study. Through the simplification of the battery model, this liquid cooling plate battery thermal management system is investigated numerically. The effects of the number of SSR channel laps, channel width, channel bend radius and inlet mass flow rate on the temperature characteristics of the battery and coolant pressure drop are investigated. The results indicate that increasing the SSR channel laps and narrowing the channel width have a beneficial role in improving the battery and liquid cooling plate temperature distribution. The maximum battery temperature can be significantly dropped and the uniformity of battery temperature distribution can be considerably improved by enhancing the inlet mass flow rate. Moreover, additional branch channels could further improve the uniformity of the temperature distribution and the gradient effect of the battery. The maximum temperature decreases to 33.63 °C and the maximum temperature difference reduces to 6.45 °C during the 2C discharge process at a temperature of 25 °C. Furthermore, the SSR liquid cooling plate with a 5 mm-wide branch channel enables lower maximum battery temperatures and better temperature uniformity with lower pump power consumption than the existing serpentine plate. All these results and evidence provide an option for the development of novel mini-channel liquid cooling plates for battery thermal management.

Numerical investigation of form-stable composite phase change material for battery passive cooling

Phase change material (PCM) has gathered much attention in battery thermal management for electric vehicles, in which form-stable PCM is a promising method to reduce the leakage of energy storage material. In this paper, a composite PCM that has form-stable property is used for passive cooling of electric car battery. Three cooling configurations are set up in the gap between two batteries, and their performance is analysed by a numerical model. The results show that integrating composite PCM with forced air convection can maximally prevent battery from heat accumulation at 5C and reduce the core temperature by 15.9 K, while filling the gap with composite PCM can reduce the temperature by 15.7 K. With the discharge rate decreased, forced air convection plays more significant role than PCM in slowing down the rise in battery temperature. The maximum battery temperature reduces when the ratio of PCM thickness to battery width increases from 0 to 0.1, but the maximum temperature is limited to a certain level with thicker PCM. The addition of 4.6 wt% graphite to the composite PCM greatly improved the heat absorption capacity of PCM, and the forced air with 20 m·s-1 velocity has better cooling behaviour than PCM.

Reducing lithium-ion battery thermal runaway risk based on an integrated cooling strategy for electric vehicles

Nowadays, thermal runaway of lithium-ion battery is widely considered to be a serious hazard to the safety of electric vehicles. In order to effectively prevent thermal runaway, an integrated thermal management solution is proposed. Firstly, a few models of battery, air conditioning system, phase change cooling and liquid cooling are established, respectively. The temperature and heat are used to coupling each model. Then the effectiveness of models is validated by experiment. Finally, the cooling performances of this system are discussed. Under the circumstance of thermal runaway, the battery thermal management system can inhibit thermal runaway, and the battery temperature is reduced from 1208.17 to 304.82 K. In addition, the influences of the convective heat transfer coefficient and flow channel number on the cooling effect are also studied, and in order to ensure that the batteries have an appropriate temperature and reduce energy consumption, their values should be 20 W∙m−2∙K−1 and 5, respectively. When the vehicle is normally driving, the influences of different driving speeds, pump speeds and compressor speeds on the battery temperature are discussed, meanwhile, combined with the cooling effect of air conditioning, a reasonable and economic scheme is determined, that is, the pump speed is 2250 r∙min−1 and the compressor speed is 2500 r∙min−1, and under this scheme, the maximum battery temperature is only 35 °C, and the cab temperature can be reduced to the target temperature within 112 s.