BATTERY THERMAL MANAGEMENT SYSTEM, BATTERY PACK AND VEHICLE

Abstract

A battery thermal management system includes a battery and a pulse charging and discharging apparatus, wherein the battery includes a pole and an electrically conductive housing, which is arranged at the periphery of the pole; the pulse charging and discharging apparatus is electrically connected to the battery, and is used for performing pulse charging and discharging on the battery to generate a varying magnetic field; and the electrically conductive housing is located within the varying magnetic field, and is used for generating an induced current and heating the pole.

Description

FIELD

The present disclosure relates to the field of battery heating technologies, and specifically, to a battery thermal management system, a battery pack, and a vehicle.

BACKGROUND

Batteries have become energy carriers in various applications, including electric vehicles. As the demand for efficient and reliable energy storage solutions grows, so does the need for effective thermal management systems for battery packs.

Various battery packs may utilize different materials as buffer materials between individual batteries. These approaches may aim to manage heat transfer rates and thermal diffusion time of a module or battery pack body. However, thermal management in different temperature environments presents ongoing challenges for battery technology.

Batteries, including lithium-ion batteries for electric vehicles, may experience changes in discharging power and charging capabilities at different temperatures. In some cases, batteries may benefit from heating when operated in colder conditions to adjust their temperature to an operational range.

Various solutions for battery heating have been considered. These may include different configurations of heating elements in relation to the battery pack. Different approaches to heating may have different characteristics regarding heat transfer efficiency and space utilization within the battery system.

Different battery heating configurations may present different considerations regarding safety, efficiency, and space utilization. The placement and design of heating elements may affect various aspects of battery performance and construction.

As the automotive industry continues to develop, there remains interest in battery thermal management systems that can effectively manage battery temperature in various conditions. Advancements in this area may contribute to various aspects of battery performance and vehicle operation across different environmental conditions.

SUMMARY

The present disclosure is intended to resolve one of technical problems in the related art at least to some extent.

To this end, an objective of the present disclosure is to provide a battery thermal management system, to resolve problems that in an existing battery thermal management system, a heating apparatus occupies internal space of a battery and has low heat conduction efficiency.

Another objective of the present disclosure is to provide a battery pack.

Another objective of the present disclosure is to provide a vehicle.

The present disclosure provides a battery thermal management system, including a battery and a pulse charging and discharging apparatus. The battery includes an electrode core and a conductive housing. The conductive housing is arranged on an outer periphery of the electrode core. The pulse charging and discharging apparatus is electrically connected to the battery. The pulse charging and discharging apparatus is configured to perform pulse charging and discharging on the battery to generate a changing magnetic field. The conductive housing is located in the changing magnetic field, and the conductive housing is configured to generate an induced current and heat the electrode core.

According to the battery thermal management system provided in the present disclosure, the changing magnetic field is generated when the battery is pulse charged/discharged. The changing magnetic field causes the conductive housing located in the magnetic field to generate an induced electromotive force and an induced current. The induced current generated by the conductive housing forms an eddy current effect, generates thermal energy, and starts to heat the electrode core of the battery. The conductive housing is used as a heating component, so that the internal space of the battery pack and the battery is not occupied additionally. In addition, the conductive housing is arranged on the outer periphery of the electrode core, and a heat transfer area is large, so that the heat conduction efficiency is improved. When heating is started, the conductive housing can effectively heat a position at which a temperature of the electrode core is lowest. In addition, a heating power of the battery can be freely adjusted by controlling a pulse charging/discharging frequency and a pulse charging/discharging current magnitude of the pulse charging and discharging apparatus. When the conductive housing heats the electrode core of the battery, the battery has a small impact on another external system (another battery, a pack body, a module structural member, and electrical and thermal management systems).

The additional aspects and advantages of the present disclosure will be set forth in part in the following description, and some of the additional aspects and advantages will become apparent from the following description, or will be learned from practice of the present disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram of a battery pulse discharging state of a battery thermal management system according to an embodiment of the present disclosure; and

FIG. 2 is a process diagram of energy conversion in a heating process of a battery thermal management system according to an embodiment of the present disclosure.

DETAILED DESCRIPTION

To make the technical problems to be resolved by the present disclosure, technical solutions, and beneficial effects more comprehensible, the following further describes the present disclosure in detail with reference to embodiments and the accompanying drawings. It should be understood that the specific embodiments described herein are merely used to explain the present disclosure but are not intended to limit the present disclosure.

As shown in FIG. 1 and FIG. 2, an embodiment of the present disclosure provides a battery thermal management system, including a battery and a pulse charging and discharging apparatus. The battery includes an electrode core and a conductive housing 1. The conductive housing 1 is arranged on an outer periphery of the electrode core and is configured to accommodate the electrode core. The pulse charging and discharging apparatus is electrically connected to the battery. The pulse charging and discharging apparatus is configured to perform pulse charging and discharging on the battery to generate a changing magnetic field. The conductive housing is located in the changing magnetic field, and the conductive housing is configured to generate an induced current and heat the electrode core. The pulse charging and discharging apparatus is configured to generate a changing current to charge the battery, or control the battery to discharge based on the changing current. Specifically, the changing current may be an alternating current or a changing direct current. When pulse charging and discharging is performed on the battery, a current flowing through the electrode core is the changing current, and the electrode core generates the changing magnetic field, so that the conductive housing 1 located in the changing magnetic field can generate the induced current, to generate heat to heat the electrode core. Specifically, the conductive housing 1 needs to implement, based on satisfying requirements such as a strength and sealing performance required by the battery, a function of generating eddy current heating by electromagnetic induction in a changing magnetic field when pulse discharging is performed on the battery.

In this embodiment, the changing magnetic field is generated when pulse charging and discharging is performed on the battery. The changing magnetic field causes the conductive housing 1 located in the magnetic field to generate an induction electromotive force and the induced current. The induced current generated by the conductive housing 1 forms an eddy current effect, generates thermal energy, and starts to heat the electrode core of the battery. The conductive housing 1 is used as a heating component, so that internal space of the battery pack and the battery is not occupied additionally. In addition, the conductive housing 1 is arranged on the outer periphery of the electrode core, and a heat transfer area is large, so that heat conduction efficiency is improved. When heating is started, the conductive housing 1 can effectively heat a position at which a temperature of the electrode core is the lowest. In addition, a heating power of the battery can be freely adjusted by controlling a pulse charging/discharging frequency and a pulse charging/discharging current magnitude of the pulse charging and discharging apparatus. When the conductive housing 1 heats the electrode core of the battery, the battery has a small impact on another external system (another battery, a pack body, a module structural member, and electrical and thermal management systems). First, due to an eddy current phenomenon generated by the conductive housing, a heating effect on a side that is close to the electrode core is better than a heating effect on a side that is away from the electrode core. Therefore, the battery thermal management system disclosed in the present disclosure can further reduce the impact of heating the battery on the other batteries and make the heating more concentrated. In addition, for a single battery core, when the alternating current is applied to the battery, eddy current heating can be performed, and assisted heating of the single battery core can be further performed due to application of the alternating current. In this way, the heating effect is more obvious.

Specifically, in a charging/discharging process of the battery, a current path inside the electrode core may be simplified to a current direction 2 that is perpendicular to a cross section of the battery housing. When a current I represented by the current direction 2 changes, a changing magnetic field is generated.

Specifically, basic equations for an electromagnetic induction problem are Maxwell's equations. The Maxwell's equations include Gauss's law for an electric field, circulation law for the electric field, Gauss's law for a magnetic field, and Ampere circuital law. A mathematical expression is as follows:

$\begin{array}{cc}\{\begin{array}{c}{\int }_S\stackrel{\text{?}}{D}·d\stackrel{\text{?}}{S}={\int }_V\rho \mathrm{dV}=q\\ {\int }_S\stackrel{\text{?}}{E·}d\stackrel{\text{?}}{l}=-{\int }_S\frac{\partial \stackrel{\text{?}}{B}}{\partial t}·d\stackrel{\text{?}}{S}\\ {\int }_S\stackrel{\text{?}}{B}·d\stackrel{\text{?}}{S}=0\\ {\int }_S\stackrel{\text{?}}{H}·d\stackrel{\text{?}}{l}={\int }_S\left(\stackrel{\text{?}}{j}+\frac{\partial \stackrel{\text{?}}{D}}{\partial t}\right)·d\stackrel{\text{?}}{S}\end{array}& \left(2‐1\right)\end{array}$ $\text{?}\text{indicates text missing or illegible when filed}$

In the formula,

• • {right arrow over (D)} is an electrical displacement, and a unit of {right arrow over (D)} is C/m;
  • ρ is a charge density, and a unit of ρ is C/m³;
  • q is a charge, and a unit of q is C;
  • {right arrow over (E)} is an electric field strength, and a unit of {right arrow over (E)} is V/m;
  • {right arrow over (B)} is a magnetic induction strength, and a unit of {right arrow over (B)} is A/m;
  • {right arrow over (H)} is a magnetic field strength, and a unit of {right arrow over (H)} is A/m; and
  • {right arrow over (j)} is a current density, and a unit of {right arrow over (j)} is A/m².

The electromagnetic induction heating in this embodiment is a quasi-stationary electromagnetic field, whose frequency is much lower than a frequency of a radio high frequency electromagnetic field and a frequency of an optical high frequency electromagnetic field, so that in the equations, ∂/∂t is much less than the current density, and a displacement current density is ignored. Therefore, the Maxwell's equations are transformed into a differential form, and a simplified formula is as follows:

$\begin{array}{cc}\{\begin{array}{c}\nabla ·\overrightarrow{D}=0\\ \nabla \times \overrightarrow{E}=\frac{\partial \overrightarrow{B}}{\partial t}\\ \nabla ·\overrightarrow{B}=0\\ \nabla \times \overrightarrow{H}=\overrightarrow{j}\end{array}& \left(2-2\right)\end{array}$

In the formula,

• • ∇⋅ is a divergence of a corresponding vector; and
  • ∇x is a curl of the corresponding vector.

According to Biot-Savart Law, a corresponding electric field generates a magnetic field:

$\begin{array}{cc}d\overrightarrow{B}=\frac{{\mu }_0}{4\pi }·\frac{\overrightarrow{I}d\overrightarrow{l}\times {\overrightarrow{e}}_r}{r^2}& \left(2-3\right)\end{array}$

In the formula,

• • is current vector, and a unit of is A; and
  • μ₀ is a permeability of vacuum (4π×10{circumflex over ( )}(−7)N/A²).

A relationship between a total current density {right arrow over (j)}, a source current density {right arrow over (j)}_s, namely, a pulse current density applied by the pulse charging and discharging apparatus to the battery, an eddy current density {right arrow over (j)}_e, and the magnetic induction strength {right arrow over (B)} is as follows:

$\begin{array}{cc}\{\begin{array}{c}\overrightarrow{j}=\nabla \times \overrightarrow{H}=\nabla \times \overrightarrow{\frac{B}{\mu }}\\ {\overrightarrow{j}}_e=\overrightarrow{j}-{\overrightarrow{j}}_s\\ {\overrightarrow{j}}_s=\sigma \overrightarrow{E}=-\sigma {\int }_S\frac{\partial \overrightarrow{B}}{\partial t}·d\overrightarrow{S}/dl\end{array}& \left(2-4\right)\end{array}$

For convenience of representing an induced eddy current density {right arrow over (j)}_e, a magnetic field vector {right arrow over (A)} is introduced as an auxiliary quantity for calculating the magnetic induction strength {right arrow over (B)}. It can be learned from an integral form of Biot-Savart Law (2-3) that a relationship between {right arrow over (A)} and is as follows:

$\begin{array}{cc}\{\begin{array}{c}\overrightarrow{B}=\nabla \times \overrightarrow{A}\\ \overrightarrow{A}=\frac{{\mu }_0}{4\pi }{\int }_L\frac{\overrightarrow{I}dl}{r}\end{array}& \left(2-5\right)\end{array}$

Formulas (2-4) and (2-5) are combined, and a relationship between the eddy current density {right arrow over (j)}_e and the magnetic field vector {right arrow over (A)} can be obtained:

$\begin{array}{cc}{\overrightarrow{j}}_e=\nabla \times \overrightarrow{H}-\sigma ·\overrightarrow{E}=\nabla \times \frac{\nabla \times \overrightarrow{A}}{\mu }+\sigma ·\frac{\partial \overrightarrow{A}}{\partial t}& \left(2-6\right)\end{array}$

A current density in an eddy current heating area is in a one-to-one correspondence with a heating power at each point in an induction heating process:

$\begin{array}{cc}p=\frac{{❘{\overrightarrow{j}}_e❘}^2}{\sigma }& \left(2-7\right)\end{array}$

It can be learned from the foregoing formula (2-5) and formula (2-6) that the magnetic field vector {right arrow over (A)} reflects an influence of an induced source current I on the induced eddy current density {right arrow over (j)}_e. The greater the amplitude of a source current change, the higher the induced current in the conductive housing 1. The higher the frequency f of the source current change, the higher the induced current in the housing. Correspondingly, the higher the induced current in the housing, the higher the eddy current heating power.

For the housing that generates the induced current,

$\begin{array}{cc}\overrightarrow{B}=\mu \overrightarrow{H}& \left(2-8\right)\end{array}$ $\begin{array}{cc}\overrightarrow{D}=\epsilon \overrightarrow{E}& \left(2-9\right)\end{array}$

In the formula, μ is a magnetic permeability of a material of the conductive housing 1, and a unit of μ is H/m; and

ε is a dielectric constant, and a unit of F is F/m.

In addition, it can be learned from (2-4) and (2-8) that the higher the magnetic permeability μ of the material of the conductive housing 1, the greater the {right arrow over (B)}, the higher the induced eddy current density {right arrow over (j)}_e, and the higher the eddy current heating power. It can be learned from (2-7) that the lower the resistivity σ of the material of the conductive housing 1, the higher the eddy current heating power p.

In some embodiments, the pulse discharging frequency applied by the pulse charging and discharging apparatus to the battery is greater than 10 Hz.

In some embodiments, the pulse discharging frequency applied by the pulse charging and discharging apparatus to the battery ranges from 10 Hz to 10000 Hz. When the pulse discharging frequency is less than 10 Hz, a heat generation power of the conductive housing 1 is excessively low, and heating efficiency is low. When the pulse discharging frequency is higher than 10000 Hz, costs are excessively high.

In some embodiments, a pulse current I applied by the pulse charging and discharging apparatus to the battery is equal to kA. A is a battery capacity, and a unit of A is Ah; and k is a coefficient, and 0.3≤k≤20. Specifically, the range of the pulse current is applicable to a lithium-ion battery at −10° C. As a temperature of the battery before heating further decreases, a maximum value of k needs to be reduced based on an actual condition. When the value of k is less than 0.3, the pulse current I is relatively low, the heat generation power of the conductive housing 1 is excessively low, and a heating rate is excessively slow. When the value of k is greater than 20, the lithium-ion battery is difficult to discharge at a low temperature due to high internal resistance and large polarization.

In some embodiments, when a temperature of the conductive housing 1 ranges from −45° C. to 100° C., a ratio of a relative magnetic permeability μ_r of the conductive housing 1 to the resistivity σ of the conductive housing 1 is 500≤μ_r/σ≤5×10⁶. A unit of σ is 10⁻⁶ Ω·m. Specifically, the ratio of the relative magnetic permeability μ_r of the conductive housing 1 to the resistivity σ of the conductive housing 1 may be any of 500, 1000, 5000, 8000, 30000, 170000, 1×10⁶, 3×10⁶, 5×10⁶, and the like, as long as the ratio of the relative magnetic permeability μ_r of the conductive housing 1 to the resistivity σ of the conductive housing 1 ranges from 500 to 5×10⁶. A material with a relatively large ratio of the magnetic permeability to the resistivity is selected to make the conductive housing 1, so that the induced current generated by the conductive housing 1 is relatively high, thereby increasing the heating power. When the ratio of the relative magnetic permeability μ_r to the resistivity σ of the material of the conductive housing 1 is less than 500, in the changing magnetic field generated by pulse charging and discharging performed on the battery, the induced current generated by the conductive housing 1 is excessively low or is basically ignored. Therefore, the eddy current heating power is excessively low or may be ignored or the eddy current heating power and heat dissipation of the battery are canceled out with each other.

The higher the magnetic permeability of the material of the conductive housing, the greater the {right arrow over (B)}, the higher the induced eddy current density {right arrow over (j)}_e, and the higher the eddy current heating power. The lower the resistivity σ of the material of the conductive housing, the higher the eddy current heating power p. Therefore, the resistivity σ of the material of the conductive housing needs to be as low as possible, and the magnetic permeability μ needs to be as high as possible, so that the induced current generated by the conductive housing 1 is relatively high, thereby increasing the heating power.

In some embodiments, the material of the conductive housing 1 is selected from an iron-based soft magnetic alloy. The iron-based soft magnetic alloy includes one or more of silicon steel, soft magnetic stainless steel, permalloy, low-carbon mild steel, amorphous soft magnetic alloy, and nanocrystalline soft magnetic alloy. At 25° C., a ratio of μ_r/ρ of common silicon steel ranges from 8000 to 30000; a ratio of μ_r/ρ of the permalloy ranges from 35000 to 170000; and a ratio of μ_r/ρ of some types of iron-based nanocrystalline alloys ranges from 0.8×10⁶ to 2×10⁶. Multiple conductive housings with different material compositions may be utilized within a single battery pack. This configuration may allow selective activation of heating in specific modules or regions as needed.

Specifically, in the silicon steel, a content of Si ranges from 0.2% to 5%, and the rest is Fe and a silicon-iron alloy that includes a small amount of other elements (single element mass fraction that is less than or equal to 1%) used to improve material performance.

In the soft magnetic stainless steel, a content of Cr ranges from 10% to 19%, the content of Si ranges from 0.5% to 3%, and the rest is Fe and a small amount of other elements used to improve the material performance.

In the permalloy, a content of Ni ranges from 30% to 90%, and the rest is Fe and a small amount of other elements used to improve performance.

The amorphous soft magnetic alloy is selected from one or more of an iron-based amorphous alloy and an iron-nickel-based amorphous alloy. Specifically, in the iron-based amorphous alloy, Fe accounts for 80% by mass, and Si and B elements account for 20% by mass. In the iron-nickel-based amorphous alloy, Ni accounts for 40% by mass, Fe accounts for 40% by mass, and other metal elements used to improve performance account for 20% by mass.

The nanocrystalline soft magnetic alloy is selected from the iron-based nanocrystalline alloy. Specifically, the iron-based nanocrystalline alloy mainly includes Fe, with a small amount of Nb, Cu, Si, and B elements added. Heat processing is performed on an amorphous material formed by a rapid solidification process.

In some embodiments, a thickness of the conductive housing 1 is T, where 0<T≤δ,

$\delta =K_0\sqrt{\sigma /\left(f•{\mu }_r\right)},$

• • δ is a skin effect penetration depth, and a unit of δ is mm;
  • K₀ is a skin effect penetration depth coefficient;
  • a unit of σ is Ω·m; and
  • f is the pulse discharging frequency, and a unit of f is Hz.

In the present disclosure, the thickness of the conductive housing is controlled, so that a waste of the material of the conductive housing is reduced, the heating efficiency is improved, and an impact of a cell on another external system (another battery, a pack body, a module structural member, and electrical and thermal management systems) during heating is reduced.

Specifically, K₀ is related to a shape of the housing. Generally, K₀ of a cylinder is 50300, and other special shapes have different effects. In this embodiment, a cylindrical battery is used as an example for description.

In some embodiments, the conductive housing 1 includes a cover plate and a housing. The electrode core is accommodated in the housing. The cover plate is configured to seal the housing. A thickness of the housing is T. In this embodiment, the thickness of the housing is limited to ensure heating of the battery core, while reducing costs of the battery core, and improving an overall energy density and battery space utilization.

In some embodiments, the battery includes a positive terminal and a negative terminal. The positive terminal and the negative terminal are separately arranged at two ends of the conductive housing 1 and are electrically connected to the electrode core. It should be noted herein that, the positive terminal and the negative terminal may alternatively be arranged side by side at one end of the conductive housing 1.

According to another aspect, an embodiment of the present disclosure further provides a battery pack, including the battery thermal management system according to any one of the foregoing embodiments. For the battery pack, because the battery cores are connected in series, connected in parallel, or the like, the battery pack only needs to apply a changing current to a total positive pole and a total negative pole to implement self-heating of all the battery cores, and performs heating relative to external components. In this embodiment, heating is more uniform for the battery pack, and each battery core can perform self-heating by using the housing. In addition, a difference in the heating power between batteries at different assembly positions in a battery pack body is small, the thermal management system of the entire battery pack body is concise and direct, and the space utilization is high.

According to another aspect, an embodiment of the present disclosure further provides a vehicle, including the battery thermal management system according to any one of the foregoing embodiments.

The present disclosure will be further described below by using embodiments.

Embodiment 1

This embodiment is used to describe heating efficiency of the battery thermal management system disclosed in the present disclosure. The battery thermal management system includes a battery and a pulse charging and discharging apparatus. A capacity of the battery is 100 Ah. A pulse charging and discharging frequency applied by the pulse charging and discharging apparatus to the battery is 500 Hz. A pulse current is 500 A. A material of a conductive housing 1 is silicon steel. A ratio of a relative magnetic permeability μ_r to a resistivity σ is about 10000.

Embodiment 2

This embodiment is used to describe heating efficiency of the battery thermal management system disclosed in the present disclosure, and a difference between this embodiment and Embodiment 1 lies in: A pulse charging and discharging frequency applied by a pulse charging and discharging apparatus to a battery is 1000 Hz.

Embodiment 3

This embodiment is used to describe heating efficiency of the battery thermal management system disclosed in the present disclosure, and a difference between this embodiment and Embodiment 1 lies in: A pulse current is 350 A.

Embodiment 4

This embodiment is used to describe heating efficiency of the battery thermal management system disclosed in the present disclosure, and a difference between this embodiment and Embodiment 1 lies in: A ratio of a relative magnetic permeability μ_r to a resistivity σ is about 500.

Embodiment 5

This embodiment is used to describe heating efficiency of the battery thermal management system disclosed in the present disclosure, and a difference between this embodiment and Embodiment 1 lies in: A pulse charging and discharging frequency applied by a pulse charging and discharging apparatus to a battery is 7500 Hz. A pulse current is 1500 A. A ratio of a relative magnetic permeability μ_r to a resistivity σ is about 500.

Comparative Embodiment 1

This comparative embodiment is used to describe heating efficiency of the battery thermal management system disclosed in the present disclosure, and a difference between this embodiment and Embodiment 1 lies in: A material of a conductive housing is an aluminum alloy material. A ratio of a relative magnetic permeability μ_r to a resistivity σ is 24.

Comparative Embodiment 2

This comparative embodiment is used to describe heating efficiency of the battery thermal management system disclosed in the present disclosure, and a difference between this embodiment and Embodiment 1 lies in: A pulse charging and discharging frequency applied by a pulse charging and discharging apparatus to a battery is 7500 Hz. A pulse current is 1500 A. A material of a conductive housing is an aluminum alloy material. A ratio of a relative magnetic permeability μ_r to a resistivity σ is 24.

Beneficial effects of the present disclosure are further described below through tests.

Test method: A temperature sampling point is arranged inside a to-be-tested battery, at a center of an electrode core of the battery. When it is ensured that start temperatures are the same and test environments are the same, after heating is performed in a same time period (300 s), temperatures at the temperature sampling points in different embodiments/comparative embodiments are recorded. The foregoing process is repeated 10 times, and an average value is taken.

Heating efficiency of the battery is tested, and analysis results are shown in Table 1.

TABLE 1
Value of a temperature increase
Embodiment 1             23.6° C.
Embodiment 2             28.1° C.
Embodiment 3             17.5° C.
Embodiment 4             12.5° C.
Embodiment 5             22.7° C.
Comparative embodiment 1 12.1° C.
Comparative embodiment 2 16.3° C.

It can be learned from the test results in Embodiment 1 and Comparative embodiment 1 that, the ratio of the relative magnetic permeability of the conductive housing to the resistivity of the conductive housing is excessively low, the heating efficiency is reduced, and heating cannot be effectively implemented. A proper material for the conductive housing is selected, so that heating by the conductive housing on the battery is implemented. It can be learned from the test results in Embodiment 1 to Embodiment 3 that, the pulse charging and discharging frequency and the pulse current are changed, so that heating effects of the battery are different within the same heating time period. In other words, the heating power of the conductive housing 1 can be freely adjusted and flexibly controlled by controlling the pulse charging and discharging frequency and a magnitude of the pulse current during self-heating of the battery. According to Embodiment 1, Embodiment 4, and Comparative Example 1, when a value of the ratio of the relative magnetic permeability of the conductive housing to the resistivity of the conductive housing is 500, namely, a lower limit of a preferable range, the conductive housing still has a certain heating effect. However, because the used pulse frequency and pulse current are relatively low, a heating power effect of an induced eddy current of the conductive housing 1 is relatively poor, and contribution to heating of the battery is less than 10%. However, when the pulse charging and discharging frequency and the pulse current increase, it can be learned from Embodiment 5 and Comparative embodiment 2 that, when the ratio of the relative magnetic permeability of the conductive housing 1 to the resistivity of the conductive housing 1 is 500, the heating effect of the induced eddy current of the conductive housing 1 is improved. Even if the pulse charging and discharging frequency and the pulse current are increased, a heating effect of a commonly used conductive housing made of an aluminum alloy material is not effectively improved either.

The foregoing descriptions are merely preferred embodiments of the present disclosure, but are not intended to limit the present disclosure. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present disclosure shall fall within the protection scope of the present disclosure.

Claims

1. A battery thermal management system, comprising: a battery comprising an electrode core and a conductive housing, wherein the conductive housing is arranged on an outer periphery of the electrode core; anda pulse charging and discharging apparatus electrically connected to the battery,wherein the conductive housing is configured to generate heat in response to operation of the pulse charging and discharging apparatus.

2. The battery thermal management system according to claim 1, wherein a pulse charging and discharging frequency applied by the pulse charging and discharging apparatus to the battery is greater than about 10 Hz.

3. The battery thermal management system according to claim 1, wherein a pulse current I applied by the pulse charging and discharging apparatus to the battery is about equal to kA, wherein A is a battery capacity, and a unit of A is Ah; and k is a coefficient, about 0.3≤k≤about 20, and a unit of I is A.

4. The battery thermal management system according to claim 2, wherein a pulse current I applied by the pulse charging and discharging apparatus to the battery is about equal to kA, wherein A is a battery capacity, and a unit of A is Ah; and k is a coefficient, about 0.3≤k about≤20, and a unit of I is A.

5. The battery thermal management system according to claim 1, wherein a ratio of a relative magnetic permeability μr of the conductive housing to a resistivity σ of the conductive housing is 500≤μr/σ≤5×106, wherein a unit of a is 10−6 Ω·m.

6. The battery thermal management system according to claim 2, wherein a ratio of a relative magnetic permeability μr of the conductive housing to a resistivity σ of the conductive housing is 500≤μr/σ≤5×106, wherein a unit of a is 10−6 Ω·m.

7. The battery thermal management system according to claim 3, wherein a ratio of a relative magnetic permeability μr of the conductive housing to a resistivity σ of the conductive housing is 500≤μr/σ≤5×106, wherein a unit of a is 10−6 Ω·m.

8. The battery thermal management system according to claim 4, wherein a ratio of a relative magnetic permeability μr of the conductive housing to a resistivity σ of the conductive housing is 500≤μr/σ≤5×106, wherein a unit of a is 10−6 Ω·m.

9. The battery thermal management system according to claim 8, wherein a material of the conductive housing is selected from an iron-based soft magnetic alloy, and the iron-based soft magnetic alloy comprises one or more of silicon steel, soft magnetic stainless steel, permalloy, low-carbon mild steel, amorphous soft magnetic alloy, and nanocrystalline soft magnetic alloy.

10. The battery thermal management system according to claim 1, wherein a thickness of the conductive housing is T, wherein 0<T≤δ,

11. The battery thermal management system according to claim 2, wherein a thickness of the conductive housing is T, wherein 0<T≤δ,

12. The battery thermal management system according to claim 3, wherein a thickness of the conductive housing is T, wherein 0<T≤δ,

13. The battery thermal management system according to claim 4, wherein a thickness of the conductive housing is T, wherein 0<T≤δ,

14. The battery thermal management system according to claim 5, wherein a thickness of the conductive housing is T, wherein 0<T≤δ,

15. The battery thermal management system according to claim 6, wherein a thickness of the conductive housing is T, wherein 0<T≤δ,

16. The battery thermal management system according to claim 9, wherein a thickness of the conductive housing is T, wherein 0<T≤δ,

17. The battery thermal management system according to claim 16, wherein the conductive housing comprises a cover plate and a housing, the electrode core is accommodated in the housing, the cover plate is configured to seal the housing, and a thickness of the housing is T.

18. The battery thermal management system according to claim 1, wherein the battery comprises a positive terminal and a negative terminal, and the positive terminal and the negative terminal are separately arranged at two ends of the conductive housing and are electrically connected to the electrode core.

19. A battery pack, comprising: a battery including an electrode core and a conductive housing arranged on an outer periphery of the electrode core; anda pulse charging and discharging apparatus electrically connected to the battery,wherein the conductive housing is configured to generate heat in response to operation of the pulse charging and discharging apparatus.

20. A vehicle, comprising: a battery including an electrode core and a conductive housing arranged on an outer periphery of the electrode core; anda pulse charging and discharging apparatus electrically connected to the battery,wherein the conductive housing is configured to generate heat in response to operation of the pulse charging and discharging apparatus.