CN110293845B - Power failure starting and stopping pond system, power failure starting and stopping pond control method and traffic carrier - Google Patents
Power failure starting and stopping pond system, power failure starting and stopping pond control method and traffic carrier Download PDFInfo
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- CN110293845B CN110293845B CN201910621910.4A CN201910621910A CN110293845B CN 110293845 B CN110293845 B CN 110293845B CN 201910621910 A CN201910621910 A CN 201910621910A CN 110293845 B CN110293845 B CN 110293845B
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- 238000000034 method Methods 0.000 title claims abstract description 27
- 238000006243 chemical reaction Methods 0.000 claims abstract description 179
- 238000012545 processing Methods 0.000 claims description 33
- 230000005540 biological transmission Effects 0.000 claims description 17
- 238000012546 transfer Methods 0.000 claims description 14
- 239000003990 capacitor Substances 0.000 claims description 12
- 230000001360 synchronised effect Effects 0.000 claims description 6
- 239000000969 carrier Substances 0.000 abstract description 2
- 238000010586 diagram Methods 0.000 description 15
- 239000002253 acid Substances 0.000 description 8
- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 description 6
- 229910052744 lithium Inorganic materials 0.000 description 6
- 230000002457 bidirectional effect Effects 0.000 description 5
- 238000004891 communication Methods 0.000 description 5
- RTAQQCXQSZGOHL-UHFFFAOYSA-N Titanium Chemical compound [Ti] RTAQQCXQSZGOHL-UHFFFAOYSA-N 0.000 description 4
- 230000009286 beneficial effect Effects 0.000 description 4
- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 description 3
- 239000000295 fuel oil Substances 0.000 description 3
- 229910001416 lithium ion Inorganic materials 0.000 description 3
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- 230000007547 defect Effects 0.000 description 2
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- 230000007613 environmental effect Effects 0.000 description 2
- 230000036541 health Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 238000006467 substitution reaction Methods 0.000 description 2
- 230000001627 detrimental effect Effects 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
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Abstract
The embodiment of the application provides a power failure starting and stopping pond system, a power failure starting and stopping pond control method and a traffic carrier, and relates to the field of traffic carriers. The power-on and power-off pond system comprises: the device comprises a first battery pack, a second battery pack and a voltage conversion module; the voltage conversion module is respectively connected with the first battery pack and the second battery pack; the first rated output voltage of the first battery pack is less than the second rated output voltage of the second battery pack. The first battery pack is used for supplying power to an electrical system of the traffic vehicle; the voltage conversion module is used for transmitting the electric energy of the first battery pack to the second battery pack or transmitting the electric energy of the second battery pack to the first battery pack according to the voltage adjustment parameters; the second battery pack is used for supplying power for a power on/off machine of the traffic vehicle. The voltage conversion module is used in the starting and stopping battery system, and a power battery of the starting and stopping motor is connected with a power supply battery of the electric system, so that the normal operation of the starting and stopping motor is ensured, and the operation stability of the starting and stopping motor is improved.
Description
Technical Field
The application relates to the field of traffic vehicles, in particular to a power failure starting and stopping pond system, a power failure starting and stopping pond control method and a traffic vehicle.
Background
With the push of new regulations for promoting energy conservation and emission reduction, it has been difficult for a conventional automobile equipped with a 12V electrical system to meet increasingly stringent fuel consumption and emission standards, and thus an automobile having a start-stop function and a start-stop battery system having a voltage of 48V or more has been developed.
In the existing pure electric or hybrid electric vehicle system, besides a main power supply formed by a power battery pack, a group of 12V lead-acid batteries are usually required to be used as auxiliary power supplies for driving the vehicle-mounted electronic system and other low-voltage circuit systems to work, and even the power supply of a battery management system (Battery Management System, abbreviated as BMS) module is also provided by the lead-acid batteries and is used as a transfer carrier for the energy balance of a single power battery. The batteries used to power the 12V electrical system contribute little to the drive motor output, and to ensure a sufficiently large output power, the power battery packs are typically made relatively large, which is detrimental to installation and reduces safety.
Disclosure of Invention
In order to overcome at least the above-mentioned shortcomings in the prior art, it is an object of the present application to provide a power on/off cell system, a power on/off cell control method and a traffic vehicle.
In a first aspect, an embodiment of the present invention provides a power on/off pool system, applied to a traffic vehicle, including: the device comprises a first battery pack, a second battery pack and a voltage conversion module; the voltage conversion module is respectively connected with the first battery pack and the second battery pack; the first rated output voltage of the first battery pack is less than the second rated output voltage of the second battery pack. The first battery pack is used for supplying power to an electrical system of the traffic vehicle; the voltage conversion module is used for transmitting the electric energy of the first battery pack to the second battery pack or transmitting the electric energy of the second battery pack to the first battery pack according to the voltage adjustment parameter; the voltage adjustment parameters represent conversion multiplying power, power transmission multiplying power and electric energy transmission direction between the first rated output voltage and the second rated output voltage; the second battery pack is used for supplying power for a power on/off machine of the traffic vehicle.
In an alternative embodiment, the method further comprises: a battery management system BMS module; the BMS module is respectively connected with the first battery pack, the voltage conversion module and the second battery pack; BMS module includes BMS collection module and BMS main control module. The BMS acquisition module is used for acquiring operation parameters of the first battery pack and the second battery pack, wherein the operation parameters comprise single battery voltage and single battery temperature; the BMS main control module is used for switching the working mode of the voltage conversion module according to the voltage adjustment parameters; the operating modes include a boost mode for indicating the transfer of electrical energy from the first battery pack to the second battery pack and a buck mode for indicating the transfer of electrical energy from the second battery pack to the first battery pack.
In an alternative embodiment, the method further comprises: the whole vehicle processing module; and the whole vehicle processing module is connected with the BMS module. The whole vehicle processing module is used for generating the voltage adjustment parameters according to the control instruction and the operation parameters; wherein the control instruction comprises an engine start instruction or a shut-down instruction of the traffic vehicle; when the control instruction is the starting instruction, the whole vehicle processing module is further used for placing the voltage conversion module in the boosting mode; and when the control instruction is the closing instruction, the whole vehicle processing module is also used for placing the voltage conversion module in the step-down mode.
In an alternative embodiment, the method further comprises: a BMS power module; the BMS power module is connected with the BMS module. The BMS power module is used for supplying power to the BMS module.
In an alternative embodiment, the voltage conversion module comprises at least one voltage conversion unit comprising: the high-voltage power supply comprises a first high-voltage end, a second high-voltage end, a first MOS tube, a second MOS tube, a third MOS tube, a fourth MOS tube, a first diode, a second diode, a first inductor, a second inductor, a first capacitor, a first low-voltage end, a second low-voltage end, a synchronous input end, a clock output end and a control unit, wherein the control unit is provided with a phase selection end, a reference voltage end, a first driving signal end and a second driving signal end. The first high-voltage end is connected with the drain electrode of the first MOS tube and the drain electrode of the third MOS tube; the second high-voltage end is connected with the source electrode of the second MOS tube, the source electrode of the fourth MOS tube, the input side of the first diode, the input side of the second diode, the first side of the first capacitor and the second low-voltage end; the source electrode of the first MOS tube is connected with the drain electrode of the second MOS tube and the output side of the first diode, and the source electrode of the third MOS tube is connected with the drain electrode of the fourth MOS tube and the output side of the second diode; the output side of the first diode is also connected with the third side of the first inductor, and the output side of the second diode is also connected with the fifth side of the second inductor; the first low-voltage end is connected with the second side of the first capacitor, the fourth side of the first inductor and the sixth side of the second inductor; the first driving signal end is connected with the grid electrode of the first MOS tube and the grid electrode of the third MOS tube, and the second driving signal end is connected with the grid electrode of the second MOS tube and the grid electrode of the fourth MOS tube; the control unit is respectively connected with the synchronous input end and the clock output end; the phase selection terminal is connected with the reference voltage terminal.
In an alternative embodiment, when the voltage conversion module includes a plurality of voltage conversion units, the first high voltage end, the second high voltage end, the first low voltage end, and the second low voltage end of each voltage conversion unit are respectively connected in parallel, and the clock output end of the voltage conversion unit is connected with the synchronous input end of the next voltage conversion unit.
In a second aspect, an embodiment of the present application provides a power-on/off battery control method, which is applied to a power-on/off battery system of a traffic vehicle, where the power-on/off battery system includes a first battery pack, a second battery pack, and a voltage conversion module, where the voltage conversion module is connected to the first battery pack and the second battery pack, respectively, and a first rated output voltage of the first battery pack is smaller than a second rated output voltage of the second battery pack. The method comprises the following steps: acquiring the working state of a start-stop motor of the traffic carrier; wherein the working state is an operating state or a shutdown state. When the power on/off machine is in the running state, the voltage conversion module transmits the electric energy of the first battery pack to the second battery pack according to the voltage adjustment parameter so that the second battery pack supplies power for the power on/off machine; the voltage adjustment parameter characterizes a conversion multiplying power, a power transmission multiplying power and an electric energy transmission direction between the first rated output voltage and the second rated output voltage. When the power on/off machine is in the off state, the voltage conversion module transmits the electric energy of the second battery pack to the first battery pack according to the voltage adjustment parameter, so that the first battery pack supplies power for an electric system of the traffic vehicle.
In an alternative embodiment, the power on/off cell system further comprises: the battery management system BMS module, the BMS module with first battery package voltage conversion module the second battery package is connected respectively, the BMS module includes BMS collection module and BMS master control module. The method further comprises the steps of: the BMS acquisition module acquires operation parameters of the first battery pack and the second battery pack, wherein the operation parameters comprise single battery voltage and single battery temperature. The BMS main control module switches the working mode of the voltage conversion module according to the voltage adjustment parameters; the operating modes include a boost mode for indicating the transfer of electrical energy from the first battery pack to the second battery pack and a buck mode for indicating the transfer of electrical energy from the second battery pack to the first battery pack.
In an alternative embodiment, the power on/off cell system further comprises: and the whole vehicle processing module is connected with the BMS module. The method further comprises the steps of: the whole vehicle processing module generates the voltage adjustment parameters according to the control instruction and the operation parameters; wherein the control instruction comprises an engine start instruction or a shutdown instruction of the traffic vehicle. And when the control instruction is the starting instruction, the whole vehicle processing module places the voltage conversion module in the boosting mode. And when the control instruction is the closing instruction, the whole vehicle processing module places the voltage conversion module in the step-down mode.
In a third aspect, embodiments of the present application provide a traffic vehicle, including: the power on and power off cell system of any of the preceding embodiments.
Compared with the prior art, the application has the following beneficial effects:
the voltage conversion module is used in the starting and stopping battery system, and a power battery of the starting and stopping motor is connected with a power supply battery of the electric system, so that the normal operation of the starting and stopping motor is ensured, and the operation stability of the starting and stopping motor is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered limiting the scope, and that other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural diagram of a power-on/off cell system according to an embodiment of the present application;
FIG. 2 is a schematic diagram of another power on/off cell system according to an embodiment of the present disclosure;
FIG. 3 is a schematic diagram of another power on/off cell system according to an embodiment of the present disclosure;
FIG. 4 is a schematic diagram of another embodiment of a power on/off cell system;
fig. 5 is a schematic structural diagram of a voltage conversion module according to an embodiment of the present application;
fig. 6 is a schematic structural diagram of another voltage conversion module according to an embodiment of the present disclosure;
FIG. 7 is a schematic diagram of another embodiment of a power on/off cell system;
fig. 8 is a flow chart of a method for controlling a power failure pool according to an embodiment of the present application.
Icon: the power-on and power-off battery system comprises a 10-power-off battery system, a 11-first battery pack, a 12-second battery pack, a 13-voltage conversion module, a 1301-first high-voltage end, a 1302-second high-voltage end, a 1303-first low-voltage end, a 1304-second low-voltage end, a 1305-first MOS tube, a 1306-second MOS tube, a 1307-third MOS tube, a 1308-fourth MOS tube, a 1309-first diode, a 1310-second diode, a 1311-first inductor, a 1312-second inductor, a 1313-first capacitor, a 1314-synchronous input end, a 1315-clock output end, a 1316-control unit, a 141-BMS master control module, a 142-BMS acquisition module, a 15-whole vehicle processing module, a 16-BMS power module, a 17-BMS power bus and an 18-communication bus.
Detailed Description
For the purposes of making the objects, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments. The components of the embodiments of the present application, which are generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present application, as provided in the accompanying drawings, is not intended to limit the scope of the application, as claimed, but is merely representative of selected embodiments of the application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.
In the description of the present application, it should also be noted that, unless explicitly specified and limited otherwise, the terms "disposed," "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art in a specific context.
In current electric-only or hybrid battery systems, a set of 12V lead-acid batteries is required as an auxiliary power source in addition to the main power source of the power battery pack for driving the operation of the on-board electronics and other low-voltage circuitry. However, the service life of the lead-acid battery is short, the reliability of the whole vehicle is affected, the lead-acid battery does not have any contribution to the operation of the driving motor, and when the voltage of the power battery pack is insufficient to enable the driving motor to stably operate, the lead-acid battery cannot compensate corresponding output power for the power battery pack, so that the operation safety of a traffic vehicle is reduced.
Based on the above-mentioned problem, in order to improve the operation stability of the motor, the embodiment of the application provides a power on/off pool system applied to a traffic vehicle, as shown in fig. 1, fig. 1 is a schematic structural diagram of the power on/off pool system provided in the embodiment of the application. The power on and power off cell system 10 includes: a first battery pack 11, a second battery pack 12, and a voltage conversion module 13.
The voltage conversion module 13 is connected with the first battery pack 11 and the second battery pack 12 respectively; the first rated output voltage of the first battery pack 11 is smaller than the second rated output voltage of the second battery pack 12.
The first battery pack 11 is used to power the electrical system of the vehicle.
The first battery pack can use novel batteries such as lithium ion batteries and the like to replace the existing lead-acid batteries to supply power for the electrical system of the traffic vehicle. The lithium ion battery has relatively high energy density, longer charge-discharge cycle life and relatively less environmental hazard, and is beneficial to solving some environmental protection problems. Meanwhile, under the condition that the energy requirements of the batteries are the same, the lithium ion battery is beneficial to reducing the volume and the quality of a single battery, so that the overall quality of a battery system is reduced, the safety and the installation convenience of the battery system are improved, and the overall performance of the system is improved.
The voltage conversion module 13 is configured to transmit the electric energy of the first battery pack 11 to the second battery pack 12 or transmit the electric energy of the second battery pack 12 to the first battery pack 11 according to the voltage adjustment parameter.
The voltage adjustment parameters represent conversion multiplying power, power transmission multiplying power and electric energy transmission direction between the first rated output voltage and the second rated output voltage. The voltage conversion module realizes energy transfer between the first battery pack and the second battery pack according to actual use conditions, and is beneficial to the stable operation of the start-stop motor of the traffic carrier; the normal operation of the engine of the traffic vehicle is prevented from being influenced under the condition that the electric energy of the second battery pack is insufficient, and the voltage conversion module realizes the labor division cooperation efficient operation between the first battery pack and the second battery pack.
The second battery pack 12 is used to power the power on and off of the vehicle.
The second battery pack can receive the electric energy of the first battery pack transmitted by the voltage conversion module, and when the power on/off machine of the traffic vehicle is in an operating state, the first battery pack can make up the defect of insufficient energy of the second battery pack, ensure the stable operation of the power on/off machine and improve the reliability of the traffic vehicle.
By using the voltage conversion module, the first battery pack for supplying power to the electric system of the traffic vehicle and the second battery pack for supplying power to the power on/off machine of the traffic vehicle are in energy transmission relation, and the power on/off machine system adjusts the energy transmission quantity and the energy transmission direction between the first battery pack and the second battery pack according to actual conditions, so that the safety and the reliability of the traffic vehicle are improved.
Optionally, in order to monitor the operation condition of the power-on/power-off pool system in real time, on the basis of fig. 1, a possible implementation manner of monitoring the power-on/power-off pool system and adjusting the working mode is provided, as shown in fig. 2, fig. 2 is a schematic structural diagram of another power-on/power-off pool system provided in an embodiment of the present application. The power on and power off cell system 10 further includes: BMS acquisition module 142 and BMS master control module 141. The BMS collection module 142 and the BMS main control module 141 are part of a BMS module, and the BMS module is connected with the first battery pack 11, the voltage conversion module 13, and the second battery pack 12, respectively. Specifically, the BMS collection modules 142 are installed on the first battery pack 11 and the second battery pack 12, the BMS main control module 141 is connected with the voltage conversion module 13, and the BMS main control module 141 is further connected with the BMS collection modules 142 for transmitting collection data of the BMS collection modules 142.
The BMS collection module 142 is configured to collect operation parameters of the first battery pack 11 and the second battery pack 12, where the operation parameters include a cell voltage and a cell temperature. For example, when the second battery pack 12 includes a plurality of battery cells, the BMS acquisition module 142 may collect information of voltage, operating temperature, etc. of the battery cells in order to monitor real-time information of the second battery pack 12 in real time.
The BMS main control module 141 is configured to switch the operation mode of the voltage conversion module 13 according to the voltage adjustment parameter. The operation modes include a step-up mode for indicating the transfer of electric power of the first battery pack 11 to the second battery pack 12, and a step-down mode for indicating the transfer of electric power of the second battery pack 12 to the first battery pack 11.
The BMS module can carry out multidirectional management on the first battery pack and the second battery pack, adjusts the working mode of the voltage conversion module according to the actual working condition of the traffic carrier, realizes real-time monitoring of parameters such as single battery voltage, running temperature and the like, and meanwhile has the functions of fault diagnosis, charge and discharge protection, estimation of battery state of charge/battery health, electric quantity balance among single batteries and the like.
Optionally, for the above-mentioned operation mode switching process of the voltage conversion module, a possible implementation manner is given on the basis of fig. 2, and fig. 3 is a schematic structural diagram of another power-on/off battery system provided in an embodiment of the present application. The power on and power off cell system 10 further includes: and a whole vehicle processing module 15. The whole vehicle processing module 15 is connected with the BMS module; specifically, the whole vehicle processing module 15 is connected with the BMS main control module 141, and simultaneously keeps connected with the BMS collecting module 142, so as to obtain the operation parameters collected by the BMS collecting module 142.
The whole vehicle processing module 15 is configured to generate a voltage adjustment parameter according to the control instruction and the operation parameter.
Wherein the control command includes an engine start command or a shutdown command of the vehicle. When the control instruction is a start instruction, the whole vehicle processing module 15 is further configured to place the voltage conversion module 13 in a boost mode; when the control command is a shutdown command, the whole vehicle processing module 15 is further configured to place the voltage conversion module 13 in a buck mode.
To achieve the switching of the operation mode of the voltage conversion module 13, taking as an example the placing of the voltage conversion module in boost mode, one possible way is: the whole vehicle processing module 15 obtains the control instruction of the user and the operation parameters collected by the BMS acquisition module 142 to generate a voltage adjustment parameter, when the control instruction of the user is an engine starting instruction, the whole vehicle processing module 15 sends the voltage adjustment parameter to the BMS main control module 141, the BMS main control module 141 places the voltage conversion module 13 in a boost mode according to the voltage adjustment parameter, and adjusts the conversion multiplying power and the power transmission multiplying power of the voltage conversion module 13 at the same time, for example, when the voltage of the first battery pack is 12V and the voltage of the second battery pack is 48V, the conversion multiplying power is 4, the specific power transmission multiplying power is calculated according to the electric quantity between the single batteries, and finally the function of transmitting the electric energy of the first battery pack 11 to the second battery pack 12 is realized.
Optionally, in order to implement power supply to the BMS module, a possible implementation manner is given on the basis of fig. 2, and fig. 4 is a schematic structural diagram of another power on/off battery system provided in an embodiment of the present application. The power on and power off cell system 10 further includes: BMS power module 16. The BMS power module 16 is connected with the BMS module, and specifically, the BMS power module 16 is connected with the BMS main control module 141 and the BMS collection module 142.
The BMS power module 16 is used to power the BMS module.
The voltage conversion module 13 includes at least one voltage conversion unit, and a possible implementation manner is given on the basis of fig. 1, as shown in fig. 5, and fig. 5 is a schematic structural diagram of a voltage conversion module according to an embodiment of the present application. The voltage conversion module includes a voltage conversion unit including: a first high voltage terminal 1301 (vin+), a second high voltage terminal 1302 (Vin-), a first MOS transistor 1305, a second MOS transistor 1306, a third MOS transistor 1307, a fourth MOS transistor 1308, a first diode 1309, a second diode 1310, a first inductor 1311, a second inductor 1312, a first capacitor 1313, a first low voltage terminal 1303 (vout+), a second low voltage terminal 1304 (Vout-), a synchronization input terminal 1314 (SYNC), a clock output terminal 1315 (CLKout), and a control unit 1316. The control unit 1316 has a phase selection terminal, a reference voltage terminal, a first driving signal terminal (PWM 1), and a second driving signal terminal (PWM 2).
The first high voltage end 1301 is connected to the drain of the first MOS transistor 1305 and the drain of the third MOS transistor 1307.
The second high voltage terminal 1302 is connected to the source of the second MOS transistor 1306, the source of the fourth MOS transistor 1308, the input side of the first diode 1309, the input side of the second diode 1310, the first side of the first capacitor 1313, and the second low voltage terminal 1304.
The source of the first MOS transistor 1305 is connected to the drain of the second MOS transistor 1306 and the output side of the first diode 1309, and the source of the third MOS transistor 1307 is connected to the drain of the fourth MOS transistor 1308 and the output side of the second diode 1310.
The output side of the first diode 1309 is also connected to a third side of the first inductor 1311 and the output side of the second diode 1310 is also connected to a fifth side of the second inductor 1312.
The first low voltage end 1303 is connected to a second side of the first capacitor 1313, a fourth side of the first inductor 1311, and a sixth side of the second inductor 1312.
The first driving signal terminal is connected to the gate of the first MOS transistor 1305 and the gate of the third MOS transistor 1307, and the second driving signal terminal is connected to the gate of the second MOS transistor 1306 and the gate of the fourth MOS transistor 1308.
The control unit 1316 is connected to the synchronization input 1314 and the clock output 1315, respectively; the phase selection terminal is connected with the reference voltage terminal. Specifically, the reference voltage terminal outputs a reference voltage Vref, and the reference voltage terminal is connected in series with 3 resistors through a gear selector with a resistance value of R, a resistance value of 2R, a resistance value of R and a seven gear, and the other end of the reference voltage terminal is grounded to obtain four different voltage gears of 0, 0.25Vref, 0.75Vref and Vref, and combines two Connection ports (No Connection, abbreviated as NC) to realize the phase setting of the clock output terminal 1315.
It should be noted that a capacitor may be disposed on the high voltage terminal side, and the capacitor is connected to the first high voltage terminal 1301 and the second high voltage terminal 1302, respectively, so as to prevent damage to the circuit structure when the first high voltage terminal 1301 and the second high voltage terminal 1302 suddenly lose input.
In a possible case, when the voltage conversion module 13 includes a plurality of voltage conversion units, the first high voltage terminal 1301, the second high voltage terminal 1302, the first low voltage terminal 1303, and the second low voltage terminal 1304 of each voltage conversion unit are connected in parallel, and the clock output terminal 1315 of the voltage conversion unit is connected to the synchronization input terminal 1314 of the next voltage conversion unit. On the basis of fig. 5, taking two voltage conversion units as an example, a possible implementation manner is provided in the embodiment of the present application, as shown in fig. 6, and fig. 6 is a schematic structural diagram of another voltage conversion module provided in the embodiment of the present application. The voltage conversion module comprises two voltage conversion units, wherein the high voltage ends (Vin+, vin-) and the low voltage ends (Vout+, vout-) of the two voltage conversion units are respectively connected in parallel, the high voltage ends (Vin+, vin-) of the voltage conversion units are connected with the second battery pack, the low voltage ends (Vout+, vout-) of the voltage conversion units are connected with the first battery pack, and according to different working modes, the input ends (B+, B-) and the output ends (V0+, V0-) of the voltage conversion module can be interchanged. The phase selection end PHSMD of the first voltage conversion unit is arranged at the NC end of the gear selector, and the phase selection end PHSMD of the second voltage conversion unit is arranged at the 0 end of the gear selector, namely, the ground. The clock output end of the first voltage conversion unit is connected with the synchronous input end 1314 (SYNC) of the second voltage conversion unit, the phase of the clock output end of the first voltage conversion unit is 90 degrees, the phase of the PWM1 end of the first voltage conversion unit is 0 degrees, the phase of the PWM2 end of the first voltage conversion unit is 180 degrees, the phase of the PWM1 end of the second voltage conversion unit is 90 degrees, and the phase of the PWM2 end of the second voltage conversion unit is 270 degrees.
The voltage conversion module with the two voltage conversion units can realize 4-phase conversion and obtain 2 times of the operating power of the single-module voltage conversion module. Meanwhile, similar to the two-unit voltage conversion module, a plurality of voltage conversion units can be combined to obtain different operation powers, for example, three-module 6-phase, four-module 8-phase and six-module 12 are equally combined, and 3 times, 4 times and 6 times of the operation powers of the voltage conversion modules of the single voltage conversion unit can be respectively obtained.
For example, for the three-module 6-phase voltage conversion modules, the phase selection terminals PHSMD of the three voltage conversion units are all grounded, the PWM1 terminal phase of the first voltage conversion unit is 0 °, the PWM2 terminal phase is 180 °, the PWM1 terminal phase of the second voltage conversion unit is 60 °, the PWM2 terminal phase is 240 °, the PWM1 terminal phase of the third voltage conversion unit is 120 °, the PWM2 terminal phase is 300 °, and the phases of the clock output terminals 1315 (CLKout) of the first and second voltage conversion units are all 60 °.
For the voltage conversion module of the four module 8 phases, the phase selection terminal PHSMD of the fourth voltage conversion unit is connected to the 0.75Vref gear, the phase selection terminals PHSMD of the fourth voltage conversion unit are grounded, the phase selection terminals PHSMD of the remaining voltage conversion units are all connected to NC terminals, the PWM1 terminal phase of the first voltage conversion unit is 0 °, the PWM2 terminal phase is 180 °, the PWM1 terminal phase of the second voltage conversion unit is 90 °, the PWM2 terminal phase is 270 °, the PWM1 terminal phase of the third voltage conversion unit is 135 °, the PWM2 terminal phase is 315 °, the PWM1 terminal phase of the fourth voltage conversion unit is 225 °, the PWM2 terminal phase is 45 °, the phases of the clock output terminals 1315 (CLKout) of the first voltage conversion unit and the third voltage conversion unit are both 90 °, and the phase of the clock output terminal 1315 (CLKout) of the second voltage conversion unit is 45 °.
For the six-module 12-phase voltage conversion module, the phase selection terminal PHSMD of the fourth voltage conversion unit is connected to the 0.25Vref gear, the phase selection terminals PHSMD of the remaining voltage conversion units are all grounded, the PWM1 terminal phase of the first voltage conversion unit is 0 °, the PWM2 terminal phase of the first voltage conversion unit is 180 °, the PWM1 terminal phase of the second voltage conversion unit is 60 °, the PWM2 terminal phase of the third voltage conversion unit is 240 °, the PWM1 terminal phase of the third voltage conversion unit is 120 °, the PWM2 terminal phase of the third voltage conversion unit is 300 °, the PWM1 terminal phase of the fourth voltage conversion unit is 150 °, the PWM2 terminal phase of the fifth voltage conversion unit is 330 °, the PWM1 terminal phase of the fifth voltage conversion unit is 210 °, the PWM2 terminal phase of the third voltage conversion unit is 30 °, the PWM1 terminal phase of the sixth voltage conversion unit is 270 °, the PWM2 terminal phase of the third voltage conversion unit is 90 °, and the clock output terminal 1315 (CLKout) phases of all 60 °.
The voltage conversion module can acquire the combination of different voltage conversion units according to the voltage adjustment parameters to obtain different operation powers.
In order to more clearly describe the above-mentioned power-on/power-off cell system, to implement the above-mentioned functions, a possible implementation manner is provided, as shown in fig. 7, and fig. 7 is a schematic structural diagram of another power-on/power-off cell system provided in an embodiment of the present application. The power on and power off cell system 10 includes: the battery pack comprises a first battery pack 11, a second battery pack 12, a voltage conversion module 13, a BMS main control module 141, a BMS acquisition module 142, a whole vehicle processing module 15, a BMS power module 16, a BMS power bus 17 and a communication bus 18.
The first battery pack 11 and the second battery pack 12 are embedded with a BMS acquisition module 142, and the first battery pack 11 and the second battery pack 12 are connected with the BMS power module 16 through an I/O port and a BMS power bus 17 and are connected with the BMS main control module 141 and the whole vehicle processing module 15 through a communication bus 18. The voltage conversion module 13 is connected with the BMS main control module 141.
The first battery pack 11 comprises a lithium battery pack, a box, an output terminal (p_l+, p_l-) and a connection terminal (b_l+, b_l-) connected to the voltage conversion module 13, typically having a rated output voltage of 12V or other, which can be used to replace existing lead-acid batteries for powering the electrical system of the vehicle.
The second battery pack 12 includes a lithium battery pack, a box, an output terminal (p_h+, p_h-) and a connection terminal (b_h+, b_h-) connected to the voltage conversion module 13, typically having a rated output voltage of 48V or higher, and is capable of powering a power on/off machine of the vehicle.
Meanwhile, in order to supply power to the BMS module, the present application provides a possible implementation manner of the BMS power module 16, as shown in fig. 7, one end of the BMS power module 16 is grounded, and the other end is connected to the output port p_l+ of the first battery pack 11, that is, the first battery pack 11 is used to supply power to the BMS power module 16 and then to supply power to the BMS module.
For the power-on and power-off battery system, a possible specific implementation manner is provided, for example, when the power-on and power-off battery system is a 48V/12V double-voltage power-on and power-off battery system applied to a hybrid electric vehicle, a single battery adopts a lithium titanate battery with the specification of 66160/2.3V/40Ah, and the lithium titanate battery can realize high-rate quick charge and high-current discharge of up to 10C; the first battery pack 11 adopts a 6-section lithium titanate battery pack string, and rated output voltage is 13.8V; the second battery pack 12 adopts a 21-section lithium titanate battery pack string, and rated output voltage is 48V; the voltage conversion module is a bidirectional DC/DC direct current conversion module corresponding to the above, and the bidirectional DC/DC direct current conversion module is connected to the first battery pack 11 and the second battery pack 12, respectively. The BMS main control module 141 performs battery management on the battery pack through the communication bus 18, provides real-time monitoring of parameters such as voltage and temperature of the single battery, has fault diagnosis, charge and discharge protection, estimation of battery state of charge/battery health, and balance of electric quantity among the single batteries, and communicates with the whole vehicle processing module 15, and controls the working state of the bidirectional DC/DC conversion module according to different working conditions. The working state of the DC/DC direct current conversion module is controlled by the BMS main control module, when the BMS is activated by the whole car signal, the DC/DC direct current conversion module is enabled, and the working mode of the DC/DC direct current conversion module is controlled according to the key signal or the main motor starting signal and the like: under the operating condition of a power-on and power-off machine, the DC/DC direct-current conversion module is placed in a boosting mode, the low-voltage battery pack supplies current to the high-voltage battery pack to supply power to the motor together, and under the operating condition of the power-off machine, the DC/DC conversion module is placed in a voltage-reduction mode, and at the moment, the high-voltage battery pack charges the low-voltage battery pack and supplies power to the low-voltage load.
When the bidirectional DC/DC conversion module has only a single voltage conversion unit, the power conversion capability of "48V to 12V/80A" and "12V to 48V/20A" can be realized, "48V to 12V/80A" indicates that the second battery pack 12 (48V) can supply the current of up to 80A to the first battery pack 11 (12V), and "12V to 48V/20A" indicates that the first battery pack 11 (12V) can supply the current of up to 20A to the second battery pack 12 (48V). When the bidirectional DC/DC direct current conversion module is composed of 4 voltage conversion units with four module 8 phases, power conversion capability as high as '48V to 12V/320A' and '12V to 48V/80A' can be realized.
The utility model provides a be applied to traffic vehicle's start-stop battery system uses voltage conversion module, will start the power battery that stops the motor and the power supply battery of electrical system establish the connection, has guaranteed to start the normal operating who stops the motor, has improved the operating stability who opens the motor that stops.
In order to realize control of the power failure starting and stopping pool system, on the basis of fig. 1, the embodiment of the application further provides a power failure starting and stopping pool control method, as shown in fig. 8, fig. 8 is a flow diagram of the power failure starting and stopping pool control method provided by the embodiment of the application. The method for controlling the power-on and power-off pool comprises the following steps:
step 200, acquiring the working state of a start-stop motor of the traffic carrier.
Wherein the working state is an operating state or a shutdown state;
step 201, when the power on/off machine is in an operation state, the voltage conversion module transmits the electric energy of the first battery pack to the second battery pack according to the voltage adjustment parameter, so that the second battery pack supplies power to the power on/off machine.
The voltage adjustment parameters represent conversion multiplying power, power transmission multiplying power and electric energy transmission direction between the first rated output voltage and the second rated output voltage.
Step 202, when the power on/off machine is in a shutdown state, the voltage conversion module transmits the electric energy of the second battery pack to the first battery pack according to the voltage adjustment parameter, so that the first battery pack supplies power for an electric system of the traffic vehicle.
Optionally, corresponding to the power-on/power-off battery system 10 of fig. 2, in order to adjust the operation mode of the voltage conversion module, the power-on/power-off battery control method further includes: the BMS acquisition module acquires operation parameters of the first battery pack and the second battery pack, wherein the operation parameters comprise single battery voltage and single battery temperature. And the BMS main control module switches the working mode of the voltage conversion module according to the voltage adjustment parameters. The operating modes include a boost mode for indicating transfer of electrical energy from the first battery pack to the second battery pack and a buck mode for indicating transfer of electrical energy from the second battery pack to the first battery pack.
Corresponding to the power on-off cell system 10 of fig. 3, the power on-off cell control method further includes: the whole vehicle processing module generates voltage adjustment parameters according to the control instruction and the operation parameters; wherein the control command includes an engine start command or a shutdown command of the vehicle. When the control instruction is a starting instruction, the whole vehicle processing module places the voltage conversion module in a boosting mode; and when the control instruction is a closing instruction, the whole vehicle processing module places the voltage conversion module in a step-down mode.
The power-on/off pool control method is applied to a power-on/off pool system of a traffic vehicle, and the voltage conversion module can switch the working modes according to actual use conditions and adjust the power conversion capability, so that the first battery pack can make up the defect of insufficient power when the power-on/off machine operates for the second battery pack, and the reliability and the safety of the traffic vehicle are improved.
The embodiment of the application also provides a traffic carrier, which comprises: the power on and power off pond system of any one of the above. The traffic vehicle can be various traffic vehicles such as a hybrid electric vehicle, a pure electric vehicle, a fuel oil vehicle, a hybrid electric vehicle, a fuel oil motorcycle, a pure electric motorcycle, a hybrid electric truck, a pure electric truck, a fuel oil truck and the like.
In summary, the embodiment of the application provides a power failure starting and stopping pond system, a power failure starting and stopping pond control method and a traffic carrier, and relates to the field of traffic carriers. The power-on and power-off pond system comprises: the device comprises a first battery pack, a second battery pack and a voltage conversion module; the voltage conversion module is respectively connected with the first battery pack and the second battery pack; the first rated output voltage of the first battery pack is less than the second rated output voltage of the second battery pack. The first battery pack is used for supplying power to an electrical system of the traffic vehicle; the voltage conversion module is used for transmitting the electric energy of the first battery pack to the second battery pack or transmitting the electric energy of the second battery pack to the first battery pack according to the voltage adjustment parameters; the second battery pack is used for supplying power for a power on/off machine of the traffic vehicle. The voltage conversion module is used in the starting and stopping battery system, and a power battery of the starting and stopping motor is connected with a power supply battery of the electric system, so that the normal operation of the starting and stopping motor is ensured, and the operation stability of the starting and stopping motor is improved.
The foregoing is merely various embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily think about changes or substitutions within the technical scope of the present application, and the changes and substitutions are intended to be covered in the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (8)
1. A power on and off pool system for a traffic vehicle, comprising: the battery management system comprises a first battery pack, a second battery pack, a voltage conversion module and a battery management system BMS module;
the voltage conversion module is respectively connected with the first battery pack and the second battery pack; the first rated output voltage of the first battery pack is smaller than the second rated output voltage of the second battery pack;
the first battery pack is used for supplying power to an electrical system of the traffic vehicle;
the voltage conversion module is used for transmitting the electric energy of the first battery pack to the second battery pack or transmitting the electric energy of the second battery pack to the first battery pack according to the voltage adjustment parameter; the voltage adjustment parameters represent conversion multiplying power, power transmission multiplying power and electric energy transmission direction between the first rated output voltage and the second rated output voltage;
the second battery pack is used for supplying power for a power-on and power-off machine of the traffic carrier;
the BMS module is respectively connected with the first battery pack, the voltage conversion module and the second battery pack; the BMS module comprises a BMS acquisition module and a BMS master control module;
the BMS acquisition module is used for acquiring operation parameters of the first battery pack and the second battery pack, wherein the operation parameters comprise single battery voltage and single battery temperature;
the BMS main control module is used for switching the working mode of the voltage conversion module according to the voltage adjustment parameters; the operating modes include a boost mode for indicating the transfer of electrical energy from the first battery pack to the second battery pack and a buck mode for indicating the transfer of electrical energy from the second battery pack to the first battery pack;
the voltage conversion module comprises at least one voltage conversion unit comprising: the high-voltage power supply comprises a first high-voltage end, a second high-voltage end, a first MOS tube, a second MOS tube, a third MOS tube, a fourth MOS tube, a first diode, a second diode, a first inductor, a second inductor, a first capacitor, a first low-voltage end, a second low-voltage end, a synchronous input end, a clock output end and a control unit, wherein the control unit is provided with a phase selection end, a reference voltage end, a first driving signal end and a second driving signal end;
the first high-voltage end is connected with the drain electrode of the first MOS tube and the drain electrode of the third MOS tube;
the second high-voltage end is connected with the source electrode of the second MOS tube, the source electrode of the fourth MOS tube, the input side of the first diode, the input side of the second diode, the first side of the first capacitor and the second low-voltage end;
the source electrode of the first MOS tube is connected with the drain electrode of the second MOS tube and the output side of the first diode, and the source electrode of the third MOS tube is connected with the drain electrode of the fourth MOS tube and the output side of the second diode;
the output side of the first diode is also connected with the third side of the first inductor, and the output side of the second diode is also connected with the fifth side of the second inductor;
the first low-voltage end is connected with the second side of the first capacitor, the fourth side of the first inductor and the sixth side of the second inductor;
the first driving signal end is connected with the grid electrode of the first MOS tube and the grid electrode of the third MOS tube, and the second driving signal end is connected with the grid electrode of the second MOS tube and the grid electrode of the fourth MOS tube;
the control unit is respectively connected with the synchronous input end and the clock output end; the phase selection terminal is connected with the reference voltage terminal.
2. The power up and down pond system according to claim 1, further comprising: the whole vehicle processing module; the whole vehicle processing module is connected with the BMS module;
the whole vehicle processing module is used for generating the voltage adjustment parameters according to the control instruction and the operation parameters; wherein the control instruction comprises an engine start instruction or a shut-down instruction of the traffic vehicle;
when the control instruction is the starting instruction, the whole vehicle processing module is further used for placing the voltage conversion module in the boosting mode;
and when the control instruction is the closing instruction, the whole vehicle processing module is also used for placing the voltage conversion module in the step-down mode.
3. The power up and down pond system according to claim 1, further comprising: a BMS power module; the BMS power module is connected with the BMS module;
the BMS power module is used for supplying power to the BMS module.
4. The power on and off cell system according to claim 1, wherein when the voltage conversion module includes a plurality of voltage conversion units, the first high voltage terminal, the second high voltage terminal, the first low voltage terminal, the second low voltage terminal of each of the voltage conversion units are respectively connected in parallel, and the clock output terminal of the voltage conversion unit is connected with the synchronization input terminal of the next voltage conversion unit.
5. A power on-off cell control method applied to the power on-off cell system of any one of claims 1 to 4, wherein the power on-off cell system comprises a first battery pack, a second battery pack and a voltage conversion module, the voltage conversion module is respectively connected with the first battery pack and the second battery pack, and a first rated output voltage of the first battery pack is smaller than a second rated output voltage of the second battery pack, the method comprises:
acquiring the working state of a start-stop motor of the traffic carrier; wherein the working state is an operating state or a shutdown state;
when the power on/off machine is in the running state, the voltage conversion module transmits the electric energy of the first battery pack to the second battery pack according to the voltage adjustment parameter so that the second battery pack supplies power for the power on/off machine; the voltage adjustment parameters represent conversion multiplying power, power transmission multiplying power and electric energy transmission direction between the first rated output voltage and the second rated output voltage;
when the power on/off machine is in the off state, the voltage conversion module transmits the electric energy of the second battery pack to the first battery pack according to the voltage adjustment parameter, so that the first battery pack supplies power for an electric system of the traffic vehicle.
6. The power on and power off cell control method according to claim 5, wherein the power on and power off cell system further comprises: the battery management system BMS module, the BMS module with first battery package voltage conversion module the second battery package is connected respectively, the BMS module includes BMS collection module and BMS master control module, the method still includes:
the BMS acquisition module acquires operation parameters of the first battery pack and the second battery pack, wherein the operation parameters comprise single battery voltage and single battery temperature;
the BMS main control module switches the working mode of the voltage conversion module according to the voltage adjustment parameters; the operating modes include a boost mode for indicating the transfer of electrical energy from the first battery pack to the second battery pack and a buck mode for indicating the transfer of electrical energy from the second battery pack to the first battery pack.
7. The power on and power off cell control method according to claim 6, wherein the power on and power off cell system further comprises: the whole vehicle processing module is connected with the BMS module, and the method further comprises the steps of:
the whole vehicle processing module generates the voltage adjustment parameters according to the control instruction and the operation parameters; wherein the control instruction comprises an engine start instruction or a shut-down instruction of the traffic vehicle;
when the control instruction is the starting instruction, the whole vehicle processing module places the voltage conversion module in the boosting mode;
and when the control instruction is the closing instruction, the whole vehicle processing module places the voltage conversion module in the step-down mode.
8. A traffic vehicle, comprising: a power on and power off cell system as claimed in any one of claims 1 to 4.
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| CN112572234A (en) * | 2020-12-01 | 2021-03-30 | 东风汽车集团有限公司 | Control system and method for double-power battery of electric vehicle |
| CN113381474A (en) * | 2021-06-02 | 2021-09-10 | 欣旺达电动汽车电池有限公司 | Battery system |
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