CN110745031B - New energy automobile running discharge current calculation method and device - Google Patents
New energy automobile running discharge current calculation method and device Download PDFInfo
- Publication number
- CN110745031B CN110745031B CN201910857701.XA CN201910857701A CN110745031B CN 110745031 B CN110745031 B CN 110745031B CN 201910857701 A CN201910857701 A CN 201910857701A CN 110745031 B CN110745031 B CN 110745031B
- Authority
- CN
- China
- Prior art keywords
- current
- highest
- discharge current
- soc
- control mode
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- 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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
- B60L58/13—Maintaining the SoC within a determined range
-
- 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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
-
- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/549—Current
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Secondary Cells (AREA)
Abstract
The invention provides a new energy automobile running discharge current calculation method which comprises the steps of firstly identifying SOC and the lowest and highest voltage validity of a single body to determine the current discharge current control mode, carrying out preliminary calculation on current, multiplying the initial value by gain to obtain expected current after specific fault processing, obtaining a current difference value by referring to the current actual current, and carrying out PID closed-loop control to obtain the final discharge current. The invention has the beneficial effects that: through multi-factor control, the discharge current is calculated more accurately; the safety of current calculation is effectively improved, and the discharging current can be accurately calculated when the SOC signal or the single highest and lowest voltage signal fails; under a specific fault, the effect of accelerating fault elimination is achieved by increasing the discharge current; the discharging current is controlled in a closed loop mode in the whole control process, and the current is prevented from stepping and jumping.
Description
Technical Field
The invention relates to the field of new energy automobile battery management, in particular to a new energy automobile running discharge current calculation method and device.
Background
In the existing product, the discharge current of the new energy automobile is calculated only based on SOC, and two of the highest and lowest voltages and the highest and lowest temperatures of the single body (wherein the temperature is optional) are controlled by adopting a current reduction mode when a battery management system (BMS for short) fails (the discharge current needs to be reduced when part of faults are defined, and some serious faults are directly powered off), and the change of the discharge current is not controlled or is controlled by adopting a fixed slope.
However, the prior art has the following disadvantages: 1. the correlation among SOC, the highest and lowest voltage of the single body and the temperature is not considered; 2. the discharging current cannot be normally calculated when SOC (system on chip) is abnormal or the highest and lowest voltages of the single body are abnormal; 3. the discharge current is improved due to the fact that the total voltage is too high and the voltage of the single battery is too high for special faults, and the battery pack cannot be quickly returned to a normal state; 4. the discharge current change is not subjected to closed-loop control, so that the judgment of discharge overcurrent is influenced by the possibility of overlarge current impact or overlong change time.
Disclosure of Invention
In order to solve the technical problems, the invention provides a new energy automobile running discharge current calculation method and a new energy automobile running discharge current calculation device.
According to an embodiment of the invention, the invention provides a new energy automobile running discharge current calculation method, which comprises the following steps,
carrying out effectiveness identification on the SOC of the battery and the highest and lowest voltage of the single battery to determine the current discharge current control mode, and obtaining initial current values in different control modes through table lookup; and multiplying the initial current value by a gain coefficient under a specific fault to obtain an expected current, and performing PID closed-loop control based on the current actual current value, the current difference value of the expected current and the current actual current to obtain a final discharge current.
Preferably, the SOC validity value is estimated by an ampere-hour method, an open-circuit voltage method, or a kalman filter algorithm, the single maximum and minimum voltage validity value is detected by a voltage sensor, and the single maximum and minimum temperature validity value is detected by a temperature sensor.
Preferably, the determining of the current discharging current control mode is specifically that when both the SOC and the highest and lowest voltages of the single body are valid, the control mode is 0, and the mode is a default mode; when the SOC signal is invalid and the highest and lowest single voltage signals are valid, the control mode is 1; when the SOC signal is effective and the highest and lowest voltage signals of the single body are ineffective, the control mode is 2; when the SOC signal and the single highest and lowest voltage signal are invalid, the control mode is 3.
Preferably, the step of looking up a table to obtain the initial current values in different control modes specifically comprises the steps of looking up a table based on three factors when the control mode is 0, and looking up a table based on the highest and lowest voltage and the highest and lowest temperature of the single body when the control mode is 1; when the control mode is 2, the control mode is obtained by looking up a table based on the SOC and the highest and lowest temperature of the single body; when the control mode is 3, the maximum and minimum temperature of the single body is obtained, wherein the three factors are SOC, voltage and temperature.
Preferably, the specific fault is a cell overvoltage or a total voltage overvoltage.
Preferably, the gain factor is calculated in the following manner: the method comprises the steps of charging a battery to total voltage overvoltage, then discharging at a set discharging current 90A under the environment of 25 ℃ until the total voltage of the battery is normal, recording process time, setting discharging target time based on four levels of faults, increasing the current if the discharging time of the set current is too large, and reducing the current otherwise, finally obtaining the discharging current for pulling the battery back to a normal working state within the target time, and dividing the current by 90A to obtain a discharging gain coefficient.
Preferably, the gain coefficients corresponding to the four levels of faults are respectively that when the fault level is 0, the gain coefficient is 1; when the fault level is 1, the gain coefficient is 1.05; when the fault level is 2, the gain coefficient is 1.1; when the fault level is 3, the gain coefficient is 1.2; the gain factor is 1.3 for a fault level of 4.
Preferably, the actual current value is obtained by a hall current sensor.
According to still another embodiment of the invention, the invention also provides a new energy automobile running discharge current calculation device, which comprises,
the identification module is used for identifying the SOC effective value, the single body highest and lowest voltage effective value and the temperature effective value;
the processing module is used for determining the current discharge current control mode and obtaining the initial current value in different control modes by looking up a table;
and the calculation module is used for multiplying the initial current value by the gain coefficient under the specific fault to obtain the expected current, and performing PID closed-loop control on the basis of the current actual current value, the current difference value between the expected current and the current actual current to obtain the final discharge current.
Preferably, the apparatus further comprises a control unit,
the SOC calculation module is used for estimating an SOC validity value through an ampere-hour method, an open-circuit voltage method or a Kalman filtering algorithm;
the voltage sensor is used for detecting the highest and lowest voltage validity values of the single body;
the temperature sensor is used for detecting the highest and lowest temperature validity values of the monomers;
the fault detection module is used for detecting single overvoltage or total voltage overvoltage;
and the Hall current sensor is used for acquiring an actual current value.
The invention has the beneficial effects that: through multi-factor control, the discharge current is calculated more accurately; the safety of current calculation is effectively improved, and the discharging current can be accurately calculated when the SOC signal or the single highest and lowest voltage signal fails; under a specific fault, the effect of accelerating fault elimination is achieved by increasing the discharge current; the discharging current is controlled in a closed loop mode in the whole control process, and the current is prevented from stepping and jumping.
Drawings
FIG. 1 is a flow chart of a discharge current calculation method according to the present invention;
fig. 2 is a schematic diagram of PID closed-loop control in the discharge current calculation method according to the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
The following describes an electric vehicle discharge current calculation method and apparatus according to an embodiment of the present invention with reference to the drawings.
Fig. 1 is a schematic diagram of a method for calculating a discharge current of a new energy vehicle according to an embodiment of the present invention, as shown in fig. 1, the method mainly includes the following steps:
carrying out effectiveness identification on the SOC of the battery and the highest and lowest voltage of the single battery to determine the current discharge current control mode, and obtaining initial current values in different control modes through table lookup; and multiplying the initial current value by a gain coefficient under a specific fault to obtain an expected current, and performing PID closed-loop control based on the current actual current value, the current difference value of the expected current and the current actual current to obtain a final discharge current.
According to the embodiment of the invention, in the above steps, validity identification is performed on the state of charge SOC of the battery and the highest and lowest voltages of the single battery, and specifically includes that, as shown in fig. 1, a signal source performs input of various signals and acquisition of final discharge current, SOC validity comes from an SOC calculation module, an SOC value is estimated by the SOC calculation module, an estimation algorithm includes an ampere-hour method, an open-circuit voltage method, or a kalman filter algorithm, details and limitations of the specific estimation algorithm are not repeated herein, validity of the highest and lowest voltages of the single battery comes from a voltage sensor, the highest and lowest temperatures of the single battery come from a temperature sensor, overhigh voltages of the single battery and overhigh total voltages of the single battery come from a fault detection module, and actual current comes from a hall current sensor.
In the invention, a voltage sensor, a temperature sensor, a fault detection module and a Hall current sensor are correspondingly arranged, the voltage, the temperature and the current are collected, and the fault detection is carried out through the fault detection module, wherein the specific fault is monomer overvoltage or total voltage overvoltage. The specific detection mode is not limited in the invention, and the corresponding acquisition and detection functions can be realized.
Specifically, the step of obtaining the initial current values in different control modes through table lookup comprises the steps of obtaining the initial current values through table lookup based on three factors when the control mode is 0, and obtaining the initial current values through table lookup based on the highest and lowest voltage and the highest and lowest temperature of the single body when the control mode is 1; when the control mode is 2, the control mode is obtained by looking up a table based on the SOC and the highest and lowest temperature of the single body; when the control mode is 3, the maximum and minimum temperature of the single body is obtained, wherein the three factors are SOC, voltage and temperature. These lookup table values are obtained from bench tests, and in the present invention, PID closed loop control is used, wherein P, I, D coefficients are also obtained from bench tests as shown in fig. 2. The specific contents are shown in table 1:
TABLE 1 three-factor corresponding relation table
In this embodiment, the discharging current control mode of the present invention is specifically that when both the SOC and the highest and lowest voltages of the cell are valid, the control mode is 0, and the control mode is a default mode; when the SOC signal is invalid and the highest and lowest single voltage signals are valid, the control mode is 1; when the SOC signal is effective and the highest and lowest voltage signals of the single body are ineffective, the control mode is 2; when the SOC signal and the single highest and lowest voltage signal are invalid, the control mode is 3.
The gain coefficient is calculated in the following way: the method comprises the steps of charging a battery to total voltage overvoltage, then discharging at a set discharging current 90A under the environment of 25 ℃ until the total voltage of the battery is normal, recording process time, setting discharging target time based on four levels of faults, increasing the current if the discharging time of the set current is too large, and reducing the current otherwise, finally obtaining the discharging current for pulling the battery back to a normal working state within the target time, and dividing the current by 90A to obtain a discharging gain coefficient.
For example, the target time of the four-stage fault is 5 minutes, if the set current discharge time is too large, the current is increased, and otherwise, the current is decreased. Finally, a discharge current capable of pulling the battery back to a normal working state within 5 minutes can be obtained, and the discharge gain coefficient is obtained by dividing the current by 90. The target time of the third-level fault is 7 minutes, the target time of the second-level fault is 10 minutes, and the target time of the first-level fault is 15 minutes. The method is the same and is not repeated.
According to the above, in the embodiment of the present invention, the gain coefficients corresponding to the four levels of faults are respectively, and when the fault level is 0, the gain coefficient is 1; when the fault level is 1, the gain coefficient is 1.05; when the fault level is 2, the gain coefficient is 1.1; when the fault level is 3, the gain coefficient is 1.2; the gain factor is 1.3 for a fault level of 4.
According to still another embodiment of the invention, the invention also provides a new energy automobile running discharge current calculation device, which comprises,
the identification module is used for identifying the SOC effective value, the single body highest and lowest voltage effective value and the temperature effective value;
the processing module is used for determining the current discharge current control mode and obtaining the initial current value in different control modes by looking up a table;
and the calculation module is used for multiplying the initial current value by the gain coefficient under the specific fault to obtain the expected current, and performing PID closed-loop control on the basis of the current actual current value, the current difference value between the expected current and the current actual current to obtain the final discharge current.
Preferably, the apparatus further comprises a control unit,
the SOC calculation module is used for estimating an SOC validity value through an ampere-hour method, an open-circuit voltage method or a Kalman filtering algorithm;
the voltage sensor is used for detecting the highest and lowest voltage validity values of the single body;
the temperature sensor is used for detecting the highest and lowest temperature validity values of the monomers;
the fault detection module is used for detecting single overvoltage or total voltage overvoltage;
and the Hall current sensor is used for acquiring an actual current value.
The discharge current calculation method and the discharge current calculation device provided by the embodiment of the invention control the discharge current based on three factors (SOC, highest and lowest voltage of the single body and temperature), can eliminate interference and correctly control the discharge current when the highest and lowest voltage of the single body or the SOC is abnormal, carry out discharge current gain aiming at faults of overlarge total voltage and overhigh voltage of the single body, quickly reduce the total voltage and the single body voltage, enable the total voltage and the single body voltage to return to a normal working state, adopt closed-loop control on current change, and be controllable in the whole current change process.
It will be evident to those skilled in the art that the embodiments of the present invention are not limited to the details of the foregoing illustrative embodiments, and that the embodiments of the present invention are capable of being embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the embodiments being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned. Furthermore, it is obvious that the word "comprising" does not exclude other elements or steps, and the singular does not exclude the plural. Several units, modules or means recited in the system, apparatus or terminal claims may also be implemented by one and the same unit, module or means in software or hardware. The terms first, second, etc. are used to denote names, but not any particular order.
Finally, it should be noted that the above embodiments are only used for illustrating the technical solutions of the embodiments of the present invention and not for limiting, and although the embodiments of the present invention are described in detail with reference to the above preferred embodiments, it should be understood by those skilled in the art that modifications or equivalent substitutions can be made on the technical solutions of the embodiments of the present invention without departing from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (10)
1. The new energy automobile running discharge current calculation method is characterized by comprising the steps of carrying out effectiveness identification on the SOC of a battery and the highest and lowest voltage of a single battery to determine a current discharge current control mode, and obtaining initial current values in different control modes through table lookup; and multiplying the initial current value by a gain coefficient under a specific fault to obtain an expected current, and performing PID closed-loop control based on the current actual current value, the current difference value of the expected current and the current actual current to obtain a final discharge current.
2. The new energy automobile driving discharge current calculation method according to claim 1, wherein the SOC validity value is obtained through an ampere-hour method, an open-circuit voltage method or a Kalman filtering algorithm, the highest and lowest voltage validity values of the single battery are obtained through detection of a voltage sensor, and the highest and lowest temperature validity values of the single battery are obtained through detection of a temperature sensor.
3. The new energy automobile running discharge current calculation method according to claim 1, wherein the determination of the current discharge current control mode is specifically that when both the SOC and the maximum and minimum voltages of the single battery are valid, the control mode is 0, and the control mode is a default mode; when the SOC signal is invalid and the highest and lowest voltage signals of the single battery are valid, the control mode is 1; when the SOC signal is valid and the highest and lowest voltage signals of the single battery are invalid, the control mode is 2; and when the SOC signal and the single battery highest and lowest voltage signal are invalid, the control mode is 3.
4. The new energy automobile running discharge current calculation method according to claim 3, wherein the obtaining of the initial current value in different control modes through table lookup specifically comprises obtaining through table lookup based on three factors when the control mode is 0, and obtaining through table lookup based on the highest and lowest voltage and the highest and lowest temperature of the single battery when the control mode is 1; when the control mode is 2, the control mode is obtained by looking up a table based on the SOC and the highest and lowest temperature of the single battery; when the control mode is 3, the maximum and minimum temperature of the single battery is obtained, wherein the three factors are SOC, voltage and temperature.
5. The new energy automobile running discharge current calculation method according to claim 1, wherein the specific fault is a cell overvoltage or a total voltage overvoltage.
6. The new energy automobile running discharge current calculation method according to claim 5, wherein the gain coefficient is calculated in a manner that: the method comprises the steps of charging a battery to total voltage overvoltage, then discharging at a set discharging current 90A under the environment of 25 ℃ until the total voltage of the battery is normal, recording process time, setting discharging target time based on four levels of faults, increasing the current if the discharging time of the set current is too large, and reducing the current otherwise, finally obtaining the discharging current for pulling the battery back to a normal working state within the target time, and dividing the current by 90A to obtain a discharging gain coefficient.
7. The new energy automobile running discharge current calculation method according to claim 6, wherein the gain coefficients corresponding to the four levels of faults are respectively that when the fault level is 0, the gain coefficient is 1; when the fault level is 1, the gain coefficient is 1.05; when the fault level is 2, the gain coefficient is 1.1; when the fault level is 3, the gain coefficient is 1.2; the gain factor is 1.3 for a fault level of 4.
8. The new energy automobile driving discharge current calculation method according to claim 1, wherein the actual current value is obtained by a hall current sensor.
9. The new energy automobile running discharge current calculation device is characterized by comprising an identification module, a storage module and a control module, wherein the identification module is used for identifying an SOC effective value, a single battery highest and lowest voltage effective value and a temperature effective value;
the processing module is used for determining the current discharge current control mode and obtaining the initial current value in different control modes by looking up a table;
and the calculation module is used for multiplying the initial current value by the gain coefficient under the specific fault to obtain the expected current, and performing PID closed-loop control on the basis of the current actual current value, the current difference value between the expected current and the current actual current to obtain the final discharge current.
10. The new energy automobile running discharge current calculation device according to claim 9, wherein the device further comprises,
the SOC calculation module is used for estimating an SOC validity value through an ampere-hour method, an open-circuit voltage method or a Kalman filtering algorithm;
the voltage sensor is used for detecting the highest and lowest voltage validity values of the single batteries;
the temperature sensor is used for detecting the highest and lowest temperature validity values of the single batteries;
the fault detection module is used for detecting the overvoltage of the single battery or the overvoltage of the total voltage;
and the Hall current sensor is used for acquiring an actual current value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910857701.XA CN110745031B (en) | 2019-09-09 | 2019-09-09 | New energy automobile running discharge current calculation method and device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910857701.XA CN110745031B (en) | 2019-09-09 | 2019-09-09 | New energy automobile running discharge current calculation method and device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110745031A CN110745031A (en) | 2020-02-04 |
| CN110745031B true CN110745031B (en) | 2020-12-25 |
Family
ID=69276319
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910857701.XA Active CN110745031B (en) | 2019-09-09 | 2019-09-09 | New energy automobile running discharge current calculation method and device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110745031B (en) |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2013083525A (en) * | 2011-10-07 | 2013-05-09 | Toyota Motor Corp | Vehicle controller and residual capacity estimation method |
| CN107428254A (en) * | 2015-04-15 | 2017-12-01 | 三菱电机株式会社 | The supply unit of vehicle |
| CN108437832A (en) * | 2018-04-12 | 2018-08-24 | 成都航博新能科技有限公司 | A kind of battery management system of new-energy automobile |
| CN108839586A (en) * | 2018-09-19 | 2018-11-20 | 安徽江淮汽车集团股份有限公司 | For the battery control method and system of voltage difference failure |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6729460B2 (en) * | 2017-03-17 | 2020-07-22 | トヨタ自動車株式会社 | In-vehicle battery charge controller |
-
2019
- 2019-09-09 CN CN201910857701.XA patent/CN110745031B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2013083525A (en) * | 2011-10-07 | 2013-05-09 | Toyota Motor Corp | Vehicle controller and residual capacity estimation method |
| CN107428254A (en) * | 2015-04-15 | 2017-12-01 | 三菱电机株式会社 | The supply unit of vehicle |
| CN108437832A (en) * | 2018-04-12 | 2018-08-24 | 成都航博新能科技有限公司 | A kind of battery management system of new-energy automobile |
| CN108839586A (en) * | 2018-09-19 | 2018-11-20 | 安徽江淮汽车集团股份有限公司 | For the battery control method and system of voltage difference failure |
Also Published As
| Publication number | Publication date |
|---|---|
| CN110745031A (en) | 2020-02-04 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP3617726B1 (en) | Method of estimating deteriorated state of secondary battery and secondary battery system | |
| US7453238B2 (en) | State of charge tracking system for battery systems based on relaxation voltage | |
| US8415954B2 (en) | Apparatus for calculating polarization voltage of secondary battery and apparatus for estimating state of charge of the same | |
| US7570024B2 (en) | Battery state of charge voltage hysteresis estimator | |
| RU2564102C1 (en) | Control device and control method for anhydrous accumulator battery | |
| EP2530478B1 (en) | Electric storage device condition determination device and corresponding method | |
| US8000915B2 (en) | Method for estimating state of charge of a rechargeable battery | |
| CN109856552B (en) | Vehicle and battery abnormality detection method and device based on current value thereof | |
| US7375497B2 (en) | State of charge tracking system for battery systems | |
| CN107860975B (en) | Power battery insulation resistance detection method, insulation early warning method and electronic equipment | |
| CN109143076B (en) | Method for regulating the discharge power of a battery | |
| CN109856551B (en) | Vehicle and battery abnormity detection method and device based on voltage value | |
| JP2000092732A (en) | Method for judging scattering of battery pack and battery device | |
| CN112782587B (en) | Power battery monomer abnormal change detection method and system | |
| CN110861534A (en) | Electric vehicle correction method, device, equipment and storage medium | |
| CN114158276A (en) | Method of detecting lithium plating and method and apparatus for managing battery by using the same | |
| US8878539B2 (en) | State of charge tracking system for battery systems based on relaxation voltage | |
| CN109100658B (en) | System for regulating discharge power of battery pack | |
| CN108988427B (en) | Method for regulating charging power of battery pack | |
| CN108535653B (en) | Storage battery internal resistance estimation method and device | |
| CN113206531A (en) | Voltage protection method and device for battery | |
| CN110745031B (en) | New energy automobile running discharge current calculation method and device | |
| CN108879867B (en) | System for regulating charging power of battery pack | |
| CN113879174B (en) | Power battery discharge current limiting method and system and pure electric vehicle | |
| CN112162198B (en) | Battery health diagnosis system and method suitable for hybrid vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| CB02 | Change of applicant information |
Address after: Room 501, No.8, No.300, Changjiang Road, Yantai Economic and Technological Development Zone, Yantai District, Yantai area, Shandong Province Applicant after: LIGO (Shandong) New Energy Technology Co.,Ltd. Address before: 230000 Floor 1-4, C2 Building, Science Park, Hefei National University, 800 Wangjiangxi Road, Hefei High-tech Zone, Anhui Province Applicant before: ANHUI LIGOO NEW ENERGY TECHNOLOGY Co.,Ltd. |
|
| CB02 | Change of applicant information | ||
| CB03 | Change of inventor or designer information |
Inventor after: Hu Liang Inventor after: Wang Hanchao Inventor after: Wang Yun Inventor after: Jiang Mingjun Inventor after: Yin Kun Inventor after: Sun Yan Inventor after: Liu Huan Inventor after: Li Jie Inventor before: Hu Liang Inventor before: Wang Hanchao Inventor before: Wang Yun Inventor before: Yin Kun Inventor before: Sun Yan Inventor before: Liu Huan Inventor before: Li Jie |
|
| CB03 | Change of inventor or designer information | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CP03 | Change of name, title or address |
Address after: Room 501, No. 8, No. 300, Changjiang Road, Yantai Economic and Technological Development Zone, Yantai District, China (Shandong) Pilot Free Trade Zone, Yantai City, Shandong Province, 264000 Patentee after: Ligao (Shandong) New Energy Technology Co.,Ltd. Address before: Room 501, No.8, No.300, Changjiang Road, Yantai Economic and Technological Development Zone, Yantai District, Yantai area, Shandong Province Patentee before: LIGO (Shandong) New Energy Technology Co.,Ltd. |
|
| CP03 | Change of name, title or address |