CN111645565A - Novel battery pack high-voltage control method - Google Patents
Novel battery pack high-voltage control method Download PDFInfo
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- CN111645565A CN111645565A CN202010526239.8A CN202010526239A CN111645565A CN 111645565 A CN111645565 A CN 111645565A CN 202010526239 A CN202010526239 A CN 202010526239A CN 111645565 A CN111645565 A CN 111645565A
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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
- 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
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- 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
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- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
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- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
The invention relates to the technical field of power batteries of electric automobiles, in particular to a high-voltage power-on control method for a battery pack of an electric automobile, and specifically relates to a novel high-voltage control method for the battery pack. The battery manager for the high-voltage electric process of the electric automobile independently finishes relay control and front-end and rear-end voltage value data acquisition, receives a relay control instruction of a whole vehicle controller through a CAN communication network and sends a pre-charging voltage value to a motor controller, and avoids high-voltage power-on delay and power-on failure caused by communication interruption due to data error frames caused by electromagnetic interference on the CAN communication network in the high-voltage electric process; the high-voltage electricity-applying time is shortened, and high-voltage electricity-applying control links are reduced; the problem that the electric automobile fails to start and cannot run is avoided.
Description
Technical Field
The invention relates to the technical field of power batteries of electric automobiles, in particular to a high-voltage power-on control method for a battery pack of an electric automobile, and specifically relates to a novel high-voltage control method for the battery pack.
Background
With the development of research, development, production and sales volume of electric vehicles in the global scope, the application range of the electric vehicles is increasingly wide. The battery pack high-voltage system of the electric automobile comprises high-voltage electrical equipment such as a driving motor, a motor controller, an electric air conditioner, an OBC (on-board battery charger), a PTC (positive temperature coefficient) and a power battery for supplying electric power to the driving motor and running. At present, the high-voltage electrifying scheme of the battery pack of the electric automobile is that the vehicle control unit 30 controls the total positive relay K3 to be opened and closed, the pre-charging relay K2 to be opened and closed, the battery manager 20 controls the total negative relay K1 to be opened and closed, the vehicle control unit 30 receives the total voltage value of the front-end battery detected and sent by the battery manager 20 and the pre-charging voltage value of the rear end detected by the motor controller through the CAN communication network, and when the pre-charging voltage reaches a certain set value, the total positive relay K3 is used as a judgment basis for closing, so that the high-voltage electrifying is completed. However, the electromagnetic environment of the electric vehicle is very complex, the electric vehicle may cause transmission data lag and loss due to electromagnetic interference, and the vehicle control unit 30 receives the data transmitted by the motor controller and the battery manager through the CAN communication network to complete high-voltage power-on, and the high-voltage power-on process may cause the adhesion of the main positive relay due to data transmission delay, and the electric vehicle fails to run due to start-up failure.
Disclosure of Invention
The invention provides a novel battery pack high-voltage control method, which CAN reduce the risks of high-voltage power-on delay and power-on failure caused by communication interruption due to data error frames caused by electromagnetic interference on a CAN communication network in a high-voltage process when an electric automobile is powered on and started; the high-voltage electricity-applying time is shortened, and high-voltage electricity-applying control links are reduced; the problem that the electric automobile fails to start and cannot run is avoided.
The invention is realized by adopting the following technical scheme: in a novel battery pack high-voltage control method, in a battery pack high-voltage circuit, the negative end of a control power supply is grounded, and the positive end of the control power supply is connected with a battery manager, a whole vehicle controller and a motor controller; the output end of the battery manager is connected with the coils of the total negative relay k1, the pre-charging relay k2 and the total positive relay k3, and outputs three driving control power supplies to control the contact points of the total negative relay k1, the pre-charging relay k2 and the total positive relay k3 to be opened and closed; the negative end of the battery module is connected with one end of a total negative relay k1 contact, the positive end of the battery module is connected with one end of a total positive relay k3 contact, a pre-charging set R1 is connected with the contact of a pre-charging relay k2 in series and then connected with the two ends of the contact of the total positive relay k3 in parallel, the other end of the contact of the total positive relay k3 is connected with one end of a motor control fuse FU5, and the other end of the motor control fuse FU5 is connected with the positive end of a motor; the other end of the total negative relay k1 contact is connected with the negative end of a motor controller, and the motor controller is connected with a driving motor; a front-end voltage detection line is led out from a battery manager to detect a front-end voltage, wherein one detection point of the front-end voltage is a negative end of a battery module, the other detection point of the front-end voltage is a positive end of the battery module, a rear-end voltage detection line is led out from the battery manager to detect a rear-end voltage, one detection point of the rear-end voltage is the other end of a k1 contact of a total negative relay, the other detection point of the rear-end voltage is the other end of a k3 contact of the total positive relay, and the whole vehicle controller is respectively connected with; when the electric automobile is started and electrified in an ACC gear, after the battery manager receives a ready state sent by the whole electric automobile controller, the battery manager controls the contact of the total negative relay k1 to be closed, and the battery manager judges whether the total negative relay k1 is closed or not by detecting the voltage value of the rear end; when the electric automobile is in an ON state, the battery manager controls a contact of a pre-charging relay k2 to be closed, pre-charging is carried out ON a capacitive load motor controller ON an electric loop, and the battery manager detects the voltage value of pre-charging voltage at the rear end in real time in the pre-charging process; when the pre-charging voltage value reaches a set value, the battery manager controls the contact of the main positive relay k3 to be closed, and when the set time value is reached after the main positive relay k3 is closed, the battery manager controls the pre-charging relay k2 to be opened; and then the battery manager sends a pre-charging completion state to the whole electric vehicle controller. The battery manager of the high-voltage electric process of the electric automobile independently finishes relay control and front-end and rear-end voltage value data acquisition, receives a relay control instruction of a whole vehicle controller through a CAN communication network and sends a pre-charging voltage value to a motor controller, and avoids high-voltage power-on delay and power-on failure caused by communication interruption due to data error frames caused by electromagnetic interference on the CAN communication network in the high-voltage electric process; the high-voltage electricity-applying time is shortened, and high-voltage electricity-applying control links are reduced; the problem that the electric automobile fails to start and cannot run is avoided.
According to the novel battery pack high-voltage control method, a battery pack high-voltage circuit further comprises a quick charge relay k4, an OBC relay k5, a PTC relay k6, an air conditioner relay k7, a quick charge fuse FU1, an OBC fuse FU2, a PTC fuse FU3, an air conditioner fuse FU4, a quick charge connector, an OBC, a PTC and an air conditioner, wherein the other end of a contact of a total positive relay k3 is connected with one end of a contact of the quick charge relay k4, one end of a contact of the OBC relay k5, one end of a contact of the PTC relay k6 and one end of a contact of the air conditioner relay k 7; the other end of the contact of the quick charge relay k4 is connected with one end of a quick charge fuse FU 1; the other end of the contact of the OBC relay k5 is connected with one end of an OBC fuse FU 2; the other end of the contact of the PTC relay k6 is connected with one end of a PTC fuse FU 3; the other end of the contact of the air conditioning relay k7 is connected with one end of an air conditioning fuse FU 4; the other end of the main loop quick charge fuse FU1 is connected with the positive end of the quick charge interface; the other end of OBC fuse FU2 terminates the positive terminal of the OBC; the other end of the PTC fuse FU3 is connected with the positive end of the PTC; the other end of the air-conditioning fuse FU4 is connected with the positive end of an air conditioner; the other end of the total negative relay k1 contact is connected with the negative ends of the quick charging interface, the OBC, the PTC, the air conditioner and the motor controller.
According to the novel battery pack high-voltage control method, the battery pack high-voltage circuit further comprises the high-voltage main loop fuse FU0, and the high-voltage main loop fuse FU0 is connected in series in the battery module.
The battery manager for the high-voltage electric process of the electric automobile independently finishes relay control and front-end and rear-end voltage value data acquisition, receives a relay control instruction of a whole vehicle controller through a CAN communication network and sends a pre-charging voltage value to a motor controller, and avoids high-voltage power-on delay and power-on failure caused by communication interruption due to data error frames caused by electromagnetic interference on the CAN communication network in the high-voltage electric process; the high-voltage electricity-applying time is shortened, and high-voltage electricity-applying control links are reduced; the problem that the electric automobile fails to start and cannot run is avoided.
Drawings
Fig. 1 is a high-voltage charging schematic diagram of the battery pack of the invention.
In the figure: 10-control power supply, 20-battery manager, 30-vehicle controller, 101-battery module, 100-quick charging connector, 200-CAN communication line, A1-front end voltage total negative detection point, A2-front end voltage total positive detection point, B1-rear end voltage total negative detection point and B2-rear end voltage total positive detection point.
Detailed Description
The high-voltage circuit of the present invention comprises: a control power supply 10; a battery manager 20; a battery module 101; a precharge group R1; total negative relay k 1; precharge relay k 2; total positive relay k 3; a quick charge relay k 4; OBC relay k 5; PTC relay k 6; an air-conditioning relay k 7; main circuit fuse FU 0; a fast charge fuse FU 1; OBC fuse FU 2; PTC fuse FU 3; air conditioning fuse FU 4; motor control fuse FU 5; the high-voltage component includes: a quick-charge coupling 100; OBC; a PTC; an air conditioner; a motor controller; the motor is driven. The total positive relay k3 and the total negative relay k1 control the transmission of high-voltage power supplies of all high-voltage components of the electric automobile, all the high-voltage components are connected in parallel at the rear ends of the total positive relay k3 and the total negative relay k1, and the battery module 101 is arranged at the front ends of the total positive relay k3 and the total negative relay k 1; all high-voltage components including external charging need high-voltage electricity to complete pre-charging, and then control the electrification of the high-voltage electricity; after the pre-charging is finished, inductive loads such as an air conditioner and a PTC are controlled to work, the risk that a relay k6 and a relay k7 are adhered or fuse FU3 and fuse FU4 are fused when the relay k6 and the relay k7 are closed due to instantaneous large current can be reduced during starting, the risk that the relay k4 and the relay k5 are closed and the large current is instantaneously generated to cause the adhesion or the fuse FU1 and the fuse FU2 are fused when the electric vehicle is charged is reduced, and the abnormal working of an air conditioning system and a charging system of.
In the high-voltage circuit, the negative end of a control power supply 10 is grounded, and the positive end of the control power supply is connected with a battery manager 20, a vehicle control unit 30 and a motor controller; the grounding end of the battery manager 20 is grounded, the output end of the battery manager is connected with the coils of the total negative relay k1, the pre-charging relay k2 and the total positive relay k3, and three driving control power supplies are output to control the contact points of the total negative relay k1, the pre-charging relay k2 and the total positive relay k3 to be opened and closed; the high-voltage main loop fuse FU0 is connected in series in the battery module 101, the negative end of the battery module 101 is connected with one end of a total negative relay k1 contact, the positive end of the battery module 101 is connected with one end of a total positive relay k3 contact, a pre-charging group R1 is connected with a contact of a pre-charging relay k2 in series and then connected with two ends of a total positive relay k3 contact in parallel, the other end of the total positive relay k3 contact is connected with one end of a quick-charging relay k4 contact, one end of an OBC relay k5 contact, one end of a PTC relay k6 contact, one end of an air-conditioning relay k7 contact and one end of a motor control fuse; the other end of the contact of the quick charge relay k4 is connected with one end of a quick charge fuse FU 1; the other end of the contact of the OBC relay k5 is connected with one end of an OBC fuse FU 2; the other end of the contact of the PTC relay k6 is connected with one end of a PTC fuse FU 3; the other end of the contact of the air conditioning relay k7 is connected with one end of an air conditioning fuse FU 4; the other end of the main loop quick charge fuse FU1 is connected with the positive end of the quick charge interface 100; the other end of OBC fuse FU2 terminates the positive terminal of the OBC; the other end of the PTC fuse FU3 is connected with the positive end of the PTC; the other end of the air-conditioning fuse FU4 is connected with the positive end of an air conditioner; the other end of the motor control fuse FU5 is connected with the positive end of the motor controller; the other end of the total negative relay k1 contact is connected with the negative ends of the quick charging interface 100, the OBC, the PTC, the air conditioner and the motor controller; the motor controller is connected with the driving motor. One end of the vehicle controller 30 is grounded, the output end of the vehicle controller is connected with coils of the quick charging relay k4, the OBC relay k5, the PTC relay k6 and the air conditioning relay k7, and four driving control power supplies are output to control the contact of the quick charging relay k4, the OBC relay k5, the PTC relay k6 and the air conditioning relay k7 to be opened and closed. A front-end voltage detection line is led out from the battery manager 20 to detect the front-end voltage, wherein one detection point of the front-end voltage is the negative end of the battery module 101, the other detection point of the front-end voltage is the positive end of the battery module 101, a rear-end voltage detection line is led out from the battery manager 20 to detect the rear-end voltage, wherein one detection point of the rear-end voltage is the other end of the contact of the total negative relay k1, and the other detection point of the rear-end voltage is the other end of the contact of the. And the vehicle controller is respectively connected with the battery manager 20 and the motor controller through CAN communication lines.
The invention provides a high-voltage control method of an electric automobile, when the electric automobile is started and electrified in an ACC gear, a battery manager 20 of a power battery system detects that the power battery system has no fault, a high-voltage electric loop has no insulation fault and a relay has no adhesion fault and enters a ready state, the battery manager 20 sends the ready state of the power battery system to a vehicle controller 20 through a CAN communication network, after the battery manager 20 receives the ready state of the vehicle controller 30 of the electric automobile, the battery manager 20 controls a total negative relay k1 contact to be closed, the battery manager 20 judges whether the total negative relay k1 is closed through detecting a voltage value at the rear end, and when the detected voltage value at the rear end is 0, the total negative relay k1 contact is closed; when the electric automobile is ON, the battery manager 20 controls a contact of a pre-charging relay k2 to be closed, pre-charging is carried out ON a capacitive load motor controller ON an electric loop, and the battery management in the pre-charging process detects the voltage value of pre-charging voltage at the rear end in real time; when the pre-charging voltage value reaches a set value (the voltage value set value of the pre-charging voltage at the rear end is greater than or equal to the total voltage 95% of the battery module 101), the battery manager 20 controls the contact of the total positive relay k3 to be closed, and when the total positive relay k3 reaches a set time value after being closed, the battery manager 20 controls the pre-charging relay k2 to be opened; and then the battery manager 20 sends a pre-charging completion state to the whole electric vehicle control. The battery manager 20 for the high-voltage electric process of the electric automobile independently finishes relay control and front-end and rear-end voltage value data acquisition, receives a relay control instruction of the whole vehicle controller 30 through a CAN communication network and sends a pre-charging voltage value to the motor controller 30 without receiving the pre-charging voltage value through the CAN communication network, and avoids high-voltage power-up delay and power-up failure caused by communication interruption due to data error frames caused by electromagnetic interference on the CAN communication network in the high-voltage electric process; the high-voltage electricity-applying time is shortened, and high-voltage electricity-applying control links are reduced; the problem that the electric automobile fails to start and cannot run is avoided.
Claims (3)
1. A novel battery pack high-voltage control method is characterized in that: in the high-voltage circuit of the battery pack, the negative end of a control power supply (10) is grounded, and the positive end of the control power supply is connected with a battery manager (10), a vehicle controller (30) and a motor controller; the output end of the battery manager (20) is connected with the coils of the total negative relay k1, the pre-charging relay k2 and the total positive relay k3, and outputs three driving control power supplies to control the contact points of the total negative relay k1, the pre-charging relay k2 and the total positive relay k3 to be opened and closed; the negative end of the battery module (101) is connected with one end of a total negative relay k1 contact, the positive end of the battery module is connected with one end of a total positive relay k3 contact, a pre-charging set R1 is connected with the contact of a pre-charging relay k2 in series and then connected with the two ends of the contact of a total positive relay k3 in parallel, the other end of the contact of a total positive relay k3 is connected with one end of a motor control fuse FU5, and the other end of the motor control fuse FU5 is connected with the positive end of a motor controller; the other end of the total negative relay k1 contact is connected with the negative end of a motor controller, and the motor controller is connected with a driving motor; a front-end voltage detection line is led out from a battery manager (20) to detect the front-end voltage, wherein a front-end voltage total negative detection point is a negative end of a battery module (101), a front-end voltage total positive detection point is a positive end of the battery module (101), a rear-end voltage detection line is led out from the battery manager (20) to detect the rear-end voltage, the rear-end voltage total negative detection point is the other end of a total negative relay k1 contact, the total positive detection point of the rear-end voltage is the other end of a total positive relay k3 contact, and the whole vehicle controller is respectively connected with the battery manager (20) and a motor controller through CAN communication; when the electric automobile is started and electrified in an ACC gear, after the battery manager (20) receives a ready state sent by the whole electric automobile controller (30), the battery manager (20) controls the contact of a total negative relay k1 to be closed, and the battery manager (20) judges whether the total negative relay k1 is closed or not by detecting the voltage value of the rear end; when the electric automobile is ON, the battery manager (20) controls a contact of a pre-charging relay k2 to be closed, pre-charging is carried out ON a capacitive load motor controller ON an electric loop, and the battery manager detects the voltage value of pre-charging voltage at the rear end in real time in the pre-charging process; when the pre-charging voltage value reaches a set value, the battery manager (20) controls the contact of the main positive relay k3 to be closed, and when the set time value is reached after the main positive relay k3 is closed, the battery manager (20) controls the pre-charging relay k2 to be opened; and then the battery manager (20) sends a pre-charging completion state to the whole electric vehicle controller (30).
2. The novel battery pack high-voltage control method according to claim 1, characterized in that: the battery pack high-voltage circuit also comprises a quick charge relay k4, an OBC relay k5, a PTC relay k6, an air conditioner relay k7, a quick charge fuse FU1, an OBC fuse FU2, a PTC fuse FU3, an air conditioner fuse FU4, a quick charge connector 100, an OBC, a PTC and an air conditioner, wherein the other end of a contact of the total positive relay k3 is connected with one end of a contact of the quick charge relay k4, one end of a contact of the OBC relay k5, one end of a contact of the PTC relay k6 and one end of a contact of the air conditioner relay k 7; the other end of the contact of the quick charge relay k4 is connected with one end of a quick charge fuse FU 1; the other end of the contact of the OBC relay k5 is connected with one end of an OBC fuse FU 2; the other end of the contact of the PTC relay k6 is connected with one end of a PTC fuse FU 3; the other end of the contact of the air conditioning relay k7 is connected with one end of an air conditioning fuse FU 4; the other end of the main loop quick charge fuse FU1 is connected with the positive end of the quick charge interface 100; the other end of OBC fuse FU2 terminates the positive terminal of the OBC; the other end of the PTC fuse FU3 is connected with the positive end of the PTC; the other end of the air-conditioning fuse FU4 is connected with the positive end of an air conditioner; the other end of the total negative relay k1 contact is connected with the negative ends of the quick charging interface 100, the OBC, the PTC, the air conditioner and the motor controller.
3. The novel high-voltage control method for the battery pack according to claim 2, characterized in that: the battery pack high-voltage circuit further comprises a high-voltage main loop fuse FU0, and the high-voltage main loop fuse FU0 is connected in series in the battery module 101.
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| CN202010526239.8A CN111645565A (en) | 2020-06-11 | 2020-06-11 | Novel battery pack high-voltage control method |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112959895A (en) * | 2021-03-28 | 2021-06-15 | 大运汽车股份有限公司 | Finished automobile control method of pure electric commercial vehicle |
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| CN112959895B (en) * | 2021-03-28 | 2022-05-20 | 大运汽车股份有限公司 | Finished automobile control method for pure electric commercial vehicle |
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Application publication date: 20200911 |