CN114030357A - Control device and control method for preventing BMS (battery management system) recharging overcurrent - Google Patents
Control device and control method for preventing BMS (battery management system) recharging overcurrent Download PDFInfo
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- CN114030357A CN114030357A CN202110794720.XA CN202110794720A CN114030357A CN 114030357 A CN114030357 A CN 114030357A CN 202110794720 A CN202110794720 A CN 202110794720A CN 114030357 A CN114030357 A CN 114030357A
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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
- 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
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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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- 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]
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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
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of 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
Abstract
The invention relates to a control device and a control method for preventing BMS recharge overcurrent. The purpose is to solve the technical problem that the power of the fuel cell stack of the existing FVC hybrid electric vehicle has great fluctuation, and the technical scheme is as follows: the control device comprises a first acquisition module, a first calculation module, a second acquisition module, a third calculation module, a logic control module, a temperature sensor and a timer, and the control method comprises the following steps: 1) acquiring the SOC value and the cell temperature of the power battery; 2) obtaining the power of the power battery; 3) acquiring the cell voltage, the historical output power and the current fault of the power battery and obtaining a current limiting coefficient; 4) acquiring the duration of a current limiting coefficient; 5) and obtaining the recharging continuous current value. According to the invention, the second power source outputs corresponding power according to the recharging capacity of the power battery of the whole vehicle during energy recovery, so that the characteristics of the power battery are ensured, and the service life of the power battery is prolonged.
Description
Technical Field
The invention belongs to the technical field of new energy automobiles, and particularly relates to a control device and a control method for preventing BMS (battery management system) recharging overcurrent.
Background
At present, new energy vehicles are greatly popularized, and FCV automobiles are known as the most environment-friendly and most ideal final automobiles for human beings by taking hydrogen as fuel. However, the instability of the FCV vehicle hydrogen fuel cell stack technology leads to a large fluctuation of the fuel cell stack power affected by the performance of the power battery in the FCV hybrid vehicle formed by the power battery.
Disclosure of Invention
The invention aims to solve the technical problem that the power of a fuel cell stack of the conventional FVC hybrid electric vehicle greatly fluctuates due to the influence of the performance of a power cell, and provides a control device and a control method for preventing BMS (battery management system) from recharging and overflowing.
In order to solve the technical problems, the invention adopts the technical scheme that:
a control device for preventing BMS recharge overcurrent comprises a first acquisition module, a first calculation module, a second acquisition module, a third calculation module, a logic control module, a temperature sensor and a timer;
the temperature sensor and the timer are arranged on the power battery, the output end of the temperature sensor is connected with the input end of the first acquisition module, the timer is connected with the third acquisition module, the output end of the first acquisition module is connected with the input end of the first calculation module, the output end of the first computing module is connected with the input end of the second computing module, the output end of the second computing module is connected with the input end of the second acquiring module, the output end of the second acquisition module is connected with the input end of a third acquisition module, the output end of the third acquisition module is connected with the input end of a third calculation module, the output end of the logic control module is respectively connected with the input ends of the second calculation module and the second acquisition module, the first acquisition module, the second acquisition module and the third acquisition module are all connected with a CAN bus of the automobile.
Furthermore, the first calculation module includes a first value obtaining unit and a first calculation execution unit, an output end of the first obtaining module is connected with an input end of the first value obtaining unit, and an output end of the first value obtaining unit is connected with an input end of the first calculation execution unit.
Furthermore, the second calculation module includes a second numerical value obtaining unit and a second calculation execution unit, an output end of the first calculation execution unit is connected with an input end of the second numerical value obtaining unit, and output ends of the second numerical value obtaining unit and the logic control module are connected with an input end of the second calculation execution unit.
Furthermore, the second obtaining module comprises a first obtaining unit, a second obtaining unit and the data temporary storage unit, and the output ends of the second calculation executing unit, the logic control module and the timer are respectively connected with the input ends of the first obtaining unit, the second obtaining unit and the data temporary storage unit.
The control method for preventing the BMS recharging overcurrent by using the control device for preventing the BMS recharging overcurrent comprises the following steps:
1) the first acquisition module acquires the SOC value and the cell temperature of the power battery through a temperature sensor and a CAN bus of an automobile;
2) the first calculation module obtains the power of the power battery by looking up a table by using the obtained SOC value and the cell temperature value;
3) acquiring the cell voltage, the historical output power and the current fault of the power battery through a CAN bus of the automobile by using a second acquisition module; calculating by using a second calculation module to obtain a current limiting coefficient;
4) acquiring the duration of the current limiting coefficient by using a third acquisition module;
5) and multiplying the current limiting coefficient by the rated discharge current of the power battery by using a third calculation module to obtain the recharging continuous current value of the hybrid electric vehicle.
Further, the step of acquiring the SOC value of the power battery in step 1) is: the first acquisition module acquires the terminal voltage, the charging and discharging current, the battery internal resistance and the battery core temperature under different environments of the power battery through a temperature sensor and a CAN bus of an automobile, and performs optimal SOC estimation on the state of the power battery on the basis of the minimum variance through a Kalman filtering method.
Further, the step of obtaining the power of the power battery in the step 2) is as follows:
the first numerical value acquisition unit acquires the SOC value and the cell temperature of the first acquisition module;
under the same standard that the SOC value is 50%, when the temperature of the battery core is 25 ℃, the allowable back flushing power value of the power battery can reach 127kw, and with the increase or decrease of the temperature, the allowable back flushing power value of the power battery can be decreased, and when the temperature of the battery core is lower than 0 ℃, the allowable power of the power battery is 0 kw;
under the standard that the cell temperature is 25 ℃, when the SOC value is 0%, the allowable recoil power value of the power battery can reach 127kw, the allowable recoil power value is kept unchanged along with the increase of the SOC value, but when the SOC value is more than 95% -100%, the allowable power value of the SOC value is reduced according to percentage but is not 0 kw;
and then, a power model of the power battery is built by using the first calculation execution unit for the SOC value and the temperature of the battery cell, and the power of the power battery is obtained by a table look-up method.
Further, the acquiring of the current fault of the power battery in the step 3) includes the following steps:
and acquiring the over-temperature alarm state and the fault grade of the power battery monomer by using a second acquisition module:
when the temperature of the single power battery is higher than 55 ℃, the system enters a first-level fault, the current limit is set to be 50% of the current allowable value, and when the temperature of the single power battery is reduced to be lower than 53 ℃, the system recovers to a normal state;
when the temperature of the single power battery is higher than 60 ℃, the system enters a secondary fault, the current limit is set to be 0, and when the temperature of the single power battery is reduced to be lower than 58 ℃, the system enters a primary fault;
when the temperature of the single power battery is higher than 64 ℃, the current limit of the system is set to 0, meanwhile, the system is requested to stop, and when the temperature of the single power battery is reduced to be lower than 62 ℃, the system enters a secondary fault;
and acquiring the over-high alarm state and the fault grade of the single power battery by using a second acquisition module:
when the voltage of the single power battery is larger than 3.8V, the system enters a primary fault, the allowable current limit is set to be 90% of the current allowable value, and when the voltage of the single power battery is reduced to be smaller than 3.65V, the system is recovered to a normal state;
when the voltage of a single power battery is larger than 3.95V, the system enters a secondary fault, the allowable current limit is set to be 80% of the current allowable value, and when the voltage of the single power battery is reduced to be smaller than 3.8V, the system enters a primary fault state;
when the voltage of the single power battery is larger than 4.1V, the system enters a three-level fault, the allowable current limit is set to be 70% of the current allowable value, and when the voltage of the single power battery is reduced to be smaller than 3.95V, the system enters a two-level fault state;
when the voltage of a single power battery is greater than 4.25V, the system enters a four-stage fault, the allowable current limit is set to be 60% of the current allowable value, and when the voltage of the single power battery is reduced to be less than 4.1V, the system enters a three-stage fault state;
when the voltage of the power battery monomer is larger than 4.3V, the allowable current limit is set to 0 at the moment, and meanwhile, the vehicle is requested to stop;
and acquiring an excessive alarm state and a fault grade of the feedback current of the power battery by using a second acquisition module:
when the feedback current of the power battery is larger than I x 105%, the system enters a primary fault, the allowable current limit is set to be 50% of the current allowable value, and when the feedback current of the power battery is reduced to be smaller than I x 100%, the system recovers to a normal state;
when the feedback current of the power battery is larger than I x 120%, the system enters a secondary fault, the allowable current limit is set to be 0, and when the feedback current of the power battery is reduced to be smaller than I x 105%, the system enters the secondary fault;
when the feedback current of the power battery is larger than I125%, the system enters a three-stage fault, the allowed current limit is set to 0, meanwhile, the stop is requested, and when the feedback current of the power battery is reduced to be smaller than I105%, the system enters a two-stage fault.
Further, the step of acquiring the duration of the current limiting coefficient by using a third acquiring module in the step 4) includes:
when the system detects that the current is larger than the allowed current limit value multiplied by the current limit coefficient and the current is larger than the continuous current, the system starts to accumulate time continuously, otherwise, the time is continuously accumulated and reduced until the system accumulation time is larger than the set threshold value, the allowed current limit value is equal to the power multiplied by the current limit coefficient of the power battery, if the current is smaller than the current limit value multiplied by the recovery coefficient, the system starts to accumulate time continuously, otherwise, the time is continuously accumulated and reduced until the system accumulation time is larger than the set threshold value, the allowed current limit value is equal to the power multiplied by the current limit recovery coefficient of the power battery;
when the system detects that the current is larger than the allowed current limit value multiplied by the current limit coefficient or the current is larger than the continuous system capacity multiplied by the recovery coefficient, the system starts to accumulate time continuously, otherwise, the time is continuously accumulated and reduced until the system accumulated time is larger than a set threshold value, the allowed current limit value is equal to the power multiplied by the current limit coefficient of the power battery, if the current is smaller than the current limit value multiplied by the recovery coefficient, the system starts to accumulate time continuously, otherwise, the time is continuously accumulated and reduced until the system accumulated time is larger than the set threshold value, the allowed current limit value is equal to the power multiplied by the recovery coefficient of the power battery;
and taking the current duration coefficient as the current limiting coefficient of the current period every time the dynamic update of the duration of one current limiting coefficient is carried out.
Further, the coefficient of restitution is a dimensionless coefficient with a value of 1.
Compared with the prior art, the invention has the beneficial effects that:
the invention refers to the terminal voltage and the discharge current of the single core of the current power battery as important factors, the recharging capacity of the current power battery can fully reflect the real power battery state of the hybrid electric vehicle, and the corresponding power is output by the second power source according to the recharging capacity of the power battery of the whole vehicle during energy recovery, thereby ensuring the characteristics of the power battery and prolonging the service life of the power battery.
Drawings
Fig. 1 is a schematic structural view of a control apparatus for preventing a BMS from back-charging an overcurrent according to the present invention;
fig. 2 is a flowchart of a control method for preventing a BMS recharge overcurrent according to the present invention;
FIG. 3 is a flow chart of obtaining a current limit factor duration according to one embodiment of the present invention;
FIG. 4 is another flow chart of the present invention for obtaining the duration of the current limiting factor;
in the figure: 1-a first acquisition module, 2-a first calculation module, 3-a second calculation module, 4-a second acquisition module, 5-a third acquisition module, and 6-a third calculation module;
wherein: 2.1-a first value obtaining unit, 2.2-a first calculation executing unit;
3.1-a second numerical value obtaining unit, 3.2-a second calculation executing unit;
4.1-a first acquisition unit, 4.2-a second acquisition unit and 4.3-a data temporary storage unit;
Detailed Description
The detailed structure of the present invention will be described below with reference to the embodiments and the drawings thereof, but the present invention is not limited to the embodiments, and various combinations or single embodiments within the framework of the design idea of the present invention are within the effective protection scope.
The control device is applied to the FCV hydrogen fuel hybrid new energy automobile, is used for detecting and calculating relevant parameters of the FCV hydrogen fuel hybrid new energy automobile, and finally serves as a reference basis for power output of the FCV hydrogen fuel hydrogen stack during energy recovery according to the limit value.
The first acquisition module 1 is used for acquiring an SOC value and a cell temperature of the power battery;
the first calculation module 2 looks up a table according to the SOC value and the cell temperature to obtain the power of the power battery;
the second calculating module 3 is used for calculating a current limiting coefficient;
the second obtaining module 4 is used for obtaining the cell voltage, the historical output power and the current fault of the power battery;
the third obtaining module 5 is configured to obtain a current limiting coefficient duration;
the third calculating module 6 multiplies the rated discharge current of the power battery by the current limiting coefficient to obtain the recharging continuous current value of the hybrid electric vehicle;
the logic control module 7 determines the current fault state according to the acquired temperature, voltage and current values of the battery monomer;
as in the following table:
a control device for preventing BMS recharge overcurrent comprises a first acquisition module 1, a first calculation module 2, a second calculation module 3, a second acquisition module 4, a third acquisition module 5, a third calculation module 6, a logic control module 7, a temperature sensor 8 and a timer 9;
the temperature sensor 8 and the timer 9 are arranged on the power battery, the output end of the temperature sensor 8 is connected with the input end of the first acquisition module 1, the timer 9 is connected with the third acquisition module 5, the output end of the first acquisition module 1 is connected with the input end of the first calculation module 2, the output end of the first computing module 2 is connected with the input end of a second computing module 3, the output end of the second computing module 3 is connected with the input end of a second obtaining module 4, the output end of the second obtaining module 4 is connected with the input end of a third obtaining module 5, the output end of the third obtaining module 5 is connected with the input end of a third calculating module 6, the output end of the logic control module 7 is respectively connected with the input ends of the second calculating module 3 and the second obtaining module 4, the first acquisition module 1, the second acquisition module 4 and the third acquisition module 5 are all connected with a CAN bus of an automobile.
The first calculation module 2 comprises a first value acquisition unit 2.1 and a first calculation execution unit 2.2, the output end of the first acquisition module 1 is connected with the input end of the first value acquisition unit 2.1, and the output end of the first value acquisition unit 2.1 is connected with the input end of the first calculation execution unit 2.2.
The second calculation module 3 includes a second numerical value obtaining unit 3.1 and a second calculation execution unit 3.2, an output end of the first calculation execution unit 2.2 is connected with an input end of the second numerical value obtaining unit 3.1, and output ends of the second numerical value obtaining unit 3.1 and the logic control module 7 are connected with an input end of the second calculation execution unit 3.2.
The second obtaining module 4 includes a first obtaining unit 4.1, a second obtaining unit 4.2 and the data temporary storage unit 4.3, and the output ends of the second calculation executing unit 3.2, the logic control module 7 and the timer 12 are respectively connected with the input ends of the first obtaining unit 4.1, the second obtaining unit 4.2 and the data temporary storage unit 4.3.
The control method for preventing the BMS recharging overcurrent by using the control device for preventing the BMS recharging overcurrent comprises the following steps:
1) the first acquisition module 1 acquires the SOC value and the cell temperature of the power battery through a temperature sensor 8 and a CAN bus of an automobile;
the method for acquiring the SOC value of the power battery comprises the following steps: the first acquisition module 1 acquires the terminal voltage, the charging and discharging current, the battery internal resistance and the battery core temperature under different environments of the power battery through the temperature sensor 8 and the CAN bus of the automobile, and performs optimal SOC estimation on the state of the power battery in the minimum variance through a Kalman filtering method.
2) The first calculation module 2 obtains the power of the power battery by looking up a table by using the obtained SOC value and the cell temperature value, and the steps are as follows:
the first numerical value obtaining unit 2.1 obtains the SOC value and the cell temperature of the first obtaining module 1;
under the same standard that the SOC value is 50%, when the temperature of the battery core is 25 ℃, the allowable back flushing power value of the power battery can reach 127kw, and with the increase or decrease of the temperature, the allowable back flushing power value of the power battery can be decreased, and when the temperature of the battery core is lower than 0 ℃, the allowable power of the power battery is 0 kw;
under the standard that the cell temperature is 25 ℃, when the SOC value is 0%, the allowable recoil power value of the power battery can reach 127kw, the allowable recoil power value is kept unchanged along with the increase of the SOC value, but when the SOC value is more than 95% -100%, the allowable power value of the SOC value is reduced according to percentage but is not 0 kw;
and then, a power model of the power battery is built by the first calculation execution unit 2.2 for the SOC value and the temperature of the battery cell, and the power of the power battery is obtained by a table look-up method.
3) Acquiring the cell voltage, the historical output power and the current fault of the power battery through a CAN bus of the automobile by using a second acquisition module 4, and calculating by using a second calculation module 3 to obtain a current limit coefficient;
specifically, a second obtaining module 4 is used for obtaining the over-temperature alarm state and the fault level of the power battery monomer:
when the temperature of the single power battery is higher than 55 ℃, the system enters a first-level fault, the current limit is set to be 50% of the current allowable value, and when the temperature of the single power battery is reduced to be lower than 53 ℃, the system recovers to a normal state;
when the temperature of the single power battery is higher than 60 ℃, the system enters a secondary fault, the current limit is set to be 0, and when the temperature of the single power battery is reduced to be lower than 58 ℃, the system enters a primary fault;
when the temperature of the single power battery is higher than 64 ℃, the current limit of the system is set to 0, meanwhile, the system is requested to stop, and when the temperature of the single power battery is reduced to be lower than 62 ℃, the system enters a secondary fault;
and acquiring the over-high alarm state and the fault grade of the single power battery by using a second acquisition module 4:
when the voltage of the single power battery is larger than 3.8V, the system enters a primary fault, the allowable current limit is set to be 90% of the current allowable value, and when the voltage of the single power battery is reduced to be smaller than 3.65V, the system is recovered to a normal state;
when the voltage of a single power battery is larger than 3.95V, the system enters a secondary fault, the allowable current limit is set to be 80% of the current allowable value, and when the voltage of the single power battery is reduced to be smaller than 3.8V, the system enters a primary fault state;
when the voltage of the single power battery is larger than 4.1V, the system enters a three-level fault, the allowable current limit is set to be 70% of the current allowable value, and when the voltage of the single power battery is reduced to be smaller than 3.95V, the system enters a two-level fault state;
when the voltage of a single power battery is greater than 4.25V, the system enters a four-stage fault, the allowable current limit is set to be 60% of the current allowable value, and when the voltage of the single power battery is reduced to be less than 4.1V, the system enters a three-stage fault state;
when the voltage of the power battery monomer is larger than 4.3V, the allowable current limit is set to 0 at the moment, and meanwhile, the vehicle is requested to stop;
and a second obtaining module 4 is used for obtaining the alarm state and the fault grade of the power battery feedback current in an overlarge way:
when the feedback current of the power battery is larger than I x 105%, the system enters a primary fault, the allowable current limit is set to be 50% of the current allowable value, and when the feedback current of the power battery is reduced to be smaller than I x 100%, the system recovers to a normal state;
when the feedback current of the power battery is larger than I x 120%, the system enters a secondary fault, the allowable current limit is set to be 0, and when the feedback current of the power battery is reduced to be smaller than I x 105%, the system enters the secondary fault;
when the feedback current of the power battery is larger than I125%, the system enters a three-stage fault, the allowed current limit is set to 0, meanwhile, the stop is requested, and when the feedback current of the power battery is reduced to be smaller than I105%, the system enters a two-stage fault.
4) Acquiring the duration of the current limiting coefficient by using a third acquisition module 5;
the method comprises the following specific steps: when the system detects that the current is larger than the allowed current limit value multiplied by the current limit coefficient and the current is larger than the continuous current, the system starts to accumulate time continuously, otherwise, the time is continuously accumulated and reduced until the system accumulation time is larger than the set threshold value, the allowed current limit value is equal to the power multiplied by the current limit coefficient of the power battery, if the current is smaller than the current limit value multiplied by the recovery coefficient, the system starts to accumulate time continuously, otherwise, the time is continuously accumulated and reduced until the system accumulation time is larger than the set threshold value, the allowed current limit value is equal to the power multiplied by the current limit recovery coefficient of the power battery;
when the system detects that the current is larger than the allowed current limit value multiplied by the current limit coefficient or the current is larger than the continuous system capacity multiplied by the recovery coefficient, the system starts to accumulate time continuously, otherwise, the time is continuously accumulated and reduced until the system accumulated time is larger than a set threshold value, the allowed current limit value is equal to the power multiplied by the current limit coefficient of the power battery, if the current is smaller than the current limit value multiplied by the recovery coefficient, the system starts to accumulate time continuously, otherwise, the time is continuously accumulated and reduced until the system accumulated time is larger than the set threshold value, the allowed current limit value is equal to the power multiplied by the recovery coefficient of the power battery; the coefficient of restitution is a dimensionless coefficient with a value of 1.
And taking the current duration coefficient as the current limiting coefficient of the current period every time the dynamic update of the duration of one current limiting coefficient is carried out.
5) And multiplying the current limiting coefficient by the rated discharge current of the power battery by using a third calculation module 6 to obtain the recharging continuous current value of the hybrid electric vehicle.
Claims (10)
1. The utility model provides a prevent controlling means that BMS backfill overflows which characterized in that: the device comprises a first acquisition module (1), a first calculation module (2), a second calculation module (3), a second acquisition module (4), a third acquisition module (5), a third calculation module (6), a logic control module (7), a temperature sensor (8) and a timer (9);
temperature sensor (8) and time-recorder (9) set up on power battery, the output of temperature sensor (8) is connected with the first input that acquires module (1), time-recorder (9) and third acquire module (5) and be connected, the first output that acquires module (1) is connected with the input of first calculation module (2), first calculation module (2) output is connected with the input of second calculation module (3), the output of second calculation module (3) and the input that the second acquireed module (4) are connected, the output that the second acquireed module (4) and the input that the third acquireed module (5) are connected, the output that the third acquireed module (5) is connected with the input of third calculation module (6), the output of logic control module (7) respectively with second calculation module (3), The input end of the second acquisition module (4) is connected, and the first acquisition module (1), the second acquisition module (4) and the third acquisition module (5) are all connected with a CAN bus of the automobile.
2. The control device for preventing a BMS from recharging over-current according to claim 1, wherein: the first calculation module (2) comprises a first numerical value acquisition unit (2.1) and a first calculation execution unit (2.2), the output end of the first acquisition module (1) is connected with the input end of the first numerical value acquisition unit (2.1), and the output end of the first numerical value acquisition unit (2.1) is connected with the input end of the first calculation execution unit (2.2).
3. The control device for preventing a BMS from recharging over-current according to claim 1, wherein: the second calculation module (3) comprises a second numerical value acquisition unit (3.1) and a second calculation execution unit (3.2), the output end of the first calculation execution unit (2.2) is connected with the input end of the second numerical value acquisition unit (3.1), and the output ends of the second numerical value acquisition unit (3.1) and the logic control module (7) are connected with the input end of the second calculation execution unit (3.2).
4. The control device for preventing a BMS from recharging over-current according to claim 1, wherein: the second acquisition module (4) comprises a first acquisition unit (4.1), a second acquisition unit (4.2) and a data temporary storage unit (4.3), and the output ends of the second calculation execution unit (3.2), the logic control module (7) and the timer (12) are respectively connected with the input ends of the first acquisition unit (4.1), the second acquisition unit (4.2) and the data temporary storage unit (4.3).
5. The method for controlling the overcharge protection of the BMS using the BMS overcharge protection overcurrent control apparatus of any one of claims 1 to 4, characterized by: the method comprises the following steps:
1) the first acquisition module (1) acquires the SOC value and the cell temperature of the power battery through a temperature sensor (8) and a CAN bus of an automobile;
2) the first calculation module (2) looks up a table by using the obtained SOC value and the cell temperature value to obtain the power of the power battery;
3) acquiring the cell voltage, the historical output power and the current fault of the power battery through a CAN bus of the automobile by using a second acquisition module (4); calculating by using a second calculating module (3) to obtain a current limiting coefficient;
4) acquiring the duration of the current limiting coefficient by using a third acquisition module (5);
5) and multiplying the current limiting coefficient by the rated discharge current of the power battery by using a third calculation module (6) to obtain the recharging continuous current value of the hybrid electric vehicle.
6. The control method of preventing a BMS recharge current according to claim 5, wherein: the step of acquiring the SOC value of the power battery in the step 1) is as follows: the first acquisition module (1) acquires the terminal voltage, the charging and discharging current, the battery internal resistance and the battery core temperature under different environments of the power battery through the temperature sensor (8) and the CAN bus of the automobile, and performs the optimal SOC estimation on the minimum variance on the state of the power battery through a Kalman filtering method.
7. The control method of preventing a BMS recharge current according to claim 5, wherein: the step of obtaining the power of the power battery in the step 2) is as follows:
the first numerical value acquisition unit (2.1) acquires the SOC value and the cell temperature of the first acquisition module (1);
under the same standard that the SOC value is 50%, when the temperature of the battery core is 25 ℃, the allowable back flushing power value of the power battery can reach 127kw, and with the increase or decrease of the temperature, the allowable back flushing power value of the power battery can be decreased, and when the temperature of the battery core is lower than 0 ℃, the allowable power of the power battery is 0 kw;
under the standard that the cell temperature is 25 ℃, when the SOC value is 0%, the allowable recoil power value of the power battery can reach 127kw, the allowable recoil power value is kept unchanged along with the increase of the SOC value, but when the SOC value is more than 95% -100%, the allowable power value of the SOC value is reduced according to percentage but is not 0 kw;
and then, a power model of the power battery is built for the SOC value and the temperature of the battery cell by using the first calculation execution unit (2.2), and the power of the power battery is obtained by a table look-up method.
8. The control method of preventing a BMS recharge current according to claim 5, wherein: the current fault of the power battery obtained in the step 3) comprises the following contents:
and acquiring the over-high alarm state and the fault grade of the single power battery by using a second acquisition module (4):
when the temperature of the single power battery is higher than 55 ℃, the system enters a first-level fault, the current limit is set to be 50% of the current allowable value, and when the temperature of the single power battery is reduced to be lower than 53 ℃, the system recovers to a normal state;
when the temperature of the single power battery is higher than 60 ℃, the system enters a secondary fault, the current limit is set to be 0, and when the temperature of the single power battery is reduced to be lower than 58 ℃, the system enters a primary fault;
when the temperature of the single power battery is higher than 64 ℃, the current limit of the system is set to 0, meanwhile, the system is requested to stop, and when the temperature of the single power battery is reduced to be lower than 62 ℃, the system enters a secondary fault;
and acquiring the over-high alarm state and the fault grade of the single power battery by using a second acquisition module (4):
when the voltage of the single power battery is larger than 3.8V, the system enters a primary fault, the allowable current limit is set to be 90% of the current allowable value, and when the voltage of the single power battery is reduced to be smaller than 3.65V, the system is recovered to a normal state;
when the voltage of a single power battery is larger than 3.95V, the system enters a secondary fault, the allowable current limit is set to be 80% of the current allowable value, and when the voltage of the single power battery is reduced to be smaller than 3.8V, the system enters a primary fault state;
when the voltage of the single power battery is larger than 4.1V, the system enters a three-level fault, the allowable current limit is set to be 70% of the current allowable value, and when the voltage of the single power battery is reduced to be smaller than 3.95V, the system enters a two-level fault state;
when the voltage of a single power battery is greater than 4.25V, the system enters a four-stage fault, the allowable current limit is set to be 60% of the current allowable value, and when the voltage of the single power battery is reduced to be less than 4.1V, the system enters a three-stage fault state;
when the voltage of the power battery monomer is larger than 4.3V, the allowable current limit is set to 0 at the moment, and meanwhile, the vehicle is requested to stop;
and a second acquisition module (4) is used for acquiring the alarm state and the fault grade of the feedback current of the power battery, wherein the alarm state and the fault grade are as follows:
when the feedback current of the power battery is larger than I x 105%, the system enters a primary fault, the allowable current limit is set to be 50% of the current allowable value, and when the feedback current of the power battery is reduced to be smaller than I x 100%, the system recovers to a normal state;
when the feedback current of the power battery is larger than I x 120%, the system enters a secondary fault, the allowable current limit is set to be 0, and when the feedback current of the power battery is reduced to be smaller than I x 105%, the system enters the secondary fault;
when the feedback current of the power battery is larger than I125%, the system enters a three-stage fault, the allowed current limit is set to 0, meanwhile, the stop is requested, and when the feedback current of the power battery is reduced to be smaller than I105%, the system enters a two-stage fault.
9. The control method of preventing a BMS recharge current according to claim 5, wherein: the step of acquiring the duration of the current limiting coefficient by using a third acquisition module (5) in the step 4) comprises the following steps:
when the system detects that the current is larger than the allowed current limit value multiplied by the current limit coefficient and the current is larger than the continuous current, the system starts to accumulate time continuously, otherwise, the time is continuously accumulated and reduced until the system accumulation time is larger than the set threshold value, the allowed current limit value is equal to the power multiplied by the current limit coefficient of the power battery, if the current is smaller than the current limit value multiplied by the recovery coefficient, the system starts to accumulate time continuously, otherwise, the time is continuously accumulated and reduced until the system accumulation time is larger than the set threshold value, the allowed current limit value is equal to the power multiplied by the current limit recovery coefficient of the power battery;
when the system detects that the current is larger than the allowed current limit value multiplied by the current limit coefficient or the current is larger than the continuous system capacity multiplied by the recovery coefficient, the system starts to accumulate time continuously, otherwise, the time is continuously accumulated and reduced until the system accumulated time is larger than a set threshold value, the allowed current limit value is equal to the power multiplied by the current limit coefficient of the power battery, if the current is smaller than the current limit value multiplied by the recovery coefficient, the system starts to accumulate time continuously, otherwise, the time is continuously accumulated and reduced until the system accumulated time is larger than the set threshold value, the allowed current limit value is equal to the power multiplied by the recovery coefficient of the power battery;
and taking the current duration coefficient as the current limiting coefficient of the current period every time the dynamic update of the duration of one current limiting coefficient is carried out.
10. The control method of preventing a BMS recharge current according to claim 9, characterized in that: the coefficient of restitution is a dimensionless coefficient with a value of 1.
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