CN211417022U - Battery management system and vehicle - Google Patents
Battery management system and vehicle Download PDFInfo
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- CN211417022U CN211417022U CN201921665172.5U CN201921665172U CN211417022U CN 211417022 U CN211417022 U CN 211417022U CN 201921665172 U CN201921665172 U CN 201921665172U CN 211417022 U CN211417022 U CN 211417022U
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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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Abstract
The utility model provides a battery management system and vehicle, this battery management system includes: the management subsystems are connected with each other; and the battery control unit is connected with the plurality of management subsystems, daisy chain communication is adopted in each management subsystem, and CAN communication is adopted between the battery control unit and the plurality of management subsystems. The utility model discloses a battery management system has the reliability height, the security is high and advantage with low costs.
Description
Technical Field
The utility model relates to the technical field of vehicles, in particular to battery management system and vehicle.
Background
As the battery system of the electric vehicle is enlarged, the management requirement for the battery is increased. The distribution of the batteries on the vehicle body is also diversified, and the batteries are distributed in a relatively centralized manner and distributed in a distributed manner, which provides a new challenge for the acquisition of battery data.
In the current BMS (BATTERY management system), both a master and a slave are separated by using CAN as a communication method between the master and the slave. However, in the slave board, the slave board controller and the AFE (Analog Front-End) mostly adopt isolated SPI communication, and all AFEs are configured with addresses and communicate with the slave board controller in parallel. Due to the limitation of the address node and the influence of the communication quality, a single slave board is not connected with too many AFEs, and the common quantity is 2-6. This results in 10 slave boards being carried over the CAN communication of 1 master board, common in some bus battery systems, resulting in higher costs.
After the daisy chain communication is applied to the AFE, the communication cost is obviously reduced. The communication lines are reduced from 4 to 2, isolated communication does not need to be provided with a power supply, the cascade number of address built-in support is increased, parallel communication is converted into serial communication, and the like, so that the daisy chain is a new favorite of a BMS communication mode. The system architecture becomes the master board daisy-chained to access the slave boards without MCUs, also with daisy-chained communication between the AFEs and the slave boards within each slave board. However, the daisy chain in the AFE still adopts the SPI communication protocol, which is poor in reliability. Although the physical layer uses differential signals, the physical layer is limited in the driving capability and level amplitude of the chip, and the number of AFEs supporting the cascade connection is limited, and at present, 32 AFEs are cascaded on a daisy chain at most. If the communication distance is too long, external interference is introduced into communication by exposed communication wiring harnesses, the quality of communication is affected, and reliability is deteriorated.
Hard-wired fault signals are used in many systems to either pass the fault signal to the master board in cascade in the AFE or to pass the slave board fault status to the master board. Hard line fault signals are mostly high and low levels, and the high and low level signals have poor immunity to interference in long-distance transmission, so that the reliability of the signals is also poor.
As CAN be seen from the above, in the current battery management system, the main system uses CAN communication, the sub-system uses daisy chain communication, and a conversion system is required to interface the two communication modes, thereby increasing the cost. In addition, a primary micro control unit system is added, and compared with a dense small system, the cost is higher than that of a pure daisy chain communication system; further, the load factor of the CAN bus is limited, the battery management system cannot be made too large, although the battery management system CAN meet the requirements of a passenger car system and a bus system, the battery management system cannot be compatible with a large energy storage system, and the flexibility is low; on the other hand, hard-wired signals as a fault alarm aid add to the complexity of the system, resulting in increased costs.
SUMMERY OF THE UTILITY MODEL
In view of this, the present invention is directed to a battery management system, which has the advantages of high reliability, high safety and low cost.
In order to achieve the above purpose, the technical scheme of the utility model is realized like this:
a battery management system, comprising: the management subsystems are connected, and daisy chain communication is adopted in each management subsystem; and the battery control unit is connected with the plurality of management subsystems and communicates with the plurality of management subsystems by adopting a CAN (controller area network).
Further, each of the management subsystems includes: each battery cell management module comprises a plurality of acquisition front ends, the acquisition front ends are in daisy chain communication, and the battery cell management modules are in daisy chain communication; the battery cell management unit is connected with the battery cell management modules in a daisy chain communication mode.
Furthermore, daisy chain communication is carried out between a plurality of acquisition front ends in a capacitance isolation mode.
Further, daisy chain communication is performed between the plurality of cell management modules in a transformer isolation manner, and daisy chain communication is performed between the cell management unit and the plurality of cell management modules in a transformer isolation manner.
Furthermore, fault information acquired by a plurality of acquisition front ends is transmitted to the battery cell management unit in parallel in a hard-line signal mode; and the battery core management unit and the battery control unit carry out CAN communication so as to transmit the fault signal to the battery control unit.
Furthermore, a plurality of management subsystems are connected in series, each management subsystem comprises a fault input port and a fault output port, and each management subsystem sequentially transmits the collected fault information to the next management subsystem in a hard-line signal mode until the collected fault information is transmitted to the battery control unit.
Furthermore, the hard wire signal is transmitted in a PWM mode, and the mode of the same frequency and different duty ratios or the mode of different frequencies and the same duty ratios is selected for signal transmission.
Further, the battery cell information acquired by the acquisition front ends is transmitted to the corresponding battery cell management modules through daisy chain communication.
Further, the number of the cell management modules is determined according to the number of the batteries.
Compared with the prior art, battery management system have following advantage:
the utility model discloses a battery management system, divide into the two-stage with whole battery management system's communication, the one-level comprises the communication between battery control unit and a plurality of management subsystems, the two-stage is the intercommunication of a plurality of management subsystems, two-stage communication adopts CAN communication and daisy chain communication respectively, the inside design of a plurality of management subsystems has hardwire fault signal, adopt the parallel form to transmit the fault signal of every AFE to electric core management module, the hardwire cascade signal is also designed in one-level communication, transmit the fault signal of second grade communication, and adopt the transmission mode of shaking hands of series connection, reduce battery control unit's input pressure, thereby improve the reliability of system; in addition, the capacitor isolation mode is adopted in the battery cell management modules for daisy chain communication, and the isolation modes of the transformers are adopted between the battery cell management modules and the battery cell management units for daisy chain communication, so that the cost and the communication reliability are both considered, and the battery management system has the advantages of high reliability, high safety and low cost.
Another object of the present invention is to provide a vehicle, the battery management system of the vehicle has the advantages of high reliability, high safety and low cost.
In order to achieve the above purpose, the technical scheme of the utility model is realized like this:
a vehicle is provided with the battery management system as described in the above embodiments.
The vehicle and the battery management system have the same advantages compared with the prior art, and are not described in detail herein.
Drawings
The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:
fig. 1 is a schematic structural diagram of a battery management system according to an embodiment of the present invention.
Description of reference numerals:
110-a management subsystem; 120-a battery control unit; 111-a cell management module; 112-cell management unit.
Detailed Description
It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
Fig. 1 is a schematic structural diagram of a battery management system according to an embodiment of the present invention.
As shown in fig. 1, a battery management system according to an embodiment of the present invention includes: a plurality of management subsystems 110 and a battery control unit 120.
Specifically, a plurality of management subsystems 110 are connected to each other, and each management subsystem 110 employs daisy chain communication. The battery control unit 120 is connected to the plurality of management subsystems 110, and CAN communication is used between the battery control unit 120 and the plurality of management subsystems 110.
That is to say, the utility model discloses a battery management system adopts the second grade communication mode, falls into a plurality of management subsystems 110 and battery control unit 120 with whole BMS, and every management subsystem 110 is inside to adopt the daisy chain communication, CAN adopt CAN communication between management subsystem 110 and the battery control unit 120, and it is supplementary as reporting to the police to be equipped with the hardwire signal again to system reliability has been improved.
In an embodiment of the present invention, as shown in fig. 1, each management subsystem 110 includes: a plurality of cell management modules 111 and a cell management unit 112.
Specifically, each cell management module 111 includes a plurality of acquisition front ends, daisy chain communication is adopted between the acquisition front ends, and daisy chain communication is adopted between the cell management modules 111. The cell management unit 112 is connected to the plurality of cell management modules 111, and daisy chain communication is adopted between the cell management unit 112 and the plurality of cell management modules 111.
Specifically, daisy chain communication is performed between the multiple acquisition front ends in a capacitive isolation manner.
Specifically, daisy-chain communication is performed between the plurality of cell management modules 111 in a transformer isolation manner, and daisy-chain communication is performed between the cell management unit 112 and the plurality of cell management modules 111 in a transformer isolation manner.
In other words, each management subsystem 110 is composed of a plurality of cell management modules 111 and a cell management unit 112, and each cell management module 111 includes a plurality of acquisition front end AFEs (for example, 3 AFEs in fig. 1). Daisy chain communication is adopted among the AFEs, and capacitors are selected as isolation media for communication isolation. Daisy-chain communication is also adopted between the plurality of cell management modules 111 and the cell management unit 112, and transformers are selected as isolation media for communication isolation. The cell management unit 112 mainly functions to switch the internal communication and the external communication of the battery management system. The fault signal of each AFE is transmitted in parallel to the cell management unit 112 as redundancy for daisy-chain communication.
That is, in the battery management system, the battery control unit 120 is connected as a master to the cell management unit 112 in each management subsystem 110 through CAN communication, and is configured with a hard-wired serial signal to assist in fault alarm. In addition, the communication mode in each management subsystem 110 is a two-wire daisy chain, and meanwhile, a hard-wire signal is used for fault alarm assistance, fault information is transmitted to the corresponding battery cell management unit 112 in parallel, and then the battery cell management unit 112 sends the information to the battery control unit 120.
In a specific embodiment, in the case of a dispersed vehicle battery layout, the management subsystems 110 may be divided into regions. Each management subsystem 110 and the battery control unit 120 adopt highly reliable CAN communication, so that the influence of interference on the system in a long-distance communication process is avoided, and the communication reliability of the whole battery management system is improved. The cell management module 111 and the corresponding cell management unit 112 in each management subsystem 110 adopt a daisy chain communication which is relatively cheap and has a certain disturbance rejection capability each time due to the close distance, thereby reducing the cost. Furthermore, a set of hard line fault alarm system is added, namely, a communication mode of a shadow line signal is used as an auxiliary mode, and the overall safety and reliability of the battery management system are improved.
In an embodiment of the present invention, the number of the cell management modules 111 is determined according to the number of the batteries. Because the batteries in each management subsystem 110 are relatively centralized, a centralized collection mode is selected for voltage and temperature collection. Therefore, according to the different number of batteries, the battery cell management modules 111 with different numbers can be selected for monitoring, so that flexible configuration is facilitated, and flexibility and applicability are improved.
As described above, daisy-chain communication is performed between the plurality of AFEs in each cell management module 111. Since daisy chain communication is a differential signal with two wires, the level amplitude is low, and the electric potential between the upper and lower AFEs is different, the communication between the two AFEs cannot be directly connected from the physical level, and isolation communication must be used. The embodiment of the utility model provides an in, select electric capacity to do the medium of isolation communication for use, have low cost's advantage, and communication distance is short in PCB (Printed Circuit Board), has the protection of floor's copper foil, receives outside interference little, and the communication effect has also ensured. Each AFE is connected with a corresponding battery module, collects the voltage of the single battery and the temperature data of the module, and the collected data is transmitted from the upper AFE to the lower AFE in sequence along the daisy chain and finally transmitted to the battery cell management unit 112.
On the other hand, daisy-chain communication is also employed between the plurality of cell management modules 111, and between the plurality of cell management modules 111 and the cell management unit 112, and isolated communication is also required. The communication distances are different due to the difference of installation positions, and the communication wire harnesses are exposed outside, so that the isolation mode of the capacitor cannot meet the requirement. The embodiment of the utility model provides an in, chooseed for use the transformer as the isolation medium, joined in marriage common mode inductance and do communication filtering, reduce the disturbance of coupling on the communication line, improve the reliability of communication.
In an embodiment of the present invention, the fault information collected by the multiple collection front ends is transmitted to the electrical core management unit 112 in parallel by way of hard-line signals; the cell management unit performs CAN communication with the battery control unit 120 to transmit a fault signal to the battery control unit 120. Specifically, a set of hard-line cascade signals is designed in the management subsystem 110 by using the multifunctional supervision and internal safety mechanism of the AFE, and the fault information monitored by the AFE is transmitted by using an isolation optocoupler as a medium. For example, when the battery voltage or the temperature is abnormal, the AFE may transmit the fault information to the cell management unit in parallel by way of a hard-wired signal. The parallel transmission mode is opposite to the series transmission mode, so that the condition that a node fault signal on the battery control unit cannot be transmitted to the battery control unit due to the fault of one node in the series is avoided.
The utility model discloses an in an embodiment, the electric core information that a plurality of collection front ends were gathered is passed through the daisy chain communication and is transmitted corresponding electric core management module 111, and electric core management module 111 transmits electric core information through the daisy chain communication to electric core management unit 112. Further, the cell management unit 112 converts the received battery information into a CAN signal, and then transmits the CAN signal to the battery control unit 120. If the battery has a fault, after the AFE transmits fault information to the cell management unit 112, the cell management unit 112 reports the fault information on the CAN line according to the protocol of the battery control unit 120.
In an embodiment of the present invention, the management subsystems 110 are connected in series, each management subsystem 110 includes a fault input port and a fault output port, and each management subsystem 110 transmits the collected fault information to the next management subsystem 110 in turn in a hard-wired signal manner until transmitting to the battery control unit 120. Specifically, the hard-line signal is transmitted in a PWM manner, and the signal is transmitted in a manner of selecting the same frequency and different duty ratios or selecting different frequencies and the same duty ratio.
Specifically, the cell management unit 112 is designed with a hard-wired cascade signal to transmit a fault signal of the management subsystem 110. When the battery management unit 112 receives the fault information transmitted by the AFE, the fault information is transmitted to the battery control unit 120 through a hard-wire signal in addition to the CAN line. Unlike the way in which CAN communication communicates directly with the battery control unit 120, this hardwired cascade signal is passed stage by stage. That is, each management subsystem 110 has two interfaces, one as a fault accept, i.e., fault input port, and one as a fault output, i.e., fault output port. When the management subsystem 110 has a fault, the fault information is transmitted to the next management subsystem 110 through the fault output port, and the next management subsystem 110 receives the fault information of the previous management subsystem 110 and then continuously transmits the fault information downwards through the fault output port until the last management subsystem 110 transmits the fault information to the battery control unit 120. It can be understood that if each management subsystem 110 is individually hard-wired to the battery control unit 120, how many interfaces are needed for how many management subsystems 110, which is a great requirement for the resources provided by the battery control unit 120, i.e. the cost is greatly increased. And the embodiment of the utility model discloses an adopt series connection transmission mode just in order to let all management subsystems 110 and battery control unit 120 form the effect of hand in hand, no matter how many management subsystems 110 have, battery management system all only need set up two interfaces and just can transmit the hard wire signal to greatly reduced the cost. Furthermore, the hard wire signal is transmitted in a PWM (pulse width modulation) mode, and the mode of the same frequency and different duty ratios or the mode of the different frequency and the same duty ratio can be selected for signal transmission, so that system misjudgment cannot be caused even if external interference is received in long-distance transmission, and the reliability of hard wire fault transmission is improved.
In conclusion, according to the utility model discloses battery management system, divide into two-stage with whole battery management system's communication, the one-level comprises the communication between battery control unit and a plurality of management subsystems, the two-stage is the intercommunication of a plurality of management subsystems, CAN communication and daisy chain communication are adopted respectively in the two-stage communication, the inside design of a plurality of management subsystems has hard wire fault signal, adopt the parallel form to transmit the fault signal of every AFE to electric core management module, the hard wire cascade signal is also designed in the one-level communication, transmit the fault signal of two-stage communication, and adopt the transmission mode of shaking hands of establishing ties, reduce battery control unit's input pressure, thereby improve the reliability of system; in addition, the capacitor isolation mode is adopted in the battery cell management modules for daisy chain communication, and the isolation modes of the transformers are adopted between the battery cell management modules and the battery cell management units for daisy chain communication, so that the cost and the communication reliability are both considered, and the battery management system has the advantages of high reliability, high safety, low cost, good flexibility and wide application range.
Further, an embodiment of the present invention discloses a vehicle provided with the battery management system as described in any of the above embodiments.
According to the utility model discloses the vehicle, divide into the two-stage with whole battery management system's communication, the one-level comprises the communication between battery control unit and a plurality of management subsystems, the two-stage is the intercommunication of a plurality of management subsystems, two-stage communication adopts CAN communication and daisy chain communication respectively, the inside design of a plurality of management subsystems has hardwire fault signal, adopt the form of connecting in parallel to transmit the fault signal of every AFE to electric core management module, the hardwire cascade signal is also designed in one-level communication, transmit the fault signal of second grade communication, and adopt the transmission mode of shaking hands of establishing ties, reduce battery control unit's input pressure, thereby improve the reliability of system; in addition, the capacitor isolation mode is adopted in the battery cell management modules for daisy chain communication, and the isolation modes of the transformers are adopted between the battery cell management modules and the battery cell management units for daisy chain communication, so that the cost and the communication reliability are both considered, and the battery management system of the vehicle has the advantages of high reliability, high safety, low cost, good flexibility and wide application range.
In addition, other configurations and functions of the vehicle according to the embodiment of the present invention are known to those skilled in the art, and are not described herein in detail in order to reduce redundancy.
The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (9)
1. A battery management system, comprising:
the management subsystems are connected, and daisy chain communication is adopted in each management subsystem;
the battery control unit is connected with the plurality of management subsystems and communicates with the plurality of management subsystems by adopting a CAN (controller area network);
each of the management subsystems includes:
each battery cell management module comprises a plurality of acquisition front ends, the acquisition front ends are in daisy chain communication, and the battery cell management modules are in daisy chain communication;
the battery cell management unit is connected with the battery cell management modules in a daisy chain communication mode.
2. The battery management system of claim 1, wherein a plurality of the acquisition front ends are daisy-chained in a capacitively isolated manner.
3. The battery management system of claim 1, wherein the plurality of cell management modules are daisy-chained in a transformer isolated manner, and the cell management unit is daisy-chained in a transformer isolated manner with the plurality of cell management modules.
4. The battery management system according to claim 2 or 3, wherein the fault information collected by the plurality of collecting front ends is transmitted to the cell management unit in parallel by way of hard-line signals;
and the battery core management unit and the battery control unit carry out CAN communication so as to transmit the fault information to the battery control unit.
5. The battery management system of claim 4, wherein a plurality of the management subsystems are connected in series, each of the management subsystems includes a fault input port and a fault output port, and each of the management subsystems transmits the collected fault information to the next management subsystem in sequence in a hard-wired signal manner until the collected fault information is transmitted to the battery control unit.
6. The battery management system of claim 5, wherein the hard-wired signal is transmitted by PWM and the same frequency and different duty ratio or different frequency and duty ratio are selected for signal transmission.
7. The battery management system of claim 6, wherein the cell information collected by the plurality of collection front ends is transmitted to the corresponding cell management module via daisy-chain communication.
8. The battery management system of claim 1, wherein the number of cell management modules is determined by the number of batteries.
9. A vehicle characterized by comprising a battery management system according to any one of claims 1-8.
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| CN201921665172.5U CN211417022U (en) | 2019-09-30 | 2019-09-30 | Battery management system and vehicle |
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| CN201921665172.5U CN211417022U (en) | 2019-09-30 | 2019-09-30 | Battery management system and vehicle |
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Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113320554A (en) * | 2021-04-19 | 2021-08-31 | 北京北交新能科技有限公司 | Battery management system for rail transit |
| CN113320555A (en) * | 2021-04-19 | 2021-08-31 | 北京北交新能科技有限公司 | High-isolation and voltage-withstanding battery management system for rail transit |
| CN113764748A (en) * | 2021-09-01 | 2021-12-07 | 江苏固德威电源科技股份有限公司 | Battery management system and multi-cluster parallel energy storage system applying same |
| CN115825794A (en) * | 2022-01-07 | 2023-03-21 | 宁德时代新能源科技股份有限公司 | Battery core sampling circuit, circuit fault early warning method and battery management system |
| WO2023071757A1 (en) * | 2021-10-29 | 2023-05-04 | 比亚迪股份有限公司 | Sampling apparatus, battery management system, and vehicle |
| EP4239346A4 (en) * | 2022-01-07 | 2023-12-27 | Contemporary Amperex Technology Co., Limited | Cell sampling circuit, circuit fault early-warning method, and battery management system |
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2019
- 2019-09-30 CN CN201921665172.5U patent/CN211417022U/en active Active
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113320554A (en) * | 2021-04-19 | 2021-08-31 | 北京北交新能科技有限公司 | Battery management system for rail transit |
| CN113320555A (en) * | 2021-04-19 | 2021-08-31 | 北京北交新能科技有限公司 | High-isolation and voltage-withstanding battery management system for rail transit |
| CN113764748A (en) * | 2021-09-01 | 2021-12-07 | 江苏固德威电源科技股份有限公司 | Battery management system and multi-cluster parallel energy storage system applying same |
| CN113764748B (en) * | 2021-09-01 | 2023-07-07 | 固德威技术股份有限公司 | Battery management system and multi-cluster parallel energy storage system applying same |
| WO2023071757A1 (en) * | 2021-10-29 | 2023-05-04 | 比亚迪股份有限公司 | Sampling apparatus, battery management system, and vehicle |
| CN115825794A (en) * | 2022-01-07 | 2023-03-21 | 宁德时代新能源科技股份有限公司 | Battery core sampling circuit, circuit fault early warning method and battery management system |
| CN115825794B (en) * | 2022-01-07 | 2023-11-17 | 宁德时代新能源科技股份有限公司 | Battery cell sampling circuit, circuit fault early warning method and battery management system |
| EP4239346A4 (en) * | 2022-01-07 | 2023-12-27 | Contemporary Amperex Technology Co., Limited | Cell sampling circuit, circuit fault early-warning method, and battery management system |
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Effective date of registration: 20210104 Address after: 1098 Dacheng Road, East Park, Xishan Economic Development Zone, Wuxi City, Jiangsu Province Patentee after: Honeycomb energy technology (Wuxi) Co.,Ltd. Address before: 213200 168 Huacheng Road, Jintan District, Changzhou, Jiangsu Patentee before: SVOLT Energy Technology Co.,Ltd. |
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