CN218228711U - Energy conversion device and vehicle - Google Patents
Energy conversion device and vehicle Download PDFInfo
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- CN218228711U CN218228711U CN202222621769.8U CN202222621769U CN218228711U CN 218228711 U CN218228711 U CN 218228711U CN 202222621769 U CN202222621769 U CN 202222621769U CN 218228711 U CN218228711 U CN 218228711U
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The utility model relates to an energy conversion device and vehicle, relate to the technical field of electric automobile, the device includes load and energy battery and power battery connected with load, the capacity of energy battery is greater than the capacity of power battery, the charge-discharge multiplying power of power battery is greater than the charge-discharge multiplying power of energy battery, mean that energy battery possesses higher energy density, and the power battery possesses higher power density; the energy battery supplies power for the load when the vehicle is in a non-preset speed change state so as to ensure the cruising performance, the power battery supplies power for the load when the vehicle is in a preset speed change state so as to ensure the driving performance, and the cruising performance and the driving performance of the vehicle in the driving process are ensured through the cooperation of the energy battery and the power battery.
Description
Technical Field
The disclosure relates to the technical field of electric automobiles, in particular to an energy conversion device and a vehicle.
Background
With the development of electric vehicles, people have higher and higher requirements on electric vehicles. On the one hand, it is required to have more energy to satisfy a higher driving range, which means that the battery of the electric vehicle needs to have a higher energy density. On the other hand, the battery of the electric vehicle is required to have a strong driving performance to meet the index of rapid acceleration or rapid deceleration, which means that the battery of the electric vehicle needs to have a high power density. However, since the energy density and the power density cannot be obtained at the same time for the battery, the current electric vehicle cannot satisfy both the cruising performance and the driving performance.
SUMMERY OF THE UTILITY MODEL
The present disclosure provides an energy conversion device and a vehicle, and aims to solve the technical problems.
In order to achieve the above object, the present disclosure provides an energy conversion apparatus including: a load; an energy battery connected to the load, the energy battery being configured to power the load when the vehicle is in a non-preset shift state; the power battery is connected with the load and is configured to supply power to the load when the vehicle is in a preset speed change state, wherein the capacity of the energy battery is larger than that of the power battery, and the charging and discharging multiplying power of the power battery is larger than that of the energy battery.
Optionally, the energy battery and the power battery are connected.
Optionally, the energy conversion device further comprises: a bi-directional DC circuit connected with the energy battery and the power battery, respectively, the bi-directional DC circuit configured to control energy transfer between the energy battery and the power battery.
Optionally, the bidirectional DC circuit comprises: a buck-boost module; the voltage boosting and reducing module is configured to charge a battery with a low output voltage of the power battery and the energy battery after voltage reduction processing is performed on the output voltage of the battery with a high output voltage of the power battery and the energy battery, or charge a battery with a high output voltage of the power battery and the energy battery after voltage boosting processing is performed on the output voltage of the battery with a low output voltage of the power battery and the energy battery.
Optionally, the buck-boost module comprises: a first inductor and a first inverter bridge; one end of the first inductor is connected with the positive electrode end of the energy battery, and the other end of the first inductor is connected with the central point of a bridge arm of the first inverter bridge; and a first bus end of the first inverter bridge is connected with the positive end of the power battery, and a second bus end of the first inverter bridge is respectively connected with the negative end of the power battery and the negative end of the energy battery.
Optionally, the buck-boost module comprises: a second inductor and a second inverter bridge; one end of the second inductor is connected with the center point of a bridge arm of the second inverter bridge, and the other end of the second inductor is connected with the positive terminal of the power battery; and a first bus end of the second inverter bridge is connected with the positive end of the energy battery, and a second bus end of the second inverter bridge is respectively connected with the negative end of the power battery and the negative end of the energy battery.
Optionally, the energy conversion device further comprises: a charging interface connected to the energy battery, the charging interface configured to charge the energy battery and the power battery through a charging pile.
Optionally, the energy conversion device further comprises: a controller connected to the load, the energy battery and the power battery, respectively, the controller being configured to control the load to charge the energy battery and/or the power battery with the feedback current of the load.
Optionally, the load comprises: a drive motor and a motor controller; the driving motor is connected with the motor controller.
The present disclosure also provides a vehicle including the above energy conversion apparatus.
The energy conversion device comprises a load, and an energy battery and a power battery which are connected with the load, wherein the capacity of the energy battery is greater than that of the power battery, and the charging and discharging multiplying power of the power battery is greater than that of the energy battery, which means that the energy battery has higher energy density and the power battery has higher power density; the energy battery supplies power for the load when the vehicle is in a non-preset speed change state so as to ensure the cruising performance, the power battery supplies power for the load when the vehicle is in a preset speed change state so as to ensure the driving performance, and the cruising performance and the driving performance of the vehicle in the driving process are ensured through the cooperation of the energy battery and the power battery.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
fig. 1 is a schematic view of a conventional energy conversion apparatus.
Fig. 2 is a schematic view of a conventional energy conversion apparatus.
Fig. 3 is a schematic diagram of an energy conversion apparatus provided by an embodiment of the present disclosure.
Fig. 4 is a schematic diagram of an energy conversion device provided by another embodiment of the present disclosure.
Fig. 5 is a schematic diagram of an energy conversion device provided by another embodiment of the present disclosure.
Fig. 6 is a schematic diagram of an energy conversion device provided by another embodiment of the present disclosure.
Fig. 7 is a schematic diagram of an energy conversion device provided by another embodiment of the present disclosure.
Fig. 8 is a schematic diagram of an energy conversion device provided by another embodiment of the present disclosure.
Description of the reference numerals
100-an energy conversion device; 110-load; 120-energy battery; 130-power battery; 140-a bidirectional DC circuit; 141-a buck-boost module; l1-a first inductance; l2-a second inductor; 1411-a first inverter bridge; 1412 — a second inverting bridge; 150-charging interface.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
With the development of electric vehicles, people have higher and higher requirements on electric vehicles. On one hand, the battery of the electric automobile needs to have higher energy density, namely, under the same volume of the battery, more energy can be provided for the whole automobile. On the other hand, the battery of the electric vehicle is required to have a strong driving performance to meet the index of rapid acceleration or rapid deceleration, so that the smoothness and comfort of rapid acceleration/deceleration are met under the condition of rapid acceleration or rapid deceleration, which means that the battery of the electric vehicle needs to have a higher power density, that is, to be capable of instantly providing/recovering strong power output, that is, to be capable of instantly releasing or recovering a very large current. The energy density refers to the energy contained in a unit volume of the battery, and the power density refers to the maximum power that the battery can output divided by the weight or volume of the entire battery.
In the present manner, as shown in fig. 1, a conventional energy conversion apparatus includes a power battery 1 and a high-voltage load 2, the power battery 1 supplies power to the high-voltage load 2, and a feedback current of the high-voltage load 2 charges the power battery 1. Alternatively, as shown in fig. 2, the conventional energy conversion device further includes a DC/DC, and the energy between the power battery 1 and the high-voltage load 2 is converted through the DC/DC, specifically, the energy of the power battery 1 supplies power to the high-voltage load 2 through the DC/DC, and the energy of the high-voltage load 2 charges the power battery 1 through the DC/DC.
For a power battery, energy density and power density cannot be obtained at the same time, so that the current electric automobile cannot meet the requirements of cruising performance and driving performance at the same time. In addition, for a battery with a high SOC (State of charge), the battery has abundant electric energy, the electric energy that the battery can continuously store is limited, the load feeds back current to the battery, only part of the current enters the battery, and the part of the fed back current may also cause a high SOC due to the fact that the battery itself stores more electric energy, so that the battery is overcharged. The other part is converted into other energy forms, such as heat energy between the ground and the wheels, and certain harm is caused to the wheels, so that the rapid acceleration/deceleration irregularity is caused, and the experience of passengers on the vehicle is also influenced.
A high SOC battery has a risk of overcharging during energy recovery. It can be understood that the battery voltage Uo = Uocv + I × R, where Uo is the battery output voltage, uocv is the battery open-circuit voltage (the voltage is strongly related to the battery SOC, and under the same conditions, the higher the SOC, the higher Uocv), I is the charging current, and R is the battery internal resistance, when the feedback current is large, uo is likely to exceed its maximum voltage to cause overcharge, for example, uo of an lithium iron battery exceeds 3.75V, which may cause damage to the battery life.
For example, for a battery with a battery capacity of 100kwh, at 4kwh of electricity, the SOC of the battery is 96%, at which the receivable feedback current is limited and the power density is low.
To solve the above problem, the present disclosure provides an energy conversion apparatus, which may be applied to a vehicle, for example, the vehicle may be an electric automobile, as shown in fig. 3, the energy conversion apparatus 100 includes: load 110, energy battery 120, and power battery 130. The energy battery 120 is connected to the load 110, and the power battery 130 is connected to the load 110.
Wherein the capacity of the energy battery is greater than the capacity of the power battery. For example, the capacity of the energy battery is 20kwh, and the capacity of the power battery is 80kwh. It can be understood that the capacity of the energy battery is large, and compared with a power battery, the energy battery has higher energy density and stronger cruising performance. That is, the energy battery is a battery having a small instantaneous charge/discharge energy but a large stored energy. The battery energy in the power battery is less, and when the power battery and the energy battery supply power to the load, under the condition of consuming the same electric energy, compared with the energy battery, the SOC of the discharged power battery is smaller, and the power battery has higher power density and stronger driving performance. That is, the power battery has a strong instantaneous charge/discharge capacity but stores a small amount of energy. Alternatively, the SOC of the power cell may be maintained between 40% -60%. The charging and discharging multiplying power of the power battery is larger than that of the energy battery, the charging and discharging multiplying power is in positive correlation with the power density, the power density is larger if the charging and discharging multiplying power is larger, and the fact that the power battery has higher power density and stronger driving performance compared with the energy battery is shown.
The load 110 may be a load on a vehicle. For example, the load 110 may include a motor on a vehicle, e.g., the load 110 includes a drive motor and a motor controller; the driving motor is connected with the motor controller. The motor controller on the vehicle drives the driving motor by controlling the motor so as to drive the vehicle to run or brake by the driving motor. Alternatively, the driving motor may be a motor for controlling the rotation of the wheel, and may also be a motor for controlling the opening and closing of the door.
The energy conversion device may be embodied as a battery (including an energy battery and a power battery) for supplying power to the load, for example, the energy battery 120 is configured to supply power to the load when the vehicle is in the non-preset speed change state.
The speed change in this embodiment refers to acceleration or deceleration, and the preset speed change state is that the acceleration is greater than a preset value, for example, the preset value may be 6m/s 2 . The preset shift state is expressed as a sudden acceleration or a sudden deceleration of the vehicle. Conversely, the non-preset shifting state is that the acceleration is less than or equal to the preset value, and the non-preset state represents that the vehicle runs smoothly.
When the vehicle is in a non-preset speed change state, the vehicle does not need to provide strong power instantly, and the load is continuously supplied with power through the energy battery 120 with high energy density.
The power battery 130 is configured to supply power to the load when the vehicle is in a preset shifting state.
When the vehicle is in a preset speed change state, the vehicle needs to provide strong power instantly, and the power battery 130 with high power density provides electric energy for the load, so that the energy requirement in a sudden braking or sudden acceleration scene can be met.
The energy conversion device provided by the embodiment comprises a load, and an energy battery and a power battery which are connected with the load, wherein the capacity of the energy battery is larger than that of the power battery, and the charge-discharge multiplying power of the power battery is larger than that of the energy battery, which means that the energy battery has higher energy density, and the power battery has higher power density; the energy battery supplies power for the load when the vehicle is in a non-preset speed change state so as to ensure the cruising performance, the power battery supplies power for the load when the vehicle is in a preset speed change state so as to ensure the driving performance, and the cruising performance and the driving performance of the vehicle in the driving process are ensured through the cooperation of the energy battery and the power battery. And two batteries can be redundant each other, and when one of them battery damages or breaks down, supply power for the load by another battery, guarantee that the load has the electric energy to supply all the time, strengthened energy conversion device's stability.
Since the electric energy stored in the power battery is small, the electric energy in the power battery needs to be consumed each time the vehicle is in the non-preset shifting state. In order to ensure that the power battery can continuously supply power under the preset speed change state, in one embodiment, as shown in fig. 4, the energy battery 120 and the power battery 130 are connected, through the connection relationship, energy can flow between the two batteries, and the energy battery 120 transfers the electric energy therein to the power battery 130 through the connection relationship, so that the electric energy for supplying power under the sudden acceleration/deceleration condition still exists in the power battery 130.
In another embodiment, as shown in fig. 5, the energy conversion apparatus 100 further includes: a bi-directional DC circuit 140. A bi-directional DC circuit 140 connected to the energy battery 120 and the power battery 130, respectively, the bi-directional DC circuit 140 configured to control energy transfer between the energy battery 120 and the power battery 130. For example, the electrical energy of the energy battery 120 is transferred to the power battery 130 through the bidirectional DC circuit, so that the electrical energy still exists in the power battery 130 to power the jerk/deceleration situation.
Optionally, as shown in fig. 6 or fig. 7, the bidirectional DC circuit includes: a buck-boost module 141; the buck-boost module 141 has a boost or buck function.
The voltage boosting and reducing module 141 is configured to charge the battery with the lower output voltage of the power battery and the energy battery after performing voltage boosting processing on the output voltage of the battery with the higher output voltage of the power battery and the energy battery, or charge the battery with the higher output voltage of the power battery and the energy battery after performing voltage boosting processing on the output voltage of the battery with the lower output voltage of the power battery and the energy battery. For example, when the voltage output by the energy battery is smaller than the voltage output by the power battery, the bidirectional DC circuit boosts the voltage output by the energy battery and provides the boosted voltage to the power battery; the bidirectional DC circuit can also provide the voltage output by the power battery to the energy battery after voltage reduction processing. Conversely, when the voltage output by the energy battery is greater than the voltage output by the power battery, the bidirectional DC circuit reduces the voltage output by the energy battery and provides the voltage to the power battery; the bidirectional DC circuit can also boost the voltage output by the power battery and provide the boosted voltage to the energy battery.
In one embodiment, as shown in fig. 6, the buck-boost module 141 includes: a first inductor L1 and a first inverter bridge 1411; one end of the first inductor L1 is connected to the positive terminal of the energy battery 120, and the other end of the first inductor L1 is connected to the bridge arm center point of the first inverter bridge 1411; a first bus end of the first inverter bridge 1411 is connected to the positive end of the power battery 130, and a second bus end of the first inverter bridge 1411 is connected to the negative end of the power battery 130 and the negative end of the energy battery 120, respectively.
In another embodiment, as shown in fig. 7, the buck-boost module 141 includes: a second inductor L2 and a second inverter bridge 1412; one end of the second inductor L2 is connected to a bridge arm center point of the second inverter bridge 1412, and the other end of the second inductor L2 is connected to the positive end of the power battery 130; a first bus end of the second inverter bridge 1412 is connected to the positive end of the energy battery 120, and a second bus end of the second inverter bridge 1412 is connected to the negative end of the power battery 130 and the negative end of the energy battery 120, respectively.
The step-up/step-down module is not limited to the one shown in fig. 6 and 7, and may have another structure as long as it can perform the step-up and step-down functions.
The energy conversion device can also be used for loading feedback current to the battery, and the battery is charged through the feedback current, so that the energy consumption of the whole vehicle is reduced. In one embodiment, the energy conversion device further comprises a controller. The controller is respectively connected with the load, the energy battery and the power battery, and is configured to control the load to charge the energy battery and/or the power battery with feedback current of the load.
In another embodiment, the energy conversion device further comprises a controller, the controller is respectively connected with the load, the energy battery and the power battery of the bidirectional DC circuit, and the controller is configured to control the load to charge the energy battery and/or the power battery with feedback current of the load. In connection with fig. 5, the bi-directional DC circuit 140 is configured to control the transfer of energy between the energy battery 120 and the power battery 130. For example, the bi-directional DC circuit may transmit a feedback current of the load to the battery, and charge the battery with the feedback current.
In the energy device exchanging device provided by the embodiment, the feedback current is stored by the power battery and the energy battery, so that the overcharge phenomenon of the batteries is prevented. In the feedback process, after the electric energy of one battery is excessive, the electric energy of the battery with excessive electric energy can be transmitted to the other battery through the bidirectional DC circuit, so that the overcharge phenomenon in 2 batteries is avoided.
Optionally, as shown in fig. 8, the energy conversion device further includes: a charging interface 150.
A charging interface, wherein the charging interface 150 is connected to the energy battery, and the charging interface 150 is configured to charge the energy battery and the power battery through a charging pile. When needing to charge, fill electric pile's rifle that charges and insert the interface that charges and charge for the battery.
When whole car has the demand of charging, can directly charge for energy battery, through step-up and step-down module with electric energy transmission to power battery, the chronogenesis of charging as follows:
sequence 1: the switching tube of the first inverter bridge 1411 is closed, and the charging pile charges the energy battery 120 independently;
and (2) time sequence: the lower bridge arm of the first inverter bridge 1411 is turned on, the upper bridge arm is turned off, and the charging pile charges the energy battery 120 while the first inductor L1 stores energy.
Sequence 3: the lower arm of the first inverter bridge 1411 is turned off, the upper arm is turned on, the charging pile charges the energy battery 120, and the charging pile and the first inductor L1 simultaneously charge the power battery 130.
In addition to the above-described modes, the charging sequence may be:
sequence 1: the switching tube of the first inverter bridge 1411 is turned off, and the charging pile charges the energy battery 120 alone.
And (2) in sequence: the lower arm of the first inverter bridge 1411 is turned off, the upper arm is turned on, and the charging pile simultaneously charges the energy battery 120 and the power battery 130.
For example, the capacity of the energy battery is 20kwh, the capacity of the power battery is 80kwh, and the SOC of both batteries is 100% when the vehicle is fully charged. Since the SOC of the power battery needs to be maintained between 40% and 60%, the SOC of the power battery may be one of the values (referred to as a preset SOC) in the range, for example, the preset SOC is 50%. Therefore, when the vehicle is driven, the electric energy of the power battery is preferentially discharged, so that the SOC of the power battery is maintained at the preset SOC, so that the power battery can provide strong output power in the preset gear shifting state. After the power battery is discharged in the preset speed change state, the electric energy is reduced, the actual SOC of the power battery is smaller than the preset SOC, and the energy battery can transmit energy to the power battery through the connection relation (such as direct connection or bidirectional DC circuit connection) with the power battery, so that the actual SOC of the power battery is maintained at the preset SOC, and the follow-up continuous strong output power supply is facilitated.
The electric energy in the power battery may be consumed, so that the SOC of the power battery is smaller than the preset SOC, and the SOC of the power battery may be increased to the preset SOC by the feedback current of the load. For example, a feedback current of the load flows into the power battery, and after the SOC of the power battery is increased to a preset SOC, the current flowing in the power battery flows into the energy battery through the bidirectional DC circuit.
The present disclosure also provides a vehicle including the above energy conversion device, and the energy conversion device is used for implementing energy exchange on the vehicle, for example, implementing power supply from a battery (power battery or energy battery) to a load, or implementing feedback current from the load to the battery (power battery or energy battery), and charging the battery (power battery or energy battery) through the feedback current.
In summary, the energy conversion apparatus and the vehicle provided by the present disclosure include a load, and an energy battery and a power battery connected to the load, where the capacity of the energy battery is greater than the capacity of the power battery, and the charge/discharge rate of the power battery is greater than the charge/discharge rate of the energy battery, which means that the energy battery has a higher energy density, and the power battery has a higher power density; the energy battery supplies power for the load when the vehicle is in a non-preset speed change state so as to ensure the cruising performance, the power battery supplies power for the load when the vehicle is in a preset speed change state so as to ensure the driving performance, and the cruising performance and the driving performance of the vehicle in the driving process are ensured through the cooperation of the energy battery and the power battery.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (10)
1. An energy conversion device, characterized in that the energy conversion device comprises:
a load;
an energy battery connected to the load, the energy battery being configured to power the load when the vehicle is in a non-preset shift state;
the power battery is connected with the load and is configured to supply power to the load when the vehicle is in a preset speed change state, wherein the capacity of the energy battery is larger than that of the power battery, and the charging and discharging multiplying power of the power battery is larger than that of the energy battery.
2. The energy conversion device of claim 1, wherein the energy battery is connected to the power battery.
3. The energy conversion device of claim 1, further comprising:
a bi-directional DC circuit connected with the energy battery and the power battery, respectively, the bi-directional DC circuit configured to control energy transfer between the energy battery and the power battery.
4. The energy conversion device of claim 3, wherein the bidirectional DC circuit comprises: a buck-boost module;
the voltage boosting and reducing module is configured to charge a battery with a low output voltage of the power battery and the energy battery after voltage reduction processing is performed on the output voltage of the battery with a high output voltage of the power battery and the energy battery, or charge a battery with a high output voltage of the power battery and the energy battery after voltage boosting processing is performed on the output voltage of the battery with a low output voltage of the power battery and the energy battery.
5. The energy conversion device of claim 4, wherein the buck-boost module comprises: a first inductor and a first inverter bridge; one end of the first inductor is connected with the positive electrode end of the energy battery, and the other end of the first inductor is connected with the central point of a bridge arm of the first inverter bridge; and a first bus end of the first inverter bridge is connected with the positive end of the power battery, and a second bus end of the first inverter bridge is respectively connected with the negative end of the power battery and the negative end of the energy battery.
6. The energy conversion device of claim 4, wherein the buck-boost module comprises: a second inductor and a second inverter bridge; one end of the second inductor is connected with the central point of a bridge arm of the second inverter bridge, and the other end of the second inductor is connected with the positive end of the power battery; and a first bus end of the second inverter bridge is connected with the positive end of the energy battery, and a second bus end of the second inverter bridge is respectively connected with the negative end of the power battery and the negative end of the energy battery.
7. The energy conversion device of claim 3, further comprising:
the charging interface is connected with the energy battery and is configured to charge the energy battery and the power battery through a charging pile.
8. The energy conversion device according to any one of claims 1 to 7, further comprising:
a controller connected to the load, the energy battery and the power battery, respectively, the controller being configured to control the load to charge the energy battery and/or the power battery with the feedback current of the load.
9. The energy conversion device according to any one of claims 1 to 7, wherein the load comprises: a drive motor and a motor controller; the driving motor is connected with the motor controller.
10. A vehicle characterized by comprising the energy conversion device of any one of claims 1-9.
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| CN202222621769.8U CN218228711U (en) | 2022-09-29 | 2022-09-29 | Energy conversion device and vehicle |
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| CN202222621769.8U CN218228711U (en) | 2022-09-29 | 2022-09-29 | Energy conversion device and vehicle |
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