CN220483131U - Electric bus battery system and electric bus - Google Patents
Electric bus battery system and electric bus Download PDFInfo
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- CN220483131U CN220483131U CN202322103617.3U CN202322103617U CN220483131U CN 220483131 U CN220483131 U CN 220483131U CN 202322103617 U CN202322103617 U CN 202322103617U CN 220483131 U CN220483131 U CN 220483131U
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- 238000010586 diagram Methods 0.000 description 7
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Abstract
The utility model provides an electric bus battery system and an electric bus. Wherein, electric bus battery system includes: the battery pack comprises a plurality of battery packs, and at least one group of electric cores are arranged in the battery packs; the slave controllers are respectively connected with the battery packs and are used for collecting information of the battery cells in the battery packs, and the slave controllers are communicated through a daisy chain; and the master controller is respectively connected with each slave controller, and the master controller and the slave controllers are communicated through a CAN bus. According to the electric bus battery system provided by the embodiment of the utility model, the slave controller communicates through the daisy chain, and the master controller communicates with the slave controller through the CAN bus, so that the cost is saved, and the communication reliability is improved.
Description
Technical Field
The utility model relates to the technical field of battery management systems, in particular to an electric bus battery system and an electric bus.
Background
At present, an electric bus battery system mainly comprises a plurality of standard battery packs, and the plurality of battery packs are connected in parallel after being connected in series into a battery pack by a bus bar to form a driving circuit. The battery system structure of the electric bus comprises 4-8 battery packs which are distributed and arranged at different positions of the whole bus, such as a chassis, a roof and the like, and the interval distance between the battery packs is far. In order to control the battery packs, it is necessary to provide a slave controller and a master controller connected to the slave controllers in each battery pack.
In some embodiments, the master and slave controller communications in the electric bus battery system are divided into CAN communications and daisy-chain communications. The CAN communication mode needs to be provided with a power chip (such as DC/DC and LDO), a microprocessor uC, a CAN transmission chip, an analog front end (responsible for monomer voltage, temperature and equalization) and an isolation device in the slave controller. The architecture has high hardware cost, high software cost and long research and development period. In some embodiments, due to cost problems, the number of slave controllers is often controlled to be 2 to 3, resulting in a longer wire harness from the controllers to the battery cells in the battery pack, which has problems of low utilization of the physical structure of the battery pack and low energy density of the battery pack. And the daisy chain communication, only analog front end, isolation devices are included in the slave controller. The architecture has low hardware cost and does not need to specially develop corresponding slave controller software. However, because the battery packs on the electric bus are respectively placed on the roof and the bottom of the automobile, the daisy chain communication wire harness is long (basically up to tens of meters), meanwhile, because the wire harness arrangement problem (such as in a high-voltage area range) is particularly large in crosstalk received on the communication wire, the daisy chain communication disconnection between the master and slave machines and unexpected tampering of communication data often occur, and serious faults affecting safety such as unexpected power-down occur.
Disclosure of Invention
In view of the above, the present utility model provides an electric bus battery system and an electric bus, which can improve the reliability of communication while saving costs.
In order to solve the technical problems, the utility model adopts the following technical scheme:
an electric bus battery system according to an embodiment of the present utility model includes: a plurality of battery packs, a plurality of slave controllers and a master controller. The battery pack comprises a plurality of battery packs which are connected with each other, and at least one group of battery cores are arranged in the battery packs; the slave controllers are respectively connected with the battery packs, each slave controller comprises a plurality of analog front ends, each analog front end is respectively connected with a corresponding battery core in the battery pack and is used for acquiring information of the battery core, and the analog front ends are communicated through a daisy chain; the master controller is respectively connected with each slave controller, and the master controller is communicated with the slave controllers through CAN buses.
In one embodiment of the utility model, the slave controller communicates through the daisy chain, so that the hardware cost CAN be effectively saved, and the slave controller communicates with the master controller through the CAN bus, so that the reliability of communication CAN be improved.
In one embodiment of the present utility model, the slave controller further includes: and a communication conversion chip. The communication conversion chip and the plurality of analog front ends are communicated through a daisy chain, and the communication conversion chip and the main controller are communicated through a CAN bus.
In one embodiment of the utility model, the communication conversion chip and the plurality of analog front ends are communicated through the daisy chain, so that the hardware cost CAN be effectively saved, and meanwhile, the communication conversion chip and the main controller are communicated through the CAN bus, so that the communication quality CAN be ensured when a long wire harness is used.
In one embodiment of the utility model, a plurality of battery packs are connected in parallel to form a drive circuit, and a plurality of battery packs in the battery packs are connected in series to form a series circuit.
In one embodiment of the utility model, when one battery pack has power failure, other battery packs can continue to supply power to drive the vehicle to continue running, so that the performance of the whole vehicle is improved.
In one embodiment of the present utility model, two sets of first relays are provided at both ends of the series circuit, respectively, and the slave controller further includes: and a relay high-side driving module. The relay high-side driving module is respectively connected with the communication conversion chip and the first relay.
In one embodiment of the present utility model, the communication conversion chip is an information conversion and relay chip, and can send a control signal from the controller to the relay high side driving module, so that the relay high side driving module controls the first relay.
In one embodiment of the utility model, the communication conversion chip is provided with a general input/output interface and is connected with the relay high-side driving module through the general input/output interface.
In one embodiment of the utility model, the universal input/output interface is integrated with a plurality of interfaces, and can configure input/output signals according to actual requirements.
In one embodiment of the utility model, two groups of second relays are respectively arranged at two ends of the driving circuit, and the second relays are connected with the high-side driving module of the relays.
In one embodiment of the present utility model, the electric bus battery system further includes: a vehicle-mounted lead-acid battery. The vehicle-mounted lead-acid battery is respectively connected with the slave controller and the master controller and is used for supplying power to the master controller.
In one embodiment of the present utility model, the slave controller further includes: a DC converter. The direct current converter is respectively connected with the vehicle-mounted lead-acid battery and the communication conversion chip and is used for waking up the communication conversion chip by a hard wire.
The utility model also provides an electric bus, which is characterized by comprising the electric bus battery system of any one of the above embodiments.
The technical scheme of the utility model has at least one of the following beneficial effects:
in the electric bus battery system, the slave controller communicates through the daisy chain, so that the hardware cost CAN be effectively saved, and the slave controller communicates with the main controller through the CAN bus, so that the reliability of communication CAN be improved.
Drawings
Fig. 1 is a schematic structural view of an electric bus battery system according to an embodiment of the present utility model;
fig. 2 is a schematic structural diagram of a driving circuit of an electric bus battery system according to an embodiment of the present utility model;
fig. 3 is a hardware architecture diagram of a slave controller in the electric bus battery system according to an embodiment of the present utility model;
fig. 4 is a communication architecture diagram of an electric bus battery system according to an embodiment of the present utility model.
Reference numerals: 100. a battery pack; 110. a battery pack; 111. a power supply line; 200. a slave controller; 210. simulating a front end; 220. a communication conversion chip; 230. a relay high-side driving module; 231. a first relay; 240. a DC converter; 250. a relay contact monitoring module; 300. a main controller; 310. a second relay; 400. CAN bus harness; 500. a vehicle-mounted lead-acid battery.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present utility model more clear, the technical solutions of the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. It will be apparent that the described embodiments are some, but not all, embodiments of the utility model. All other embodiments, which are obtained by a person skilled in the art based on the described embodiments of the utility model, fall within the scope of protection of the utility model.
Unless defined otherwise, technical or scientific terms used herein should be given the ordinary meaning as understood by one of ordinary skill in the art to which this utility model belongs. The terms "first," "second," and the like, as used herein, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. Likewise, the terms "a" or "an" and the like do not denote a limitation of quantity, but rather denote the presence of at least one. The terms "connected" or "connected," and the like, are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "upper", "lower", "left", "right", etc. are used merely to indicate a relative positional relationship, which changes accordingly when the absolute position of the object to be described changes.
In order to facilitate understanding of the technical scheme of the present utility model, first, the technical problem to be solved by the present utility model will be described.
In some embodiments, the master and slave controller communications in the electric bus battery system are divided into CAN communications and daisy-chain communications. The CAN communication mode has high hardware cost, high software cost and long research and development period. The crosstalk received on the communication line of the daisy chain communication is larger, and the situation that the daisy chain communication between the master and slave machines is disconnected and communication data is tampered accidentally often occurs. In addition, because the battery packs on the electric bus are all arranged in series, when one of the battery packs fails, the whole vehicle can be powered off, and the driving safety is affected. To this end, the present utility model provides an electric bus battery system and an electric bus.
An electric bus battery system and an electric bus according to an embodiment of the present utility model will be described in detail with reference to the accompanying drawings.
Referring to fig. 1 and 2, fig. 1 is a schematic structural diagram of an electric bus battery system according to an embodiment of the present utility model, and fig. 2 is a schematic structural diagram of a driving circuit of the electric bus battery system according to an embodiment of the present utility model. As shown in fig. 1 and 2, an electric bus battery system according to an embodiment of the present utility model includes: a plurality of battery packs 100, a plurality of slave controllers 200, and a master controller 300. The battery pack 100 includes a plurality of battery packs 110 connected to each other via power supply lines 111, and at least one set of battery cells is disposed in the battery packs 110. The plurality of slave controllers 200 are connected to the respective battery packs 110. Referring to fig. 3, fig. 3 is a hardware architecture diagram of a slave controller in the electric bus battery system according to an embodiment of the present utility model, as shown in fig. 3, the slave controller 200 includes a plurality of analog front ends 210 (Active front End, AFE), each analog front End 210 is respectively connected to a battery cell in a corresponding battery pack 110, and is used for collecting information of the battery cell, and each analog front End 210 communicates through a daisy chain. As shown in fig. 1 and 3, the master controller 300 is connected to each slave controller 200, and the master controller 300 communicates with the slave controllers 200 via CAN buses.
Referring to fig. 3 and 4, fig. 4 is a communication architecture diagram of an electric bus battery system according to an embodiment of the present utility model. As shown in fig. 3 and 4, in one embodiment of the present utility model, the slave controller 200 may collect information of the internal battery cells of the battery pack 100 and communicate with each other internally through the daisy chain to transfer the information, and by adopting the communication mode of the daisy chain communication, no corresponding software or processor is required, so that hardware cost can be effectively saved. The plurality of slave controllers 200 and the master controller 300 may communicate with each other through the CAN bus, the slave controller 200 may transmit the collected information to the master controller 300 through the CAN bus harness 400, and the master controller 300 may also send the instruction to the slave controller 200 through the CAN bus harness 400. The CAN bus communication method has strong anti-interference capability and long transmission distance, and CAN stably transmit the message when the plurality of battery packs 100 are respectively arranged at different positions of the electric bus. Thereby, the reliability of communication is improved.
In one embodiment of the present utility model, the analog front end 210 may collect analog signals of parameters such as voltage, current, temperature, etc. of the battery cell, and convert the collected analog signals into digital signals, where multiple analog front ends 210 communicate through a daisy chain, and the collected information is sequentially transferred. That is, only a plurality of analog front ends 210 for collecting information, which communicate with each other in a daisy chain, need to be provided from the controller 200, without providing a microprocessor and developing corresponding software, so that hardware costs can be effectively saved.
As shown in fig. 3, in one embodiment of the present utility model, the slave controller 200 further includes: a communication conversion chip 220. The communication conversion chip 220 communicates with the plurality of analog front ends 210 through a daisy chain, and the communication conversion chip 220 communicates with the main controller 300 through a CAN bus.
In one embodiment of the present utility model, the communication conversion chip 220 is a chip for converting daisy chain communication into CAN communication, for example, may be a TPL gateway chip MC33665a of NXP corporation, and the communication conversion chip 220 communicates with the plurality of analog front ends 210 through the daisy chain while the communication conversion chip 220 communicates with the main controller 300 through a CAN bus. That is, the communication conversion chip 220 may convert the daisy chain communication of the analog front end 210 into CAN bus communication, and further transmit the information collected by the analog front end 210 to the main controller 300 through the CAN bus harness 400. Since the daisy chain communication CAN be used at the slave controller 200, the communication quality CAN be ensured by using the CAN bus harness 400 at the master controller 300 while effectively saving the hardware cost.
As shown in fig. 1 to 3, in one embodiment of the present utility model, a plurality of battery packs 100 are connected in parallel to form a driving circuit, and a plurality of battery packs 110 in the battery packs 100 are connected in series to form a series circuit.
In one embodiment of the present utility model, when one of the battery packs 100 is powered down accidentally or has other faults, the other battery packs 100 in the parallel circuit can continue to supply power to drive the vehicle to run continuously with reduced power, thereby improving the performance of the whole vehicle and the running safety.
As shown in fig. 2 and 3, in one embodiment of the present utility model, two sets of first relays 231 are provided at both ends of the series circuit, respectively, and the slave controller 200 further includes: a relay High Side Driver module 230 (HSD). The relay high-side driving module 230 is connected to the communication conversion chip 220 and the first relay 231, respectively.
In one embodiment of the present utility model, a General-purpose input/output (GPIO) interface is disposed on the communication conversion chip 220, and is connected to the relay high-side driving module 230 through the General-purpose input/output interface. By providing the general input/output interface, a control signal transmitted from the main controller 300 through the CAN bus harness 400 may be transmitted to the relay high side driving module 230, so as to control the first relay 231. For example, the control signal transmitted to open the first relay 231 when the main controller 300 detects a failure of one of the battery packs 100 may be transmitted to the relay high side driving module 230 to cause the relay high side driving module 230 to open the first relay 231. Of course, in other embodiments, the input/output interface of the communication conversion chip 220 may also transmit other control signals, such as a closed control signal, etc., and the general input/output interface is only used for transmitting signals, and the control signal is not limited.
As shown in fig. 3, in other embodiments of the present utility model, the slave controller 200 may further include a relay contact monitoring module 250 connected with the communication conversion chip 220 through an input-output interface. By providing through the input-output interface, the contact monitor signal sent from the controller 300 through the CAN bus harness 400 CAN be sent to the relay contact monitor module 250. Thereby, the safety performance is improved.
As shown in fig. 2 and 3, in one embodiment of the present utility model, two sets of second relays 310 are respectively disposed at both ends of the driving circuit, and the second relays 310 are connected to the relay high side driving module 230. The control signal for controlling the second relay 310 may be sent to the communication conversion chip 220 through the CAN bus harness 400, and sent to the relay high-side driving module 230 connected to the second relay 310 through the general input/output interface provided on the communication conversion chip 220, thereby improving the stability of communication.
As shown in fig. 4, in one embodiment of the present utility model, the electric bus battery system further includes: a lead acid battery 500 on board. The in-vehicle lead-acid battery 500 is connected to the slave controller 200 and the master controller 300 via power supply lines 111, respectively, for supplying power to the slave controller 200 and the master controller 300.
As shown in fig. 3, in one embodiment of the present utility model, the slave controller 200 further includes: a direct current converter 240 (DC/DC). The dc converter 240 is connected to the lead-acid battery 500 and the communication conversion chip 220, respectively, for hard-wire wake-up of the communication conversion chip 220. And the whole safety and reliability of the battery system are improved by waking up through a hard wire signal.
The utility model also provides an electric bus comprising the electric bus battery system of any one of the above embodiments. And will not be described in detail herein.
In the electric bus battery system of the present utility model, the slave controller 200 communicates through the daisy chain, so that the hardware cost CAN be effectively saved, and the slave controller 200 communicates with the master controller 300 through the CAN bus, so that the reliability of the communication CAN be improved.
The foregoing is a preferred embodiment of the present utility model and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present utility model and are intended to be comprehended within the scope of the present utility model.
Claims (10)
1. An electric bus battery system, comprising:
the battery pack comprises a plurality of mutually connected battery packs, and at least one group of electric cores are arranged in the battery packs;
the slave controllers are respectively connected with the battery packs and comprise a plurality of analog front ends, each analog front end is respectively connected with the corresponding battery cell in the battery pack and used for collecting information of the battery cell, and the analog front ends are communicated through a daisy chain;
and the master controller is respectively connected with each slave controller, and the master controller and the slave controllers are communicated through a CAN bus.
2. The electric bus battery system of claim 1, wherein the slave controller further comprises:
the communication conversion chip is communicated with a plurality of analog front ends through a daisy chain, and the communication conversion chip is communicated with the main controller through a CAN bus.
3. The electric bus battery system of claim 2, wherein a plurality of the battery packs are connected in parallel to form a drive circuit.
4. The electric bus battery system of claim 3 wherein a plurality of the battery packs in the battery pack are connected in series to form a series circuit.
5. The electric bus battery system as set forth in claim 4, wherein two sets of first relays are provided at both ends of the series circuit, respectively, and the slave controller further includes:
and the relay high-side driving module is respectively connected with the communication conversion chip and the first relay.
6. The electric bus battery system according to claim 5, wherein a general input/output interface is provided on the communication conversion chip and is connected with the relay high-side driving module through the general input/output interface.
7. The electric bus battery system as set forth in claim 6, wherein two sets of second relays are respectively provided at both ends of the driving circuit and connected to the relay high side driving module.
8. The electric bus battery system of claim 7, further comprising:
and the vehicle-mounted lead-acid battery is respectively connected with the slave controller and the master controller.
9. The electric bus battery system of claim 8, wherein the slave controller further comprises:
and the direct current converter is respectively connected with the vehicle-mounted lead-acid battery and the communication conversion chip and is used for waking up the communication conversion chip by a hard wire.
10. An electric bus comprising the electric bus battery system of any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322103617.3U CN220483131U (en) | 2023-08-07 | 2023-08-07 | Electric bus battery system and electric bus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322103617.3U CN220483131U (en) | 2023-08-07 | 2023-08-07 | Electric bus battery system and electric bus |
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| Publication Number | Publication Date |
|---|---|
| CN220483131U true CN220483131U (en) | 2024-02-13 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202322103617.3U Active CN220483131U (en) | 2023-08-07 | 2023-08-07 | Electric bus battery system and electric bus |
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| CN (1) | CN220483131U (en) |
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2023
- 2023-08-07 CN CN202322103617.3U patent/CN220483131U/en active Active
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