CN220562583U - Multi-group battery parallel control system of electric vehicle - Google Patents
Multi-group battery parallel control system of electric vehicle Download PDFInfo
- Publication number
- CN220562583U CN220562583U CN202321853539.2U CN202321853539U CN220562583U CN 220562583 U CN220562583 U CN 220562583U CN 202321853539 U CN202321853539 U CN 202321853539U CN 220562583 U CN220562583 U CN 220562583U
- Authority
- CN
- China
- Prior art keywords
- battery pack
- battery
- parallel
- control system
- tube
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 101100461812 Arabidopsis thaliana NUP96 gene Proteins 0.000 claims description 33
- 102100030393 G-patch domain and KOW motifs-containing protein Human genes 0.000 claims description 9
- 101150090280 MOS1 gene Proteins 0.000 claims description 9
- 101100401568 Saccharomyces cerevisiae (strain ATCC 204508 / S288c) MIC10 gene Proteins 0.000 claims description 9
- 229910052982 molybdenum disulfide Inorganic materials 0.000 claims description 9
- 229910044991 metal oxide Inorganic materials 0.000 abstract description 4
- 150000004706 metal oxides Chemical class 0.000 abstract description 4
- 239000004065 semiconductor Substances 0.000 abstract description 4
- 238000007599 discharging Methods 0.000 description 15
- 238000005381 potential energy Methods 0.000 description 7
- 238000010586 diagram Methods 0.000 description 6
- 238000000034 method Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 238000002955 isolation Methods 0.000 description 1
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The utility model relates to the technical field of electric vehicle control, in particular to a multi-group battery parallel control system of an electric vehicle, which comprises a plurality of groups of battery packs, a plurality of groups of diodes, a controller and a motor, wherein the plurality of groups of battery packs are connected in parallel after being respectively connected with the diodes in series, the positive electrode of the controller is connected with the positive electrode of the battery pack, the negative electrode of the controller is connected with the negative electrode of the battery pack, the controller is connected with the motor, and the plurality of groups of diodes are connected with MOS (metal oxide semiconductor) tubes corresponding to the respective diodes in parallel. When the parallel control system detects that the motor has a trend of charging the battery packs, the parallel control system compares voltages in the battery packs, opens MOS (metal oxide semiconductor) tubes corresponding to the battery packs with the highest voltages and is connected in series, charges the battery packs with the high voltages, and closes the MOS tubes corresponding to the battery packs connected in series.
Description
Technical Field
The utility model relates to the technical field of electric vehicle control, in particular to a multi-group battery parallel control system of an electric vehicle.
Background
With the rapid development of the domestic two-wheel electric vehicle market, the ultrafast requirements of the export market on two-wheel electric motor are higher and higher, the high-performance requirements are stronger and stronger, and meanwhile, the convenience for pool replacement and the endurance requirements are urgent and urgent.
In order to meet the requirements of endurance mileage and high-rate discharge, the electric vehicle in the traditional mode only has a single battery pack, the volume and the weight of the single battery pack are required to be quite large, the overlarge battery pack is inconvenient to replace on one hand, on the other hand, the capacity and the discharge rate of the single battery are limited, the high-rate and extremely-fast electric friction discharge (10A-200A) cannot be met, and the requirement of high-rotation-speed electric friction cannot be met;
in order to meet the high-power electric friction high-rate discharge requirement, the existing parallel control system generally connects two battery packs in parallel, then connects a common positive electrode with the positive electrode of a controller, connects a common negative electrode with the negative electrode of the controller, and controls a connecting motor to rotate in the positive direction; however, if the two battery packs are simply connected in parallel, if a voltage difference exists between the two battery packs (the larger the voltage difference is, the greater the risk is), the high-voltage battery pack will charge the low-voltage battery pack. And the larger the pressure difference is, the larger the charging current is, and huge potential safety hazards exist. In order to avoid the above-mentioned situation, adopt the diode to connect in series in the middle of two batteries in the above-mentioned battery pack of parallel connection, utilize the unidirectional conduction characteristic of diode to block two batteries and mutually charge, at this moment, as the broken line arrow in fig. 1 shows, the current direction of the normal operation of electric motor car is: the current starts from the positive electrodes of the battery packs B1 and B2, passes through the positive electrode of the controller, the motor, the negative electrode returned to the controller, the positive electrodes of the diodes D1 and D2 and the negative electrodes of the diodes D1 and D2, and finally returns to the negative electrodes of the battery packs B1 and B2 to form a closed circuit, and when the voltage of the battery pack B1 is greater than that of the battery pack B2, the current flows through the battery pack B1 and the diode D1; when the voltage of the battery pack B2 is greater than that of the battery pack B1, current flows through the battery pack B2 and the diode D2, and as the two diodes are in unidirectional isolation, the two groups of batteries cannot discharge each other, but under the condition that the electric vehicle runs down a slope or is rapidly decelerated, a motor of the electric vehicle becomes a generator functionally, counter electromotive force of the motor has a tendency to charge the batteries, as shown by dotted arrows in fig. 2, the counter electromotive force cannot form a closed loop because the diodes D1 and D2 are connected with the battery pack, and the generated result can only enable the voltage at two ends of the motor and the controller to be higher and higher, and as a result, the controller is damaged, and potential safety hazards exist.
Disclosure of Invention
The technical problem to be solved by the technical scheme of the utility model is to provide a multi-battery parallel control system, which solves the technical problem that the controller is possibly damaged by high voltage generated by a motor under the condition that the length of an electric vehicle is declined or is rapidly decelerated in the existing multi-battery parallel control system, thereby avoiding potential safety hazards.
In order to achieve the technical purpose, the technical scheme of the utility model is as follows:
the multi-group battery parallel control system of the electric vehicle comprises a plurality of groups of battery packs, a plurality of groups of diodes, a controller and a motor, wherein the plurality of groups of battery packs are connected in parallel after corresponding to the diodes in series respectively, the positive electrode of the controller is connected with the positive electrode of the battery pack, the negative electrode of the controller is connected with the negative electrode of the battery pack, the controller is connected with the motor, the plurality of groups of diodes are connected in parallel with MOS (metal oxide semiconductor) tubes corresponding to the diodes respectively, when the parallel control system detects a trend of charging the battery packs, the parallel control system compares voltages in the plurality of groups of battery packs to obtain a comparison result, the MOS tube corresponding to the battery pack with the highest voltage is opened according to the comparison result, the battery pack with the highest voltage is charged, and the MOS tubes corresponding to the battery packs in series are closed.
The control system is further limited to be further provided with an MOS3 tube and a discharging load R3, wherein the MOS3 tube is connected in series with the discharging load R3 and then connected with the battery pack in parallel, when the shunt control system detects that the motor has a trend of charging the battery pack, and when the counter electromotive force voltage of the motor exceeds a set threshold value, the MOS3 tube is opened, and the counter electromotive force can be released through the R3.
Aiming at the technical scheme, a plurality of groups of battery parallel control methods of the electric vehicle are limited, firstly, when the parallel control system detects that a motor has a tendency of charging a battery pack, and the counter electromotive force voltage of the motor exceeds a set threshold value, a MOS3 tube is opened, and the counter electromotive force potential energy is directly decompressed through a discharging load R3, so that the safety is ensured; when the counter electromotive force voltage of the motor is lower than a set threshold value, according to a comparison result, the MOS tube connected in series corresponding to the battery pack with the highest voltage is opened, the MOS tubes connected in series corresponding to the battery packs with other battery packs are closed, the battery pack with the highest voltage is charged, when the voltage continues to rise and exceeds the set threshold value, MOS3 is opened, and the counter electromotive force potential energy is decompressed through discharging load R3, so that safety is ensured.
And if the voltages of the battery packs are the same and the counter electromotive force voltage of the motor is lower than a set threshold value, opening any one of the battery packs to correspond to the MOS tubes connected in series. When the control system of the parallel controller detects that the back electromotive force voltage of the motor exceeds a set threshold value, the MOS3 tube is opened at the same time, and the back electromotive force energy is released through R3.
Further limited, the multiple groups of battery packs are a first battery pack and a second battery pack, the multiple groups of diodes are diodes D1 and D2, the first battery pack is connected with the diode D1 in series, the second battery pack is connected with the diode D2 in series, the first battery pack is connected with the second battery pack in parallel, the diode D1 is connected with a MOS1 tube in parallel, and the diode D2 is connected with a MOS2 tube in parallel.
On the basis of the technical scheme, the MOS3 tube is further limited and arranged, and the MOS3 tube is connected in series with the discharging load R3 and then connected with the first battery pack and the second battery pack in parallel; when the parallel controller control system detects that the battery pack is charged, and the back electromotive force voltage of the motor exceeds a set threshold, the MOS3 tube is opened, and the back electromotive force energy is released through R3.
Aiming at the technical scheme, a plurality of groups of battery parallel control methods of the electric vehicle are limited, firstly, when the parallel control system detects that a motor has a tendency of charging a first battery pack and a second battery pack, and the counter electromotive force voltage of the motor exceeds a set threshold value, a MOS3 tube is opened, and the counter electromotive force potential energy is directly decompressed through a discharging load R3, so that the safety is ensured; when the back electromotive force voltage of the motor is lower than a set threshold value, according to a comparison result, if the voltage of the first battery pack B1 is higher than the voltage of the second battery pack B2, opening a MOS1 tube correspondingly connected in series with the first battery pack B1, closing a MOS3 tube and a MOS2 tube correspondingly connected in series with the second battery pack B2, charging the first battery pack B1, and when the voltage continues to rise and exceeds the set threshold value, opening the MOS3, releasing the reaction potential energy through a discharge load R3, so that safety is ensured; if the voltage of the second battery pack B2 is higher than that of the first battery pack B1, the MOS2 tube corresponding to the series connection of the second battery pack B2 is opened, the MOS1 tube corresponding to the series connection of the MOS3 tube and the first battery pack B1 is closed, the second battery pack B1 is charged, when the voltage continues to rise and exceeds a set threshold value, the MOS3 is opened, the reaction potential energy is decompressed through the discharging load R3, and the safety is ensured.
And if the voltages of the two battery packs are the same and the counter electromotive voltage of the motor is lower than a set threshold value, opening any one of the battery packs to correspond to the MOS tubes connected in series. When the control system of the parallel controller detects that the back electromotive force voltage of the motor exceeds a set threshold value, the MOS3 tube is opened at the same time, and the back electromotive force energy is released through R3.
Compared with the prior art, the multi-group battery parallel control system of the electric vehicle adopts the technical scheme, because the corresponding MOS (metal oxide semiconductor) tubes are added on the original multi-group battery packs which are connected in parallel, when the electric vehicle runs into a long downhill slope or rapidly decelerating condition, the motor of the electric vehicle becomes a generator functionally, at the moment, the MOS tube of the highest battery pack is started immediately, the motor and the battery form a closed loop, reverse current of reverse electromotive force can charge the highest battery pack, and the charged current loop is the motor, the positive electrode of the controller, the Chi Baozheng electrode of the high-voltage battery pack, the negative electrode of the high-voltage battery pack, the MOS tube of the high-voltage battery, the negative electrode of the controller and the negative electrode of the motor. On the one hand, the motor and the controller are prevented from being higher and higher in voltage at two ends, potential safety hazards are avoided, and meanwhile, potential energy of a long downhill slope can be converted into electric energy, so that the cruising ability of the battery is enhanced. The parallel controller control system detects the battery pack with the highest voltage, opens the MOS tube of the battery pack with the highest voltage, and closes the MOS tube of other battery packs, so that the battery pack with the highest voltage can be charged, and meanwhile, the battery with the highest voltage can be prevented from discharging to other battery packs.
Description of the drawings:
FIG. 1 is a schematic diagram of current direction during normal operation of a two-pack parallel control system of a conventional electric vehicle;
FIG. 2 is a schematic diagram of current direction when reverse electromotive force is formed in a two-pack parallel control system of a conventional electric vehicle;
FIG. 3 is a schematic diagram of the current direction of the two-pack parallel control system of the electric vehicle of the present utility model during normal operation;
FIG. 4 is a schematic diagram of a first control scheme of a two-pack parallel control system for an electric vehicle according to the present utility model when back electromotive force is applied;
FIG. 5 is a schematic view of a first current direction during the control of FIG. 4;
FIG. 6 is a schematic diagram of a second control scheme of the two-pack parallel control system of the electric vehicle of the present utility model when back EMF energy is applied;
FIG. 7 is a schematic view of a second current direction during the control of FIG. 6;
fig. 8 is a schematic diagram of a third control scheme of the two-pack parallel control system of the electric vehicle according to the present utility model when back electromotive force is generated;
fig. 9 is a schematic view of a third current direction at the time of the control shown in fig. 8.
The specific embodiment is as follows:
in order that those skilled in the art can better understand the technical solution of the present utility model, the technical solution of the present utility model will be further described with reference to the accompanying drawings and examples.
Example 1
As shown in fig. 3, fig. 4, fig. 5, fig. 8 and fig. 9, wherein the dotted line with an arrow in the drawing indicates the running direction of current, and the multi-group battery parallel control system of the electric vehicle comprises a first battery pack B1, a second battery pack B2, a diode D1, a diode D2, a MOS3 tube, a discharging load R3 controller and a motor, wherein the first battery pack B1 is connected in series with the diode D1, the second battery pack B2 is connected in series with the diode D2, the first battery pack B1 is connected in parallel with the second battery pack B2, the diode D1 is connected in parallel with a MOS1 tube, and the diode D2 is connected in parallel with a MOS2 tube; the MOS3 tube is connected in series with the discharge load R3 and then connected in parallel with the battery pack; the positive electrode of the controller is electrically connected with the positive electrode of the battery pack (B1/B2), the negative electrode of the controller is electrically connected with the negative electrode (B1/B2) of the battery pack, the controller is electrically connected with the motor, when the parallel control system detects that the motor has a trend of charging the battery pack (B1/B2), and the counter electromotive force voltage of the motor exceeds a set threshold value, the MOS3 tube is opened, and the counter electromotive force is directly decompressed through the discharging load R3, so that the safety is ensured; when the back electromotive force voltage of the motor is lower than a set threshold value, according to a comparison result, if the voltage of the first battery pack B1 is higher than the voltage of the second battery pack B2, a MOS1 tube corresponding to the first battery pack B1 and connected in series is opened, a MOS3 tube corresponding to the MOS2 tube corresponding to the second battery pack B2 and connected in series is closed, the first battery pack B1 is charged, when the voltage continues to rise and exceeds the set threshold value, MOS3 is opened, and the back electromotive force is decompressed through a discharging load R3, so that safety is ensured.
Example two
As shown in fig. 3, fig. 6, fig. 7, fig. 8 and fig. 9, wherein the dotted line with an arrow in the drawing indicates the running direction of current, and the multi-group battery parallel control system of the electric vehicle comprises a first battery pack B1, a second battery pack B2, a diode D1, a diode D2, a MOS3 tube, a discharging load R3 controller and a motor, wherein the first battery pack B1 is connected in series with the diode D1, the second battery pack B2 is connected in series with the diode D2, the first battery pack B1 is connected in parallel with the second battery pack B2, the diode D1 is connected in parallel with a MOS1 tube, and the diode D2 is connected in parallel with a MOS2 tube; the MOS3 tube is connected in series with the discharge load R3 and then connected in parallel with the battery pack; the positive electrode of the controller is electrically connected with the positive electrode of the battery pack (B1/B2), the negative electrode of the controller is electrically connected with the negative electrode (B1/B2) of the battery pack, the controller is electrically connected with the motor, when the parallel control system detects that the motor has a trend of charging the battery pack (B1/B2), and the counter electromotive force voltage of the motor exceeds a set threshold value, the MOS3 tube is opened, and the counter electromotive force is directly decompressed through the discharging load R3, so that the safety is ensured; when the back electromotive force voltage of the motor is lower than a set threshold value, according to a comparison result, if the voltage of the second battery pack B2 is higher than that of the first battery pack B1, a MOS2 tube corresponding to the second battery pack B2 and connected in series is opened, a MOS3 tube corresponding to the MOS1 tube corresponding to the first battery pack B1 and connected in series is closed, the second battery pack B1 is charged, when the voltage continues to rise and exceeds the set threshold value, MOS3 is opened, and the back electromotive force is decompressed through a discharging load R3, so that safety is ensured.
In the two specific implementation technical schemes, if the voltages of the two battery packs are the same and the counter electromotive voltage of the motor is lower than a set threshold value, any one of the battery packs is opened to correspond to the serially connected MOS tubes. When the control system of the parallel controller detects that the back electromotive force voltage of the motor exceeds a set threshold value, the MOS3 tube is opened at the same time, and the back electromotive force energy is released through R3.
Compared with the prior art, the two groups of battery parallel control systems of the electric vehicle adopt the technical scheme, as the corresponding MOS1 and MOS2 tubes are added on the two groups of battery packs which are originally connected in parallel, in addition, the MOS3 tube which is connected with the battery packs in parallel is arranged in a circuit, when the electric vehicle runs down a long slope or is decelerated rapidly, the motor of the electric vehicle becomes a generator functionally, the counter electromotive force of the motor has a tendency of charging the battery, and the parallel control system detects the battery pack with the highest voltage in the two groups of battery packs and opens the corresponding MOS tube; when the shunt control system detects that the voltage at two ends of the motor exceeds a set threshold, the MOS3 tube is started, so that the motor and R3 form a closed loop. The charged current loop is composed of a motor, a controller anode, a high-voltage power Chi Baozheng pole, a high-voltage battery pack cathode and a high-voltage battery MOS tube, wherein the controller cathode is returned to the motor cathode. On the one hand, the motor and the controller are prevented from being higher and higher in voltage at two ends, potential safety hazards are avoided, and meanwhile, potential energy of a long downhill slope can be converted into electric energy, so that the cruising ability of the battery is enhanced. When the highest-voltage battery pack is detected, the MOS tube of the highest-voltage battery pack is opened, and the MOS tubes of other battery packs are closed, so that the highest-voltage battery pack can be ensured to be charged, and meanwhile, the highest-voltage battery can be prevented from discharging to other battery packs; when the voltages of the two battery packs are detected to be the same, any one of the battery packs is opened to correspond to the MOS tubes connected in series. When the control system of the parallel controller detects that the back electromotive force voltage of the motor exceeds a set threshold value, the MOS3 tube is opened at the same time, and the back electromotive force energy is released through R3.
The above embodiments are only specific ways of implementing the present utility model, and do not limit the scope of protection of the present utility model, and those skilled in the art can also modify specific product shapes and structures, which are considered equivalent technical solutions, without affecting the technical effects of the present utility model and the practicality of the patent.
Claims (4)
1. The utility model provides a multiunit battery parallel control system of electric motor car, includes multiunit battery package, multiunit diode, controller and motor, multiunit battery package corresponds respectively and connects in parallel behind the series connection diode, the anodal of controller with the anodal of battery package is connected, the negative pole of controller with the negative pole of battery package is connected, the controller is connected motor, its characterized in that: and when the parallel controller control system detects a trend of charging the battery packs, the parallel controller control system compares the voltages in the battery packs to obtain a comparison result, and according to the comparison result, opens the MOS tube connected in series corresponding to the battery pack with the highest voltage, charges the battery pack with the highest voltage, and closes the MOS tube connected in series corresponding to the other battery packs.
2. The multiple battery parallel control system of an electric vehicle of claim 1, wherein: the multi-group battery pack comprises a first battery pack B1 and a second battery pack B2, the multi-group diode comprises a diode D1 and a diode D2, the first battery pack B1 is connected with the diode D1 in series, the second battery pack B2 is connected with the diode D2 in series, the first battery pack B1 is connected with the second battery pack B2 in parallel, the diode D1 is connected with a MOS1 tube in parallel, and the diode D2 is connected with a MOS2 tube in parallel.
3. The multiple battery parallel control system of an electric vehicle of claim 1, wherein: the battery pack is also provided with a MOS3 tube and a discharge load R3, wherein the MOS3 tube is connected in series with the discharge load R3 and then connected with the battery pack in parallel.
4. The multi-group battery parallel control system of an electric vehicle according to claim 2, wherein: the battery pack is characterized by further comprising an MOS3 tube and a discharge load R3, wherein the MOS3 tube is connected in series with the discharge load R3 and then connected with the first battery pack B1 and the second battery pack B2 in parallel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321853539.2U CN220562583U (en) | 2023-07-14 | 2023-07-14 | Multi-group battery parallel control system of electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321853539.2U CN220562583U (en) | 2023-07-14 | 2023-07-14 | Multi-group battery parallel control system of electric vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN220562583U true CN220562583U (en) | 2024-03-08 |
Family
ID=90094418
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321853539.2U Active CN220562583U (en) | 2023-07-14 | 2023-07-14 | Multi-group battery parallel control system of electric vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN220562583U (en) |
-
2023
- 2023-07-14 CN CN202321853539.2U patent/CN220562583U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101291005B (en) | Energy management system of externally charging typed hybrid power vehicle | |
| CN101882813B (en) | Mixed energy storage system | |
| CN101826745A (en) | Lithium ion power battery lossless charger | |
| CN102055246A (en) | Storage battery accumulation system with buffer device | |
| CN101510698A (en) | Energy-storage system of accumulator | |
| CN112086698A (en) | Active equalization circuit and method for gradient utilization of retired power battery | |
| CN107910930A (en) | A kind of single group and multigroup efficient energy storage converting means | |
| CN110843606B (en) | Variable-structure storage battery power supply for electric automobile and control method thereof | |
| CN202872396U (en) | Charge and discharge equalization circuit for series battery based on inductance energy storage | |
| CN112606710B (en) | System and method for realizing output control of bidirectional DCDC (direct current) of fuel cell auxiliary energy system | |
| CN102832667A (en) | Charge-discharge equalizer circuit based on inductive energy storage for series battery pack | |
| CN112886692A (en) | Power supply system | |
| CN102684259A (en) | High-ageing non-energy-consumption constant-current equalizing system and method of battery pack | |
| CN220562583U (en) | Multi-group battery parallel control system of electric vehicle | |
| CN111181224A (en) | Charging system for multi-section series battery pack and charging method thereof | |
| CN116767023A (en) | Multi-group battery parallel control system and method for electric vehicle | |
| CN214929134U (en) | Power battery charging and discharging system of electric vehicle and electric vehicle | |
| CN208479208U (en) | Battery pack charging control circuit based on H bridge cascaded structure | |
| CN113306400A (en) | Electric forklift hybrid energy control system and control method | |
| KR20220139339A (en) | Sodium-Ion Battery Pack | |
| WO2023231521A1 (en) | Power supply device | |
| CN214607166U (en) | Shared energy storage system with equalization circuit structure | |
| CN218648599U (en) | Low-voltage platform direct-current quick charging circuit of new energy vehicle | |
| CN215300223U (en) | Battery module with electric heating function | |
| CN211969190U (en) | Quick charging battery for electric automobile |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |