KR20110071837A - Hybrid protection circuit in hybrid vehicle - Google Patents

Abstract

PURPOSE: A hybrid battery protection circuit in a hybrid vehicle is provided to prevent current consumption and to effectively protect battery. CONSTITUTION: A hybrid battery protection circuit in a hybrid vehicle comprises: a hybrid battery; an inverter(130) for inverting the hybrid battery; a first relay(200) which is connected between the inverter and battery and blocks power to the inverter from the battery; a second relay(210) which opens or closes by controlling the power of the first relay; a first switching device(220) which turns on/off power to the second relay; and a second switching device(230) which turn on/off power to the first relay.

Description

Hybrid protection circuit in hybrid vehicle

The present invention relates to a hybrid battery (mixed with high voltage battery) protection circuit in a hybrid vehicle, and more particularly, to configure two relays between the hybrid battery and the inverter, one relay to control the power of the other relay To protect the hybrid battery from dangerous conditions.

Hybrid electric vehicle (HEV) is a vehicle whose main purpose is to realize a high-efficiency vehicle by ultimately improving fuel efficiency and to implement an eco-friendly vehicle by improving exhaust performance.

These vehicles use hybrid batteries (i.e. high voltage batteries). To protect this hybrid battery, two relays are usually used that are connected in series and operate independently. That is, a hybrid control unit (HCU) controls one relay (referred to relay 1), and a battery management system (BMS) controls the other relay (referred to relay 2). Therefore, if the control logic of the HCU determines that the current situation is a dangerous situation, the HCU blocks Relay1. If the control logic of the BMS determines that the current situation is a dangerous situation, the BMS blocks the relay 2.

However, according to this conventional method, since a large power is moved all, a high voltage / high current relay is required. Therefore, since a high voltage / high current relay is used, there is a disadvantage in that the cost, weight, volume, current consumption, and the like increase several times.

The present invention is proposed to solve the disadvantages of the prior art described above, the vehicle controller (HCU) and the battery controller (BMS) is a hybrid battery by efficiently blocking the connection between the hybrid battery and the inverter through independent control logic, respectively The purpose is to provide a circuit for protecting the circuit.

In addition, another object is to provide a circuit for reducing the current consumption, volume, weight, etc. consumed in the relay.

In addition, it is another object to provide a circuit that can be configured to improve the reliability of the relay alone, and to reduce the cost.

The present invention provides a hybrid battery protection circuit in a hybrid vehicle to solve the problems of the prior art raised above. To this end, the battery protection circuit according to an embodiment of the present invention, the hybrid battery, an inverter for inverting the hybrid battery, and a first relay connected between the inverter and the battery to cut power from the battery to the inverter and A second relay for controlling the power of the first relay to open or close, a first switching means for turning the power to the second relay on or off, a first relay and a second relay, Second switching means or the like for turning the power of the furnace on or off is included.

In this case, the first relay is an A contact relay and has a characteristic of being opened when the second relay is opened.

At this time, the second relay is in a closed state as a B contact relay, and is opened when the first switching means is turned on.

In this case, the second relay may be a low voltage / low current relay.

In this case, the first switching means is controlled by a hybrid control unit (HCU), and the second switching means is controlled by a battery management system (BMS).

Here, the second switching means may be any one of a thyristor, a solid state relay (SSR), a magnetic switch (MS), and a transistor.

The battery protection circuit according to another embodiment of the present invention may further include a sensing means for detecting a dangerous situation of the vehicle and notifying the vehicle controller or the battery controller.

According to the present invention, by configuring one relay to control the power supply of the other relay, efficient battery protection is possible without consuming current when the contact is attached.

As another effect of the present invention, since one relay is a low voltage / low current relay, it is possible to reduce consumption current, volume, weight, and the like.

Another effect of the present invention is that one relay is composed of a large power relay, and the reliability is improved and the price is reduced by using a low voltage / low current relay that controls the power of the large power relay. .

Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

A hybrid electric vehicle (HEV) or an electric vehicle ultimately refers to a vehicle whose main purpose is to realize a high-efficiency vehicle by improving fuel efficiency and an eco-friendly vehicle by improving exhaust performance. The dual hybrid vehicle is designed to use both a conventional liquid fuel (for example, gasoline, diesel, etc.) and a hybrid battery, which is a high voltage battery.

A diagram showing the configuration of such a hybrid vehicle is shown in FIG. 1 is a circuit diagram for protecting a battery according to an embodiment of the present invention. Referring to FIG. 1, the circuit diagram includes an engine 110 and a motor 120 as a driving source for driving a vehicle, an inverter 130 for converting a driving source from an engine to a motor, and a high voltage battery 140 as a hybrid battery. And a relay circuit 180 to protect the high voltage battery.

Of course, in the drawings it is shown that the engine 110 and the motor 120 is directly connected, which may be separated and shown as shown for convenience of understanding of an embodiment of the present invention. Referring to the components shown in Figure 1 as follows.

EMS (100: Engine Management System) is responsible for the integrated management of the engine 110, the optimum liquid fuel amount injection and ignition timing based on signals input from various sensors for detecting the operating state of the engine 110 And the like to control the vehicle to achieve the optimum driving performance.

Inverter 130 changes the DC power to three-phase AC power in order to drive the motor, which is usually a PWM (Pulse Width Modulation) switching device (not shown) and an IGBT (Insulated Gate bipolar). And a gate driver (not shown) for signaling the switching device. This is for convenience of understanding of an embodiment of the present invention and other configurations may be used as long as the inverter 120 inverts power from the high voltage battery 140 to provide the motor 120.

The high voltage battery 140 is a hybrid battery such as a nickel metal battery or a lithium ion battery, and serves to supply power to the motor 120. Of course, in one embodiment of the present invention, but only for the sake of understanding, it may be a pack consisting of battery cells arranged in series or in parallel, it is also possible to configure a plurality of sub-pack.

The power battery 190 is a battery for supplying power to the relay circuit 180 is usually a direct current 12V.

The relay circuit 180 is positioned between the high voltage battery 140 and the inverter 130 to protect the high voltage battery 140. To this end, the relay circuit 180 is composed of two relays, and one relay controls the other relay circuit. Thus, in normal operation, one relay is closed and the other relay is open. The configuration of the relay circuit 180 is shown in FIG. 2, which will be described later.

The battery controller 170 manages the high voltage battery 140 and controls the relay circuit 180 so that when the high voltage battery 140 is in a dangerous situation, the power of the high voltage battery 140 flows toward the inverter 130. Do not

The vehicle controller 150 controls the vehicle by exchanging control information with the EMS 100, the battery controller 170, and the motor controller 160. That is, when the engine 110 operates, the vehicle controller 150 controls the engine 110 by exchanging control information about the engine 110 with the EMS 100. In contrast, when the motor 120 operates, the control information regarding the motor 120 and the high voltage battery 140 is exchanged with the motor controller 160 and the battery controller 170.

Of course, the vehicle controller 150 also serves to control the relay circuit 180. That is, when the vehicle is in an unstable state, the vehicle electrically insulates between the high voltage battery 140 and the inverter 130. Of course, a switching means may be provided for this purpose, which will be described later with reference to FIG. 2.

The motor controller 160 exchanges control information with the vehicle controller 150 and the battery controller 170 to control the motor 120. In addition, to control the rotation speed of the motor 120, RPM (Revolutions Per Minuite) information of the motor 120 is obtained from the motor 120, and the information is used to control the motor 120. Of course, the motor 120 has been described as using a three-phase AC power source, one embodiment of the present invention is not limited to this, single phase is also possible.

The vehicle controller 150 includes a hybrid controller 150 (HCU (Hybrid Control Unit)) and a motor controller 160 (MCU), which are connected to each other by means of can communication. ), And a battery controller 170 (BMS (Battery Management System)).

The communication between the vehicle controller 150, the motor controller 160, the battery controller 170, and the like is commonly used as a controller area network (CAN) communication method, but is not limited thereto. Other communication methods may also be used.

FIG. 2 is a circuit block diagram of the relay circuit shown in FIG. 1. Referring to FIG. 2, the relay circuit is placed between the inverter 130 and the high voltage battery 140 to turn on or off the power of the high voltage battery 140 and the power supply of the relay 1 200. The relay 2 or the like to turn on or off.

Relay 1 200 is a high-power relay, A contact relay is used. That is, contact A relay is normally in an open state, but when power is input, it is contacted (on) and sends power.

In contrast, the relay 2 210 is a low voltage / low current relay, and a B contact relay is used. That is, the B contact relay is normally in a closed state, but when the power is input, the contact is dropped (that is, off) so that the power is not sent. Of course, the control of the relay 2 (210) is made through the battery controller 170. Therefore, the battery controller 170 turns on / off the relay 2 210 through the second switch 230.

Here, the first switches 220 and 230 may be configured by using a thyristor, a solid state relay (SSR), a magnetic switch (MS), a transistor, or the like.

In addition, the first switch 220 is configured between the relay 1 (200) and the relay 2 (210), through this switch 220 can cut off the power flowing into the relay 1 (200) from the power battery 190. have. Therefore, it is possible to safely protect the high voltage battery 140 through the vehicle controller 150 in case of danger.

1 to 2, a process of protecting the high voltage battery 140 according to an embodiment of the present invention will be described. 3 is a flowchart illustrating an operation process for protecting a battery according to an embodiment of the present invention.

In the normal state, since power is supplied from the power battery 190 to the relay 2 210, the relay 2 is in the closed state, and the relay 1 200 is in the closed state (step S300). Therefore, the power flows from the high voltage battery 140 toward the inverter 130.

In this state, the vehicle controller 150 or the battery controller 170 checks whether an accident such as a fire or a collision occurs in the vehicle (step S310). Of course, the identification of the dangerous situation may be performed by the driver directly in the vehicle controller 150 or the battery controller 170, and the sensor means may be placed in the vehicle controller 150 or the battery controller 170 to sense whether the dangerous situation is detected. It is also possible to have it confirmed.

As a result of determination, since the battery controller 170 turns off the second switch 230 in a dangerous situation, power is supplied from the power battery 190 to the relay 2 210. Therefore, the relay 2 210 becomes a B contact circuit and the contact is separated and opened (step S320).

When the relay 2 210 is opened, power is not supplied from the power battery 190 to the relay 1 200, so that the relay 1 200 is in an open state (step S330).

When the relay 1 200 is opened, the high voltage battery 140 and the inverter 130 are electrically disconnected to protect the battery 140 (step S340). For example, due to occurrence of a dangerous situation, it is possible to prevent an abnormal state such as overcurrent or overvoltage from being applied to the high voltage battery 140.

Although one preferred embodiment of the present invention has been described above with reference to the accompanying drawings, the scope of the present invention is not limited to these embodiments, it will be understood by those skilled in the art that numerous modifications are possible. Accordingly, the scope of the invention should be defined by the appended claims and equivalents thereof.

1 is a circuit diagram for protecting a battery according to an embodiment of the present invention.

FIG. 2 is a circuit block diagram of the relay circuit shown in FIG. 1.

3 is a flowchart illustrating an operation process for protecting a battery according to an embodiment of the present invention.

Claims (6)

Hybrid battery, An inverter for inverting the hybrid battery; A first relay connected between the inverter and a battery to cut off power from the battery to the inverter; A second relay for controlling the power of the first relay to open or close the first relay; First switching means for turning on or off power to the second relay; Second switching means placed between the first relay and the second relay, the second switching means for turning on or off the power to the first relay; Hybrid battery protection circuit in a hybrid vehicle comprising a. The method of claim 1, And the first relay is an A contact relay and is opened when the second relay is opened. The method of claim 1, And the second relay is a B contact relay in a closed state and is opened when the first switching means is turned on. The method of claim 1, And the second relay is a low voltage / low current relay. The method of claim 1, The first switching means is controlled by a hybrid control unit (HCU), the second switching means is controlled by a battery management system (BMS), Wherein said first or second switching means is one of a thyristor, a solid state relay (SSR), a magnetic switch (MS), and a transistor. The method of claim 5, And a sensing means for detecting a dangerous situation of the vehicle and notifying the vehicle controller or the battery controller.

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