WO2018095415A1 - 一种基于电池电压的电池保护方法及装置 - Google Patents

一种基于电池电压的电池保护方法及装置 Download PDF

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WO2018095415A1
WO2018095415A1 PCT/CN2017/112899 CN2017112899W WO2018095415A1 WO 2018095415 A1 WO2018095415 A1 WO 2018095415A1 CN 2017112899 W CN2017112899 W CN 2017112899W WO 2018095415 A1 WO2018095415 A1 WO 2018095415A1
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voltage
battery
vehicle
overvoltage
undervoltage
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PCT/CN2017/112899
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English (en)
French (fr)
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靳超
王浩
韩光辉
郑维
张广利
李雪莲
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郑州宇通客车股份有限公司
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Publication of WO2018095415A1 publication Critical patent/WO2018095415A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/14—Preventing excessive discharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the invention belongs to the field of new energy vehicles, and particularly relates to a battery protection method and device based on battery voltage.
  • the new energy vehicle will charge and discharge the high-voltage power battery according to different road conditions during driving. This phenomenon is realized by the vehicle ECU issuing specific commands to the CAN network.
  • the motor controller accepts and executes the command by controlling the generator or The drive motor is completed.
  • the power battery voltage platform is a range. If it exceeds this range, it will not only damage the battery body, but also increase the risk of failure of the motor controller power module, electrolytic capacitor and other electronic components, thus ultimately affecting the safety of the driving vehicle.
  • the voltage platform for different high-voltage batteries adds under/overvoltage protection to the software function, including the setting of under/overvoltage points.
  • the setting of under/overvoltage protection is based on the SOC characteristics of different high-voltage batteries to calculate the allowable voltage working range, and in combination with the operating voltage of the motor controller, etc., respectively, the protection upper limit, the lower protection limit and the early warning of the voltage point are respectively determined. point.
  • the power source is different (super capacitor or battery)
  • the power system is different (hybrid or pure electric vehicle)
  • the types of models are different
  • the arrangement of the battery cells is different, resulting in the voltage of the power battery.
  • the platform varies widely.
  • the hardware voltage range of the motor controller is designed according to the voltage platform of the battery, it can only be guaranteed to cover its voltage range.
  • the specific voltage range values of different power batteries must be considered.
  • Overcharge and discharge capability which requires the motor controller to calculate and over/overvoltage protection points for different vehicle models in terms of voltage protection strategy formulation.
  • the battery voltage protection point is The setting is simply to set the undervoltage point and overvoltage point. In the event of under/overvoltage fault, the battery is damaged, and the space that can be buffered is small, so that the motor immediately loses power and causes the risk of accident.
  • the battery voltage upper limit reference value and the battery voltage lower limit reference value are acquired through a CAN bus.
  • the present invention also provides a battery voltage-based battery protection device comprising a memory, a processor, and a computer program stored on the memory and operable on the processor, the processor implementing the program to implement the following steps when When the vehicle is working in the drive state:
  • the battery voltage upper limit reference value and the battery voltage lower limit reference value are acquired through a CAN bus.
  • the invention sets an undervoltage warning point, an overvoltage warning point, an undervoltage alarm point, an overvoltage alarm point to the battery voltage, and performs an early warning or alarm according to the voltage of the battery, and an undervoltage occurs in the battery.
  • the overvoltage fault it can also judge whether the undervoltage or overvoltage fault is restored, protect the working state of the battery itself, and ensure a large buffer space in the event of a fault, without immediately losing power. The risk of accidents, while helping to protect the motor controller, does not cause damage due to abnormal battery voltage.
  • 1 is a flow chart of a battery voltage protection method for a vehicle in a driving state
  • FIG. 2 is a flow chart of a battery voltage protection method for a vehicle in a non-driven state
  • FIG 3 is a schematic diagram of a driving state and a non-driving state of the vehicle.
  • a battery voltage based battery protection method comprising the following steps:
  • the voltage value of the motor controller, the voltage operating range of the motor controller will be appropriately larger than the (a, b) interval at the beginning of the design, in order to ensure the normal working state of the motor controller itself;
  • set the protection point of the voltage including the setting of the protection point in the state of the driving state and the non-driving state:
  • the various alarm points of the voltage protection are different in the two states, and the voltage hysteresis ⁇ is defined, and the ⁇ is in the range of 5-20V (operating according to different batteries) Characteristics and excess margin, the power type battery is too large, the energy type battery is too small); in the driving state, the undervoltage alarm point is defined as a, the undervoltage limit power point is a, the undervoltage warning point and the undervoltage alarm are restored.
  • the fault point is a+ ⁇
  • the overvoltage warning point is b
  • the overvoltage limit power point and the overvoltage alarm point are b+ ⁇
  • the voltage recovery fault point after the overvoltage alarm is b; in the non-driven state, the undervoltage alarm is defined.
  • the point is a, the fault recovery point after the undervoltage alarm is a+ ⁇ (no undervoltage limit power point is set), the overvoltage warning point is b- ⁇ , the overvoltage limit power point is b, and the overvoltage alarm point is b+ ⁇ , no voltage fault recovery point is set.
  • the battery management system sends a battery voltage lower limit reference value a and an upper limit reference value b to the motor controller through the CAN network according to the specific parameters of the battery, and the motor controller detects whether the actual bus voltage u value is after the power-on is completed. In the interval (a, b), if the voltage abnormality is not reported in the interval, the rejection The power-on command is completed. This is to prevent the power battery from overcharging or over-discharging, and to protect the battery. This fault cannot be recovered. If the power-on is completed within the interval, it will respond to the vehicle's driving state at any time.
  • the motor controller After the whole vehicle is powered on, if the motor controller receives the drive command from the vehicle ECU, the motor works in the driving state to detect the bus voltage. If u ⁇ a+ ⁇ , the voltage falls below the set undervoltage warning point. The voltage value is reported as undervoltage warning, the motor controller starts to limit the power output, and the fault is not reported to the CAN network; or if u ⁇ b, that is, the voltage rises to the set voltage value of the overvoltage warning point, the overvoltage warning is reported. The motor controller starts the limited power output to prevent the battery from overvoltage output.
  • the motor controller continues to detect the bus voltage. If the bus voltage u ⁇ a, the voltage falls below the set voltage limit of the undervoltage alarm point, the motor controller reports an undervoltage fault, the motor controller turns off the IGBT, and the high voltage contactor Constantly, the CAN network undervoltage fault is reported. This fault can be reset. At this time, the motor controller output power is 0, and the limit power change from the warning point to the alarm point changes linearly; or if the bus voltage u ⁇ b+ ⁇ , Then the voltage rises to the voltage limit of the set overvoltage alarm point, the motor controller reports an overvoltage fault, the motor controller turns off the IGBT, and the high voltage contactor is disconnected to achieve the purpose of protecting the battery and its own module, reporting the CAN bus owed. Pressure fault, this fault can be reset. At this time, the motor controller output power is 0, to prevent the motor controller device from being damaged, and the limit power change from the warning point to the alarm point is linear.
  • the battery voltage in the non-driving state is inevitable upward, so there is no need to set the undervoltage warning point and the undervoltage limit power point, and because the overvoltage fault cannot be recovered in the non-driven state, no overvoltage is set. Fault recovery point; and in the non-driven state, due to excessive boost or damage to the internal electronics of the motor controller, which jeopardizes the operation of the controller body, the voltage value of the overvoltage warning point in the power generation state is generally set to the closed driving state. The voltage at the early warning point is low.
  • the motor controller When the motor controller detects that the driving motor is operating in the driving state, when the bus voltage u ⁇ b- ⁇ is detected, that is, the voltage rises to the voltage value of the set overvoltage warning point, the motor controller reports an overvoltage warning, and starts at this time. Overvoltage limit power, this fault is not reported to the CAN network; continue to detect the bus voltage, when the bus voltage reaches u ⁇ b, the power output is 0, the motor controller performs the switch protection, if the bus voltage u ⁇ b+ ⁇ is detected, The motor controller reports an overvoltage fault, the high voltage contactor is forcibly disconnected, and the fault cannot be recovered.
  • the undervoltage/overvoltage warning point and the under/overvoltage alarm point are set for the battery voltage.
  • the first under/overvoltage warning point can be set for the battery voltage.
  • second under/overvoltage alarm point and more points can be set for the battery voltage.
  • the above method can be stored as a computer program in a memory of a battery voltage based battery protection device, in a processor of a battery voltage based battery protection device.
  • the battery protection device based on the battery voltage can be an on-board device such as a motor controller, which can provide an early warning of the voltage protection range of the battery. After the battery has an undervoltage or overvoltage fault, it can also make a recovery of the undervoltage or overvoltage fault. Judging, protecting the working state of the battery itself, and ensuring a large buffer space in the event of a failure, there is no risk of accident caused by the immediate loss of power, and the device protecting the motor controller is not protected by the battery voltage. Abnormal damage.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

一种基于电池电压的电池保护方法及装置，若车辆工作在驱动状态，设置电池电压下限基准值为a，电池电压上限基准值为b，检测电池直流母线电压，若母线电压u≤a+δ，则发出欠压预警，若母线电压u≥b，则发出过压预警，并限制功率输出，a+δ为车辆在驱动状态下设置的欠压预警点，δ定义为电压回差，b为车辆处于驱动状态下设置的过压预警点；若母线电压u≤a，则发出欠压报警，若母线电压u≥b+δ，则发出过压报警，此时限制功率输出为0，a为车辆在驱动状态下设置的欠压报警点，b+δ为车辆处于驱动状态下设置的过压报警点，δ定义为电压回差。所述方法和装置解决了车辆在驱动状态下由于电池电压异常造成电池损坏的问题。

Description

一种基于电池电压的电池保护方法及装置 技术领域
本发明属于新能源汽车领域，特别涉及一种基于电池电压的电池保护方法及装置。
背景技术
新能源汽车在行驶过程中根据不同的路况会对高压动力电池进行充放电，这种现象的实现是通过整车ECU发出具体指令给CAN网络，电机控制器接受并执行指令，通过控制发电机或驱动电机完成的。动力电池电压平台是一个范围区间，超出这个范围，不仅会对电池本体造成损坏，也会提高电机控制器功率模块、电解电容等电子器件的失效风险，从而最终对驾驶车辆的安全性造成影响。为了解决这个问题，根据电机控制器的国标要求，针对不同高压电池的电压平台在软件功能上添加了欠/过压保护，包括欠/过压点的设置。
目前欠/过压保护的设定是根据不同的高压电池的SOC特性，来计算允许的电压工作范围，再结合电机控制器的工作电压等参数，分别制定电压点的保护上限、保护下限以及预警点。但是新能源车辆的制造过程中，动力源不同(超级电容或电池)，动力系统不同(混合动力或纯电动车辆)，车型种类不同，电池单体模组的排列形式不同，导致动力电池的电压平台千差万别，虽然电机控制器的硬件电压范围是根据电池的电压平台来进行设计的，但只能保证涵盖其电压范围，对于上下限值的设定必须考虑不同动力电池的具体电压范围值以及过充过放能力，这就要求电机控制器在电压保护策略制定方面需要针对不同车型进行计算及欠/过压保护点修改，但是现有技术中，车辆若工作在驱动状态，对电池电压保护点的设置只是简单的设置欠压点及过压点，在出现欠/过压故障时，造成电池损坏，并且能够缓冲的空间很小，使电机立即失去动力造成事故风险。
发明内容
本发明的目的在于提供一种基于电池电压的电池保护方法及装置，用于解决车辆在驱动状态下由于电池电压异常造成电池损坏的问题。
为实现上述目的，本发明的技术方案是：
一种基于电池电压的电池保护方法，当车辆工作在驱动状态时，步骤如下：
1)设置电池电压下限基准值为a，电池电压上限基准值为b，检测电池直流母线电压，若母线电压u≤a+δ，则发出欠压预警，若母线电压u≥b，则发出过压预警，并限制功率输出，所述a+δ为车辆在驱动状态下设置的欠压预警点，δ定义为电压回差，所述b为车辆在驱动状态下设置的过压预警点；
2)若母线电压u≤a，则发出欠压报警，若母线电压u≥b+δ，则发出过压报警，此时限制功率输出为0，所述a为车辆在驱动状态下设置的欠压报警点，所述b+δ为车辆在驱动状态下设置的过压报警点，δ定义为电压回差。
进一步地，所述电池电压上限基准值和电池电压下限基准值通过CAN总线获取。
进一步地，发生欠压报警后，若电池电压上升到u≥a+δ，则故障消除，恢复正常的工作状态；或发生过压报警后，若电池电压下降到u≤b，则故障消除，恢复正常的工作状态。
本发明还提供了一种基于电池电压的电池保护装置，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，所述处理器执行所述程序时实现以下步骤，当车辆工作在驱动状态时：
(1)设置电池电压下限基准值为a，电池电压上限基准值为b，检测电池直流母线电压，若母线电压u≤a+δ，则发出欠压预警，若母线电压u≥b，则发出过压预警，并限制功率输出，所述a+δ为车辆在驱动状态下设置的欠压预警点，δ定义为电压回差，所述b为车辆在驱动状态下设置的过压预警点；
(2)若母线电压u≤a，则发出欠压报警，若母线电压u≥b+δ，则发出过压报警，此时限制功率输出为0，所述a为车辆在驱动状态下设置的欠压报警点，所述b+δ为车辆在驱动状态下设置的过压报警点。
进一步地，所述电池电压上限基准值和电池电压下限基准值通过CAN总线获取。
进一步地，若电池电压上升到u≥a+δ，则故障消除，恢复正常的工作状态；或发生过压报警后，若电池电压下降到u≤b，则故障消除，恢复正常的工作状态。
本发明的有益效果是：
本发明在车辆工作在驱动状态时，对电池电压设置欠压预警点、过压预警点、欠压报警点、过压报警点，根据电池的电压进行预警或报警，并在电池出现欠压 或过压故障后，还可以对欠压或过压故障是否恢复作出判断，保护了电池本身的工作状态，并且在出现故障时能够保证有较大的缓冲空间，不会出现立即失去动力而造成的事故风险，同时有利于保护电机控制器的器件不会由于电池电压异常造成损坏。
附图说明
图1为车辆在驱动状态下的电池电压保护方法流程图；
图2为车辆在非驱动状态下的电池电压保护方法流程图；
图3为车辆的驱动状态和非驱动状态的示意图。
具体实施方式
下面结合附图对本发明的具体实施方式作进一步的说明：
本发明的一种基于电池电压的电池保护方法的实施例：
一种基于电池电压的电池保护方法，该方法包括以下步骤：
1、定义电池电压上下限基准值为(a，b)，a为高压电池在最低用电状态，即soc＝10％时的电压值，b为高压电池在最大充电状态，即soc＝100％时的电压值，电机控制器的电压工作范围在设计之初会适当大于(a，b)区间，这是为了保证电机控制器自身的正常工作状态；
另外设置电压的保护点，包括驱动状态和非驱动状态两种状态下的保护点的设置：
由于车辆在驱动状态和在非驱动状态下对电池电压影响不同，所以电压保护的各个报警点在两种状态也不相同，定义电压回差δ，取δ在5-20V范围(根据不同电池工作特性及超额余量，功率型电池偏大，能量型电池偏小)；在驱动状态下，定义欠压报警点为a，欠压限功率点为a，欠压预警点及欠压报警后恢复故障点为a+δ，过压预警点为b，过压限功率点及过压报警点为b+δ，过压报警后电压恢复故障点为b；在非驱动状态下，定义欠压报警点为a，欠压报警后故障恢复点为a+δ(不设置欠压限功率点)，过压预警点为b-δ，过压限功率点为b，过压报警点为b+δ，不设置电压故障恢复点。因为发电状态的电池电压是必然上升的，因此不需要设置欠压限功率点和过压故障恢复点，而过压预警点设置低于驱动状态是因为过快升压会损坏电机控制器内部器件。
2、电池管理系统(BMS)根据电池的具体参数，通过CAN网络向电机控制器发送电池电压下限基准值a和上限基准值b，电机控制器在上电完成后检测实际母线电压u值是否在(a，b)区间内，如果不在区间内报电压异常故障，拒 绝完成上电指令，这是为了防止动力电池过充或过放，保护电池，此故障不可恢复；如果在区间内则上电完成，随时响应车辆行驶状态。
3、整车上电完成后，若电机控制器如收到整车ECU发出驱动指令，电机工作在驱动状态，检测母线电压，若u≤a+δ，即电压跌破设置的欠压预警点的电压值，则报欠压预警，电机控制器开始限功率输出，此故障不上报CAN网络；或若u≥b，即电压上升到设置的过压预警点的电压值，则报过压预警，电机控制器开始进行限功率输出，防止电池过压输出。
4、电机控制器继续检测母线电压，若母线电压u≤a，则电压跌破设置的欠压报警点的电压限值，电机控制器报欠压故障，电机控制器关掉IGBT，高压接触器不断，上报CAN网络欠压故障，此故障可复位，此时，电机控制器输出功率为0，从预警点到报警点的限功率变化为线性变化；或若母线电压u≥b+δ时，则电压上升到设置的过压报警点的电压限值，电机控制器报过压故障，电机控制器关掉IGBT，高压接触器断开，以达到保护电池和自身模块的目的，上报CAN总线欠压故障，此故障可复位，此时，电机控制器输出功率为0，防止电机控制器器件损坏，从预警点到报警点的限功率变化为线性变化。
5、继续检测母线电压，若检测到母线电压值u≥a+δ，即电压上升到设置的欠压预警点的电压值，欠压故障清除，IGBT重新开管，电机控制器正常工作；或若检测到母线电压值u≤b，及电压下降至设置的过压预警值，过压故障清除，IGBT重新开管，故障清除，电机控制器正常工作。
相对于驱动状态，非驱动状态的电池电压是必然上行的，因此不需要设置欠压预警点、欠压限功率点，又因为在非驱动状态下，过压故障不可恢复，所以不设置过压故障恢复点；并且在非驱动状态下，由于过快升压或造成损坏电机控制器内部电子器件，危害控制器本体的运行，所以一般设置发电状态下的过压预警点的电压值闭驱动状态下的预警点的电压值低。
在电机控制器检测驱动电机工作在驱动状态时，检测母线电压u≥b-δ时，即电压上升到设置的过压预警点的电压值，则电机控制器报过压预警，此时开始进行过压限功率，此故障不上报CAN网络；继续检测母线电压，当母线电压达到u≥b时功率输出为0，电机控制器执行关管保护，若检测到母线电压u≥b+δ时，电机控制器报过压故障，高压接触器强行断开，且此故障不可恢复，为了保护电机控制器本体，需要重新上电检测母线电压再判断；若检测母线电压u≤a，电机控制器报欠压故障，电机控制器关掉IGBT，高压接触器不断，上报CAN网络 欠压故障，此故障可复位，继续检测母线电压，如果检测到母线电压值u≥a+δ时，电机控制器欠压故障清除，控制器恢复正常工作。
上述实施例中，对电池电压设置了欠/过压预警点、欠/过压报警点，为了检测的更准确，保护电池不受损坏，还可以对电池电压设置第一欠/过压预警点、第二欠/过压报警点以及更多的点。
上述方法可以作为一种计算机程序，在基于电池电压的电池保护装置的存储器中存储，在基于电池电压的电池保护装置的处理器中执行。基于电池电压的电池保护装置可以是电机控制器等车载设备，可实现对电池的电压保护范围进行预警，在电池出现欠压或过压故障后，还可以对欠压或过压故障是否恢复作出判断，保护了电池本身的工作状态，并且在出现故障时能够保证有较大的缓冲空间，不会出现立即失去动力而造成的事故风险，同时有利于保护电机控制器的器件不会由于电池电压异常造成损坏。
以上给出了具体的实施方式，但本发明不局限于以上所描述的实施方式。本发明的基本思路在于上述基本方案，对本领域普通技术人员而言，根据本发明的教导，设计出各种变形的模型、公式、参数并不需要花费创造性劳动。在不脱离本发明的原理和精神的情况下对实施方式进行的变化、修改、替换和变型仍落入本发明的保护范围内。

Claims (6)

  1. 一种基于电池电压的电池保护方法，其特征在于，当车辆工作在驱动状态时，步骤如下：
    1)设置电池电压下限基准值为a，电池电压上限基准值为b，检测电池直流母线电压，若母线电压u≤a+δ，则发出欠压预警，若母线电压u≥b，则发出过压预警，并限制功率输出，所述a+δ为车辆在驱动状态下设置的欠压预警点，δ定义为电压回差，所述b为车辆在驱动状态下设置的过压预警点；
    2)若母线电压u≤a，则发出欠压报警，若母线电压u≥b+δ，则发出过压报警，限制功率输出为0，所述a为车辆在驱动状态下设置的欠压报警点，所述b+δ为车辆在驱动状态下设置的过压报警点，δ定义为电压回差。
  2. 根据权利要求1所述的基于电池电压的电池保护方法，其特征在于，所述电池电压上限基准值和电池电压下限基准值通过CAN总线获取。
  3. 根据权利要求1所述的基于电池电压的电池保护方法，其特征在于，发生欠压报警后，若电池电压上升到u≥a+δ，则故障消除，恢复正常的工作状态；或发生过压报警后，若电池电压下降到u≤b，则故障消除，恢复正常的工作状态。
  4. 一种基于电池电压的电池保护装置，包括存储器、处理器以及存储在存储器上并可在处理器上运行的计算机程序，其特征在于，所述处理器执行所述程序时实现以下步骤，当车辆工作在驱动状态时：
    (1)设置电池电压下限基准值为a，电池电压上限基准值为b，检测电池直流母线电压，若母线电压u≤a+δ，则发出欠压预警，若母线电压u≥b，则发出过压预警，并限制功率输出，所述a+δ为车辆在驱动状态下设置的欠压预警点，δ定义为电压回差，所述b为车辆在驱动状态下设置的过压预警点；
    (2)若母线电压u≤a，则发出欠压报警，若母线电压u≥b+δ，则发出过压报警，限制功率输出为0，所述a为车辆在驱动状态下设置的欠压报警点，所述b+δ为车辆在驱动状态下设置的过压报警点。
  5. 根据权利要求4所述的基于电池电压的电池保护装置，其特征在于，所述电池电压上限基准值和电池电压下限基准值通过CAN总线获取。
  6. 根据权利要求4所述的基于电池电压的电池保护装置，其特征在于，发 生欠压报警后，若电池电压上升到u≥a+δ，则故障消除，恢复正常的工作状态；或发生过压报警后，若电池电压下降到u≤b，则故障消除，恢复正常的工作状态。
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