WO2022062352A1 - 锂电池系统及高空作业车 - Google Patents

锂电池系统及高空作业车 Download PDF

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Publication number
WO2022062352A1
WO2022062352A1 PCT/CN2021/084024 CN2021084024W WO2022062352A1 WO 2022062352 A1 WO2022062352 A1 WO 2022062352A1 CN 2021084024 W CN2021084024 W CN 2021084024W WO 2022062352 A1 WO2022062352 A1 WO 2022062352A1
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Prior art keywords
module
battery
current
voltage
capture
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PCT/CN2021/084024
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English (en)
French (fr)
Inventor
任会礼
朱后
钟懿
段建辉
熊路
Original Assignee
湖南中联重科智能高空作业机械有限公司
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Priority claimed from CN202011034939.1A external-priority patent/CN112259829B/zh
Priority claimed from CN202011033069.6A external-priority patent/CN112260342B/zh
Application filed by 湖南中联重科智能高空作业机械有限公司 filed Critical 湖南中联重科智能高空作业机械有限公司
Priority to US17/790,007 priority Critical patent/US20230040511A1/en
Priority to AU2021347695A priority patent/AU2021347695B2/en
Priority to CA3166723A priority patent/CA3166723A1/en
Priority to EP21870741.2A priority patent/EP4064420A4/en
Publication of WO2022062352A1 publication Critical patent/WO2022062352A1/zh

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • H02J7/00714—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters in response to battery charging or discharging current
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • 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
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/05—Accumulators with non-aqueous electrolyte
    • H01M10/052—Li-accumulators
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/05—Accumulators with non-aqueous electrolyte
    • H01M10/052—Li-accumulators
    • H01M10/0525—Rocking-chair batteries, i.e. batteries with lithium insertion or intercalation in both electrodes; Lithium-ion batteries
    • H—ELECTRICITY
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    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
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    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H—ELECTRICITY
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    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
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    • H—ELECTRICITY
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    • H01M10/44—Methods for charging or discharging
    • H01M10/441—Methods for charging or discharging for several batteries or cells simultaneously or sequentially
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
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    • H01M10/443—Methods for charging or discharging in response to temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
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    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H01M10/482—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte for several batteries or cells simultaneously or sequentially
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H01M10/486—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte for measuring temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/657—Means for temperature control structurally associated with the cells by electric or electromagnetic means
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/0031—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits using battery or load disconnect circuits
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with monitoring or indicating devices or circuits
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • H02J7/007182—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters in response to battery voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/007188—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters
    • H02J7/007192—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters in response to temperature
    • H02J7/007194—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters in response to temperature of the battery
    • 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
    • B60L2240/545—Temperature
    • 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
    • B60L2240/549—Current
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H01M2010/4271—Battery management systems including electronic circuits, e.g. control of current or voltage to keep battery in healthy state, cell balancing
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries

Definitions

  • the invention relates to the technical field of construction machinery, in particular to a lithium battery system and an aerial work vehicle.
  • the deceleration and parking of the aerial work vehicle rely on the energy feedback type regenerative braking technology.
  • the regenerative braking technology has the following two characteristics: 1.
  • the traveling motor driver is both an inverter and a rectifier. When the aerial work vehicle decelerates or descends a slope, it converts kinetic energy into electrical energy, and then feeds the converted electrical energy back to power Battery; 2.
  • the deceleration and braking time of aerial work vehicles is usually short, and the maximum speed is usually about 6KM/H, and the instantaneous pulse feedback current generated by braking is usually large. Therefore, for work conditions that require stop-and-go (such as brushing work, transition work in the construction site), a high-frequency pulse feedback current will be generated.
  • heating devices are usually configured inside the battery.
  • the BMS Battery Management System, battery management system
  • the BMS Battery Management System, battery management system
  • the power of the heating device is limited by various factors, and the temperature rise rate is usually around 10 °C/h.
  • the heating time is longer, which affects the customer's use of the equipment.
  • the purpose of the present invention is to provide a lithium battery system and an aerial work vehicle, which can effectively avoid the risk of lithium deposition caused by the pulse feedback current to the battery during low-temperature charging, thereby greatly reducing the probability of lithium deposition in the battery and the thermal runaway of the battery. risk, which can improve the safety of the battery.
  • a first aspect of the present invention provides a lithium battery system
  • the lithium battery system includes: a battery, and a power circuit between the battery and a driver includes: a main circuit between the battery and the driver; and a first current capture circuit for shunting the feedback current delivered by the driver; and a feedback current control device, the feedback current control device comprising: a first current capture device, the first current capture device is in the on the first current capture circuit, and the first current capture device includes: a first feedback current capture module for capturing the feedback current; a first switch module on the main circuit for Turn on the main circuit; or turn off the main circuit in one direction, to allow only the battery to supply power to the driver; and a control module, the control module includes: a receiving unit for receiving the main circuit The first voltage at one end of the driver and the second voltage at one end of the battery and the temperature of the battery; and a first control unit, for according to the difference between the first voltage and the second voltage and the The temperature of the battery performs the following operations:
  • the first switch module is a combination of a diode and a contactor connected in parallel.
  • the first control unit for unidirectionally turning off the main circuit by controlling the first switch module includes: controlling The contactor opens to unidirectionally cut off the main circuit through the diode.
  • the first switch module is a first field effect transistor with a chip
  • the first control unit configured to unidirectionally turn off the main circuit by controlling the first switch module includes: controlling all The chip of the first field effect transistor is used to unidirectionally turn off the main circuit.
  • the first current capture device further includes: a second switch module for turning on or off the first current capture circuit
  • the control module further includes: a second control unit for When the difference between the first voltage and the second voltage is greater than the preset voltage and the temperature of the battery is greater than the preset temperature, perform the following operation: by controlling the second switch module to turning on the first current capture circuit; and turning on the main circuit by controlling the first switch module to charge the battery by the driver.
  • the second control unit is further configured to adjust the on-off time of the second switch module according to the difference between the first voltage and the second voltage, so as to ensure that the battery is sent from the driver to the battery. Charge.
  • the second control unit is further configured to, when the difference between the first voltage and the second voltage is less than or equal to the preset voltage, perform the following operation: by controlling the second voltage a switch module to turn off the first current capture circuit; and to unidirectionally turn off the main circuit by controlling the first switch module to allow only the battery to power the driver.
  • the feedback current control device further comprises: a second current capture device, the second current capture device is on a second current capture circuit connected in parallel with the first current capture circuit, and the second current capture device It includes: a second feedback current capture module, used to capture the feedback current; and a third switch module, used to turn on or off the second current capture circuit, correspondingly, the second control unit is also used for , when the difference between the first voltage and the second voltage is greater than a preset voltage and the temperature of the battery is less than or equal to a preset temperature, control the second switch module and the third switch module The first current capture circuit and the second current capture circuit are turned on, so that the feedback current is jointly captured by the first feedback current capture module and the second feedback current capture module.
  • the first feedback current capture module or the second feedback current capture module is one of an energy consumption module, an energy storage module and a heating module, respectively.
  • the feedback current control device further includes: a bypass switch, which is connected in parallel with the first switch module.
  • the control module further includes: a third control unit for When the first switch module fails, the bypass switch is controlled to be closed to supply power to the driver from the battery.
  • the present invention creatively realizes that the difference between the first voltage at the driver end on the main circuit and the second voltage at the battery end is greater than the preset voltage and the temperature of the battery is lower than the preset temperature (for example, 0°C).
  • the main circuit is unidirectionally turned off by the first switch module (that is, only the unidirectional circuit charged by the driver to the battery is disconnected), so that the feedback current capture module can capture all the feedback current during low-temperature charging, Therefore, the risk of lithium deposition caused by the pulse feedback current to the battery during low-temperature charging can be effectively avoided, thereby greatly reducing the probability of lithium deposition and the risk of thermal runaway of the battery, and improving the safety of the battery.
  • a second aspect of the present invention provides a lithium battery system
  • the lithium battery system includes: a battery, the battery includes: a plurality of modules, and a power circuit between the battery and a driver includes: a connection between the battery and the driver and a current capture circuit for shunting the feedback current delivered by the driver, wherein the current capture circuit includes a plurality of current capture branches connected in parallel with each other; and a feedback current control device, the feedback
  • the current control device includes: a plurality of current capture module groups, the plurality of current capture module groups are located on the plurality of current capture branches and are in one-to-one correspondence with the plurality of current capture branches, in the plurality of current capture module groups
  • Each current capture module group includes: a heating module, which is set according to the position of the module of the battery, used to capture the feedback current, and convert the feedback current into heat energy to be compatible with the heating module.
  • the corresponding module is heated; and a first switch module is used to turn on or off the current capture branch where the first switch module is located, and a control module
  • the control module includes: a first receiving unit for receiving a first voltage at one end of the driver on the main circuit, a second voltage at one end of the battery and an average temperature of the battery; and a first control unit for The difference between the two voltages and the average temperature of the battery performs the following operations: when the difference between the first voltage and the second voltage is greater than a predetermined voltage and the average temperature of the battery is less than or equal to a predetermined temperature
  • the current capture branch in which the first switch module is located is turned on, so that the heating in each current capture module group
  • the module converts the feedback current into thermal energy and heats the module corresponding to the heating module through the transformed thermal energy.
  • the power of the heating module is greater than a preset power.
  • the heating module is a heating film or a heat exchanger.
  • the heating module is arranged at the periphery of the module of the battery corresponding to the heating module.
  • the heating module is further configured to capture the charging current provided by the driver, and convert the charging current into heat energy to heat the module corresponding to the heating module.
  • the control module is further Including: a second receiving unit for receiving the power of the battery, a second control unit for when the battery is in a charging wake-up state and the difference between the preset temperature and the average temperature of the battery is greater than a preset
  • the first switch module in each current capture module group is controlled to conduct the corresponding current capture branch through the time-sharing control strategy, so that the heating module on the corresponding current capture branch is used to supply the power provided by the driver.
  • the charging current is converted into heat energy and the module corresponding to the heating module is heated by the converted heat energy.
  • the time-sharing control strategy is to determine, according to the power of the heating modules in each current capture module group, to control the conduction of the first switch module in each current capture module group The preset period of the corresponding current capture branch.
  • each current capture module group further includes: a temperature sensor for collecting the temperature of the module corresponding to the heating module.
  • the second control unit is further configured to, in the battery When the power of the battery is less than the preset power and the difference between the preset temperature and the average temperature of the battery is greater than 0 and less than or equal to the preset temperature difference, according to the temperature of each module of the battery, The on-off time of each first switch module in the plurality of current capture module groups is controlled, so as to uniformly heat the battery by the heating modules in the plurality of current capture module groups.
  • the feedback current control device further comprises: a second switch module, the second switch module is located on the main circuit, and is used to turn on the main circuit; or turn off the main circuit in one direction, so as to only allow The driver is powered by the battery, and accordingly, the first control unit is further configured to: when the difference between the first voltage and the second voltage is greater than the preset voltage and the battery When the average temperature is greater than the preset temperature, perform the following operations: turn on the main circuit by controlling the second switch module; and control the first switch in each current capture module group module to turn on the corresponding current capture branch, and adjust the on-off time of the first switch module in each current capture module group according to the difference between the first voltage and the second voltage, to The battery is guaranteed to be charged by the driver with a feedback current.
  • the first control unit is further configured to: when the difference between the first voltage and the second voltage is greater than the preset voltage and the battery When the average temperature is greater than the preset temperature, perform the following operations: turn on the main circuit by controlling the second switch module; and control the
  • the second switch module is a combination of a diode and a contactor connected in parallel.
  • the first control unit is further configured to control the contactor to be closed to turn on the main circuit; The contactor is closed to unidirectionally cut off the main circuit through the diode.
  • the second switch module is a first field effect transistor having a chip
  • the first control unit is further configured to control the chip of the first field effect transistor to turn on the main circuit or unidirectional cut-off of the main circuit.
  • each of the plurality of modules includes at least one cell, wherein an interval between the at least one cell is greater than a predetermined interval.
  • the present invention creatively allows the first voltage at one end of the driver on the main circuit and the second voltage at one end of the battery to be greater than the preset voltage and the average temperature of the battery is less than the preset temperature (for example, 0°C), through
  • the first switch module in each current capture module group turns on each current capture circuit to capture the feedback current by all the heating modules, wherein the heating modules can convert the feedback current into thermal energy, through which heat energy can be applied to the battery. Heating, thus, the heating module can capture all the feedback current during low temperature charging, and use the heat energy generated by the feedback current to heat the battery, which not only meets the braking requirements of the equipment, but also effectively avoids low temperature charging.
  • a third aspect of the present invention provides an aerial work vehicle, which includes: the lithium battery system.
  • FIG. 1 is a schematic structural diagram of a lithium battery system according to an embodiment of the present invention.
  • FIG. 2 is a schematic structural diagram of a lithium battery system provided by an embodiment of the present invention.
  • FIG. 3 is a schematic structural diagram of a lithium battery system provided by an embodiment of the present invention.
  • FIG. 4 is a schematic structural diagram of a lithium battery system provided by an embodiment of the present invention.
  • FIG. 5 is a flowchart of a charging control process for a battery provided by an embodiment of the present invention.
  • FIG. 6 is a schematic structural diagram of a lithium battery system provided by an embodiment of the present invention.
  • FIG. 7 is a schematic structural diagram of a lithium battery system according to an embodiment of the present invention.
  • FIG. 8(a) is a schematic front view of the structure of the battery module M1 provided by an embodiment of the present invention.
  • FIG. 8( b ) is a schematic top-view structural diagram of a battery module M1 provided by an embodiment of the present invention.
  • FIG. 9 is a flowchart of a charging control process for a battery provided by an embodiment of the present invention.
  • the first current capture device 42 The first feedback current capture module
  • Regenerative braking When an electric vehicle is braking, the (walking) motor can be controlled to operate as a generator, thereby converting the kinetic or potential energy of the vehicle into electrical energy and storing it in an energy storage module.
  • Feedback current During the regenerative braking process, the driver converts the electric energy generated by the (walking) motor into a current that can be used by the energy storage module or other energy-consuming components. This current is called the feedback current.
  • the motor generates a pulse feedback current with a high frequency, which is far greater than the pulse feedback current of the passenger car.
  • the charging current is reduced to meet the requirements for the use of aerial work vehicles. Therefore, the embodiment of the present invention adopts the strategy of suppressing the charging of the battery (of the aerial work vehicle) by the pulse feedback current, and solves the risk brought by the high pulse charging to the aerial work vehicle by means of no heating.
  • FIG. 1 is a structural diagram of a lithium battery system according to an embodiment of the present invention.
  • the lithium battery system may include a battery (ie, a lithium battery) 30 and a feedback current control device 10 .
  • the power circuit between the battery 30 and the driver 20 includes: a main circuit between the battery 30 and the driver 20 ; and a first current capture circuit for shunting the feedback current delivered by the driver 20 .
  • the feedback current control device 10 may include: a first current capture device 40, the first current capture device 40 is on the first current capture circuit, and the first current capture device 40 includes: a first feedback current capture module 42 (as shown in FIG.
  • a first switch module 50 which is on the main circuit and used to turn on the main circuit; or a one-way cut-off the main circuit to allow only the battery 30 to supply power to the driver 20; and a control module (not shown), the control module comprising: a receiving unit (not shown) for receiving the power on the main circuit the first voltage at one end of the driver 20 and the second voltage at one end of the battery 30 and the temperature of the battery 30; and a first control unit (not shown), used for according to the first voltage and the The difference between the second voltage and the temperature of the battery 30 performs the following operations: when the difference between the first voltage and the second voltage is greater than a preset voltage and the temperature of the battery 30 is less than or equal to the preset temperature In this case, the main circuit is unidirectionally turned off by controlling the first switch module, so that the feedback current is captured by the first feedback current capture module 42 on the first current capture circuit.
  • the first end of the main circuit is connected to the positive electrode of the driver 20 and the other end of the main circuit is connected to the positive electrode of the battery 30 .
  • One end of the first current capture circuit is in phase with point B on the main circuit (any point on the main circuit between the current output end of the first switch module 50 and the driver 20 ) (ie, the positive pole of the driver). connection, and the other end of the first current capture circuit is connected to the negative electrode of the driver, which is used for suppressing the pulse feedback current to charge the battery when the battery is low temperature to prevent the battery from lithium precipitation, thereby improving the battery life of the device.
  • the difference between the first voltage UB at one end of the driver 20 on the main circuit and the second voltage UA at one end of the battery 30 is greater than the preset voltage (indicating that the motor generates electromotive force, such as the preset voltage
  • the preset voltage indicating that the motor generates electromotive force
  • the voltage is set to 0V
  • the battery temperature is lower than the preset temperature (for example, 0°C)
  • the generated feedback energy feedback current
  • the battery 30 does not need to be heated when the battery 30 is at a low temperature (for example, the battery temperature is less than 0° C.), which does not affect the user's operating experience, and is beneficial to improve the endurance of the aerial work vehicle. Since the battery does not need to be heated, the user can operate the device without waiting for the battery to warm up, which improves the control experience of the device. In addition, when the device is working, it does not need to rely on consuming battery energy to maintain the battery temperature above 0°C, thus reducing power consumption, which is conducive to energy saving and improving the battery life of the device.
  • a low temperature for example, the battery temperature is less than 0° C.
  • the first switch module 50 may be a combination of a diode 52 and a contactor 54 (which may be a low temperature contactor) connected in parallel, as shown in FIG. 3 .
  • the first control unit is configured to control the first switch by The module 50 to unidirectionally turn off the main circuit may include controlling the contactor to open to unidirectionally turn off the main circuit through the diode.
  • the first switch module 50 is equivalent to a diode, which is used to cut off the main circuit in one direction. That is, current can flow from A to B (allowing the battery to discharge), but current cannot flow from B to A (disabling charging of the battery).
  • the second control unit is configured to control the first switch by module 50 to turn on the main circuit to charge the battery by the driver (see below for details).
  • the first switch module 50 is equivalent to a wire, which is used to conduct the main circuit. That is, current can flow from B to A (charging the battery).
  • the advantage of the first switch module 50 is low cost.
  • the first switch module 50 may be a first field effect transistor having a chip (the MOS transistor 500 shown in FIG. 4 ).
  • the first control unit being configured to unidirectionally turn off the main circuit by controlling the first switch module 50 may include: controlling the chip of the first field effect transistor to unidirectionally turn off the main circuit.
  • the first field effect transistor ie, the MOS transistor 500
  • the MOS transistor 500 is equivalent to a diode, which is used to unidirectionally cut off the main circuit. That is, current can flow from A to B (allowing the battery to discharge), but current cannot flow from B to A (disabling charging of the battery).
  • the second control unit is configured to control the first switch by module 50 to turn on the main circuit to charge the battery by the driver (see below for details).
  • the first switch module 50 is equivalent to a wire, which is used to conduct the main circuit. That is, current can flow from B to A (charging the battery).
  • the advantages of the first switch module 50 are that the volume is small, which is favorable for circuit board layout; and its internal resistance is small, and when the current of the main circuit is large, the voltage drop is small (thereby less heat is generated) ), so the feedback energy dissipation is less.
  • the temperature of the battery 30 gradually increases.
  • the preset temperature When the battery temperature is greater than the preset temperature and the difference between the first voltage UB at one end of the driver 20 on the main circuit and the second voltage UA at one end of the battery 30 is greater than the preset voltage (indicating that the motor generates electromotive force, For example, when the preset voltage is 0V), since there is no danger of lithium precipitation when charging the battery at this time, the main circuit can be turned on through the first switch module 50, so that the battery can be powered on by the feedback electric energy generated by the motor. Charge.
  • the first current capture device 40 may further include: a second switch module 44, configured to turn on or turn off the first current capture circuit Current capture circuit, as shown in Figure 2.
  • the second switch module 44 needs to be controlled to be turned on, and then the above process of capturing the feedback current through the first feedback current capture module is performed.
  • the control module may further include: a second control unit (not shown) for connecting the first voltage and the first voltage
  • a second control unit (not shown) for connecting the first voltage and the first voltage
  • a current capture circuit for example, a second current capture circuit, or a A plurality of current capture circuits connected in parallel are provided to reduce the current on each current capture circuit, and a switch module for turning on or off the circuit is provided on the second current capture circuit.
  • the feedback current control device 10 may further include: a second current capture device 70 located on a second current capture circuit connected in parallel with the first current capture circuit.
  • the second current capture device 70 may include: a second feedback current capture module 72 for capturing the feedback current; and a third switch module 74 for turning on or off the second current capture circuit ,as shown in picture 2.
  • the second control unit is further configured to, when the difference between the first voltage and the second voltage is greater than a preset voltage and the temperature of the battery 30 is less than or equal to a preset temperature, control the The second switch module 44 and the third switch module 74 turn on the first current capture circuit and the second current capture circuit, so that the first feedback current capture module 42 and the second feedback The current capture modules 72 collectively capture the feedback current.
  • the embodiments of the present invention can reduce the current flowing through the switch modules on each current capture circuit, thereby greatly improving the reliability of the switch modules.
  • the second switch module 44 is a second field effect transistor (which may be referred to as a MOS transistor 440, as shown in FIG. 4) or a contactor 442 (as shown in FIG. 3); and the third switch module 74 may be It is a third field effect transistor (may be referred to as a MOS transistor 740 for short, as shown in FIG. 4 ) or a contactor 742 (as shown in FIG. 3 ).
  • a pulse width modulation (PWM) signal can be adjusted according to the difference between the feedback electromotive force (ie U B ) and the second voltage (ie U A ) to control the second switch
  • the on-off time of the module 44 is to ensure that the "stealing phenomenon" can be minimized while fully absorbing the feedback energy (the "stealing phenomenon” means that during the process of absorbing the feedback energy, the charging power of the battery is greater than the feedback power, As a result, U A > U B , and the battery is discharged).
  • the second control unit is further configured to regulate the second switch module according to the difference between the first voltage (U B ) and the second voltage (ie U A ) 44 on-off time to ensure that the battery 30 is charged by the driver 20 .
  • the pulse width modulation can be controlled by a control module (eg BMS) using a PI control algorithm (PWM) duty cycle, so as to control the on-off time of the second switch module 44, and realize the control of the precise voltage division of the feedback electromotive force, so as to ensure that the voltage U B on the main circuit is greater than U A (that is, the absorbed power on the main circuit). less than the feedback power).
  • a control module eg BMS
  • PWM PI control algorithm
  • a PI control algorithm is used to control the pulse width modulation (PWM) duty cycle to become smaller, so as to convert U B and U A
  • PWM pulse width modulation
  • the second control unit is further configured to, according to the first voltage (U B ) and the second current capture circuit
  • the difference between the voltages U A regulates the on-off time of the second switch module 44 and the third switch module 74 respectively, so as to ensure that the driver 20 charges the battery 30 .
  • the maximum value of the pulse feedback current is reduced as much as possible to flatten the waveform of the pulse feedback current, thereby reducing the impact on the battery.
  • the generated current of the motor can be controlled, and the specific content is described in the following description.
  • control module may further include: a determining unit (not shown), configured to determine the power generation of the electric motor 80 according to the target rotational speed and the actual rotational speed of the electric motor 80 and the braking time of the aerial work vehicle a current; and a sending unit (not shown) for sending the determined power generation current to the driver 20 to allow the driver 20 to control the motor 80 to generate power with the power generation current.
  • a determining unit configured to determine the power generation of the electric motor 80 according to the target rotational speed and the actual rotational speed of the electric motor 80 and the braking time of the aerial work vehicle a current
  • sending unit not shown
  • the determining unit (not shown) for determining the power generation current may include: in the case that the target rotational speed, the actual rotational speed and the braking time satisfy a preset condition, determining that the power generation current is the maximum generating current, wherein the preset condition is that the braking time is less than the preset braking time or the difference between the target speed and the actual speed is greater than the preset speed difference; or when the target speed, the When the actual rotational speed and the braking time do not meet the preset conditions, the generating current is determined according to the minimum generating current, the maximum allowable braking time and the maximum generating current.
  • the minimum power generation current means that the power generated by this current can meet the requirements of the minimum braking distance under non-extreme conditions (for example, driving at a speed of 6km/h on flat ground).
  • the minimum generating current can usually be expressed as a percentage of the maximum generating current.
  • the determining unit (not shown) for determining the power generation current according to the minimum power generation current, the maximum allowable braking time and the maximum power generation current may include: according to the minimum power generation current I min , the maximum allowable braking time Time T max , the maximum power generation current I max and the following formula (1), determine the power generation current,
  • I max , I min , and T max need to be determined in combination with specific vehicle models and working conditions, and t is the braking time (which can be set in advance according to actual needs).
  • the power generation current can be calculated according to the following rules.
  • the generating current 100% I max .
  • the braking distance is usually required to be short during the emergency stop operation, so the braking power requirement is the highest, and the generating current of the emergency stop operation is usually set to 100% I max .
  • the difference between the target speed and the actual speed is large (for example, the difference may be 500 rpm, and the preset speed difference may be 200 rpm (but the preset speed is not limited to 200 rpm))
  • the generating current 100% I max .
  • the resistance is large, and it is possible to climb the slope, and the kinetic energy that can be converted into electric energy is reduced. Since the power generation is not large, the peak value of the feedback current is not high.
  • the power generation current can be calculated according to the above formula (1).
  • the control module After the generated current is calculated, the control module sends it to the driver 20 through the CAN bus, and the driver 20 controls the motor 80 to generate electricity with the generated current. Therefore, the present embodiment can control the stable output of feedback energy and reduce the impact feedback current without affecting the braking performance, thereby effectively reducing the impact on the battery.
  • the second switch module 44 can be controlled to disconnect the first current capture circuit, and the first switch module 50 can be controlled to cut off the main circuit unidirectionally, thereby prohibiting the driver from charging the battery .
  • the second control unit is further configured to, when the difference between the first voltage and the second voltage is less than or equal to the preset voltage, perform the following operation: by controlling the second voltage
  • the switch module 44 turns off the first current capture circuit; and the main circuit is unidirectionally turned off by controlling the first switch module 50 to allow only the battery 20 to power the driver 30 .
  • the first feedback current capture module 42 or the second feedback current capture module 72 is one of an energy consumption module (not shown), an energy storage module (not shown) and a heating module, respectively.
  • the energy consumption module (not shown) may be a braking resistor;
  • the energy storage module (not shown) may be a super capacitor (not shown) or a battery (not shown); or the heating
  • the module may be a heating film (heating film 420, heating film 421 as shown in FIG. 3 or FIG. 4).
  • the heating module can be set according to the position of the module of the battery 30, wherein the module of the battery 30 includes at least one battery cell.
  • the heating films may be arranged on the four sides of the module of the battery 30, with a certain gap left between adjacent battery cells, and a temperature sensor is arranged at the center. When the temperature sensor detects that the temperature of the battery cell is lower than 0° C., the heating film starts to charge the module of the battery 30 .
  • the advantages of this layout are: when the ambient temperature is too low, the heat transfer from the heating film to the cells during heating is relatively uniform, and the temperature difference between the cells is small; when the ambient temperature is too high, the module will not be damaged. The internal cell temperature is too concentrated to dissipate heat. And the structure is simple in arrangement and easy to install.
  • the power of the braking resistor, super capacitor (not shown), battery (not shown) or heating film should not only meet the needs of the braking distance, but also ensure that the regenerative electromotive force is less than the protection voltage of the drive, Its size can be determined according to existing algorithms.
  • the first feedback current capture module 42 or the second feedback current capture module 72 may use an energy storage module, the advantage of which is that after the feedback energy is absorbed, the battery can be powered by the main circuit, The energy utilization rate is higher, which is more conducive to saving energy and improving the battery life of the device.
  • the first feedback current capture module 42 or the second feedback current capture module 72 may use a braking resistor, which has the advantages of lower cost and smaller volume (convenient for working at heights with limited space) installed in the car). Further, considering that in the actual braking process, affected by the resistance of the braking resistor and the braking distance, the current on the main circuit will fluctuate around the preset electric current (for example, 0A), so that the first The switch module 50 is frequently turned on and off. In the case where the braking resistor is a winding resistor (not shown), due to the inductance of the winding resistor, the frequent switching on and off of the first switch module 50 will cause a high induced electromotive force to be generated at both ends of the braking resistor.
  • a semiconductor element eg, a freewheeling diode
  • the braking resistor can be connected in parallel with the braking resistor to consume the induced electromotive force generated by the winding resistor.
  • the first feedback current capture module 42 or the second feedback current capture module 72 may use a heating module (eg, a heating film), which has the advantage of using the converted thermal energy to heat the battery 30 , so that the temperature of the battery can quickly rise to the preset temperature, so that the utilization rate of energy is higher, which is beneficial to prolong the battery life.
  • a heating module eg, a heating film
  • a bypass switch connected in parallel with the first switch module 50 may also be provided, and by closing the bypass switch, the battery 30 can maintain the power supply to the driver 20 .
  • the feedback current control device 10 may further include: a bypass switch (not shown), the bypass switch is connected in parallel with the first switch module 50 .
  • the control module may further include: a third control unit (not shown), configured to control the bypass switch to be closed to allow the battery 30 to switch on when the first switch module 50 fails. The driver 20 is powered.
  • the following takes the lithium battery system shown in FIG. 4 as an example to explain and describe the charging control process of the battery, as shown in FIG. 5 .
  • the battery charging control process may include the following steps S501-507.
  • Step S501 power on the aerial work vehicle.
  • step S502 the BMS obtains the temperature of the battery, the voltages UA and UB across the MOS transistor 500, the target and actual speeds of the motor, and the braking time.
  • the BMS obtains the front-end voltage (U A ) of the MOS tube 500 and the back-end voltage (U B ) of the MOS tube 500 through the A/D converter; other data can be directly obtained by the BMS.
  • Step S503 the BMS performs power generation control.
  • BMS can determine the power generation current of the motor 80 according to the target speed and actual speed of the motor 80 and the braking time of the aerial work vehicle (for the specific determination process, please refer to the description above, and will not be repeated here); The BMS then sends the determined power generation current to the driver 20 , and the driver 20 uses the power generation current to control the motor 80 to generate power.
  • the purpose of controlling the power generation current is to reduce the maximum value of the pulse feedback current as much as possible under the requirement of the minimum braking distance, so as to flatten the waveform of the pulse feedback current, thereby reducing the impact on the battery, which is also conducive to the control system. Precise control.
  • Another advantage of the controlled generation current is that it can suppress the peak value of the voltage at point B and avoid the overvoltage alarm of the driver.
  • step S504 the BMS determines whether the difference between the voltage UB and the voltage UA is greater than the preset voltage; if so, execute step S505; otherwise, execute step S502 again.
  • step S505 needs to be further performed to determine whether the battery can be operated according to the temperature of the battery. Charge; otherwise, it indicates that the motor does not generate a large feedback current, and the process returns to step S502.
  • the preset voltage for example, 0V
  • step S505 the BMS determines whether the temperature of the battery is less than or equal to the preset temperature, and if so, executes step S506; otherwise, executes step S507.
  • the braking control is performed by performing step S506 , that is, a large feedback current is drawn to the current capture circuit to consume the feedback current, for example, through the heating film 420 and the heating film 421 , that is, the battery 30 is not drained. to charge.
  • the charging control is performed by performing step S507, that is, the battery is charged by limiting the charging power.
  • step S506 the BMS performs braking control.
  • the braking control is turned on.
  • the BMS disconnects the contactor 54 to unidirectionally cut off the circuit charged by the driver to the battery, and controls the MOS transistor 440 to conduct the first current capture circuit and control the MOS transistor 740 to conduct the second current capture circuit where it is located ( That is, the braking circuit is turned on), at this time, all the feedback current is consumed by the heating film 420 and the heating film 421, so as to avoid charging the battery.
  • the purpose of braking control is to prevent the risk of lithium deposition in the battery due to pulsed feedback current when the battery is low temperature.
  • Step S507 the BMS performs charging control.
  • the charging control is turned on.
  • BMS controls the contactor 54 (bidirectional) to turn on the main circuit, and controls the MOS tube 440 to turn on the first current capture circuit and the control MOS tube 740 to turn on the second current capture circuit where it is located.
  • the difference value of A uses the PI control algorithm to control the PWM duty cycle to control the on-off time of the MOS transistor 440 and the MOS transistor 740 respectively, so as to adjust the voltage division of the feedback current on the current capture circuit, that is, to achieve precise control of the braking voltage. , and finally ensure that the voltage U B on the main circuit is greater than U A .
  • the purpose of charge control is to avoid "power theft".
  • the present invention is creative in the case that the difference between the first voltage at the driver end on the main circuit and the second voltage at the battery end is greater than the preset voltage and the temperature of the battery is lower than the preset temperature (for example, 0°C).
  • the main circuit is unidirectionally turned off by the first switch module (that is, only the unidirectional circuit charged by the driver to the battery is disconnected), so that the feedback current capture module can capture all the feedback current during low-temperature charging, Therefore, the risk of lithium deposition caused by the pulse feedback current to the battery during low-temperature charging can be effectively avoided, thereby greatly reducing the probability of lithium deposition and the risk of thermal runaway of the battery, and improving the safety of the battery.
  • the lithium battery system may further include: a contactor 90 , a precharge resistor 100 , a precharge relay 110 , a shunt 120 and other devices.
  • a contactor 90 a precharge resistor 100
  • a precharge relay 110 a precharge relay 110
  • a shunt 120 a shunt 120 and other devices.
  • the arrangement of each device is not an improvement point of the present invention, and its functions are not described one by one here, and the corresponding function descriptions in the prior art can be cited here.
  • FIG. 6 is a structural diagram of a lithium battery system according to an embodiment of the present invention.
  • the lithium battery system may include: a battery (ie, a lithium battery) 30 ; and a feedback current control device 800 .
  • the power circuit between the battery 30 and the driver 20 may include: a main circuit between the battery 30 and the driver 20; and a current capture circuit for shunting the feedback current delivered by the driver 20, wherein the
  • the current capture circuit includes a plurality of current capture branches (eg, a current capture branch P, a current capture branch Q...) connected in parallel with each other.
  • the feedback current control device 800 may include: a plurality of current capture module groups (eg, current capture module group 4 , current capture module group 7 ) and control modules (not shown) (eg, BMS).
  • the multiple current capture module groups (for example, the current capture module group 4, the current capture module group 7) are on the multiple current capture branches and correspond to the multiple current capture branches one-to-one (that is, the current capture Module group 4 is in current capture branch P; and current capture module group 7 is in current capture branch Q).
  • the battery 30 may include: a plurality of modules (eg, modules M1, M2), wherein each of the plurality of modules (eg, module M1 ) includes at least one cell 1, as shown in FIG. 8 ( a) or as shown in Figure 8(b). Wherein, the interval between the at least one battery cell 1 is greater than the preset interval.
  • a corresponding battery box 60 can also be provided to protect the battery, as shown in FIG. 8( a ) or FIG. 8( b ). It should be noted that, the battery in each embodiment of the present invention may refer to a lithium battery.
  • each current capture module group (for example, the current capture module group 4 or the current capture module group 7 ) in the plurality of current capture module groups may include: a heating module (for example, the heating module 2 or the heating module in FIG. 7 ) 3), the heating module is set according to the position of the module of the battery (that is, the heating module is in one-to-one correspondence with the module of the battery) to capture the feedback current and convert the feedback current into heat energy to The module corresponding to the heating module is heated; and a first switch module (for example, the first switch module 5 or the first switch module 6 in FIG. 7 ) is used to turn on or off the first switch module. in the current capture branch.
  • a heating module for example, the heating module 2 or the heating module in FIG. 7
  • the heating module is set according to the position of the module of the battery (that is, the heating module is in one-to-one correspondence with the module of the battery) to capture the feedback current and convert the feedback current into heat energy to The module corresponding to the heating module is heated
  • the first switch module may be a field effect transistor or a contactor.
  • the first switch module 4 is a field effect transistor 440 (which may be referred to as a MOS transistor 440, as shown in FIG. 4) or a contactor 442 (as shown in FIG. 3); or the first switch module 6 may be A field effect transistor 740 (may be referred to as a MOS transistor 740 for short, as shown in FIG. 4 ) or a contactor 742 (as shown in FIG. 3 ).
  • control module may include: a first receiving unit (not shown) for receiving the first voltage at one end of the driver 20 and the second voltage at one end of the battery 30 on the main circuit and the an average temperature of the battery; and a first control unit (not shown) for performing the following operations according to the difference between the first voltage and the second voltage and the average temperature of the battery 30:
  • first control unit for performing the following operations according to the difference between the first voltage and the second voltage and the average temperature of the battery 30:
  • the first switch module in each current capture module group is controlled by , to turn on the current capture branch where the first switch module is located, so that the heating module in each current capture module group converts the feedback current into heat energy, and the converted heat energy pairs with the heating module The corresponding module is heated.
  • the average temperature of the battery can be obtained from the temperature collected by the temperature sensors in each current capture module group.
  • the first end of the main circuit is connected to the positive electrode of the driver 20 and the other end of the main circuit is connected to the positive electrode of the battery 30 .
  • One end of the current capture circuit is connected to point B on the main circuit (that is, the positive electrode of the driver), and the other end of the current capture circuit is connected to the negative electrode of the driver, which is used to suppress the low temperature of the battery.
  • the pulse feedback current charges the battery to prevent lithium deposition in the battery, thereby improving the battery life of the device.
  • each heating module is set in accordance with the position of the corresponding battery module, the embodiment of the present invention can quickly and evenly heat the battery, so that the problem of local high temperature of the battery will not occur, and some heat energy can be absorbed. .
  • the difference between the first voltage UB at one end of the driver 20 on the main circuit and the second voltage UA at one end of the battery 30 is greater than the preset voltage (indicating that the motor generates electromotive force, such as the preset voltage
  • the preset voltage indicating that the motor generates electromotive force
  • the voltage is set to 0V
  • the battery temperature is lower than the preset temperature (for example, 0°C)
  • the generated feedback energy feedback current
  • the converted heat energy can be directly used to heat the battery module corresponding to each heating module.
  • the feedback current generated by the motor can be effectively intercepted without affecting the user’s operating experience, thereby helping to improve the endurance of the aerial work vehicle. . Since the battery does not need to be heated, the user can operate the device without waiting for the battery to warm up, which improves the control experience of the device. In addition, when the device is working, it does not need to rely on consuming battery energy to maintain the battery temperature above 0°C, thus reducing power consumption, which is beneficial to energy saving and improving the battery life of the device.
  • the power of the heating module is greater than the preset power.
  • the heating module can be a heating film (such as the heating film 420 and the heating film 421 in FIG. 3 or FIG. 4 , which are respectively set according to the positions of the modules M1 and M2 ) or a heat exchanger (not shown, such as a gas exchange heat exchanger or liquid heat exchanger).
  • the power of the heating film is at least 10 times higher than the preset power.
  • the preset power may be determined based on the power of the heating unit in the prior art (for example, the preset power may be equal to the power of the heating unit in the prior art).
  • the potential energy is converted into heat energy and consumed on the braking resistor, which may cause the braking resistor to exceed its design temperature), due to the large power of the heating module, During the downhill process, the heat energy converted from potential energy can quickly increase the battery temperature to a preset temperature (for example, 0°C), which not only avoids the problem of overheating of the braking resistor, but also absorbs part of the downhill potential energy.
  • a preset temperature for example, 0°C
  • the heating module is arranged on the periphery of the battery module corresponding to the heating module.
  • the heating film eg, heating film 420 in FIG. 3 or FIG. 4
  • the layout of the battery module M1 and the heating film 420 is designed as follows: the heating film 420 is arranged on the four sides of the battery module M1; A temperature sensor 46 is arranged at the location.
  • the advantages of this layout are: when the ambient temperature is low, the heat transferred from the heating film to each cell during heating is relatively uniform (the temperature difference between the cells is small, see the description below for details); when the ambient temperature is high , it will not cause the temperature of the cells inside the module to be too concentrated to dissipate heat. Moreover, the arrangement has a simple structure and is easy to install.
  • one current capture branch can be controlled to be turned on at each moment, thereby reducing the heating power of the heating module on the entire current capture circuit (due to In the above process of capturing the feedback current, multiple heating modules on the entire current capturing circuit jointly play a heating role, so the heating power of all heating modules is relatively large), because the charging process needs to be under the auxiliary action of the charger. After the charging process is completed, the capacity of the charger can be correspondingly reduced, thereby improving the safety of the battery.
  • the heating module (for example, the heating module 2 or the heating module 3 in FIG. 7 ) is also used to capture the charging current provided by the driver 20 and convert the charging current into thermal energy to match the heating module with the heating module.
  • the corresponding module is heated.
  • the control module may further include: a second receiving unit (not shown) for receiving the power of the battery 20, and a second control unit (not shown) for waking up when the battery is charging In the state (indicating that the aerial work vehicle is not working) and the difference between the preset temperature and the average temperature of the battery is greater than the preset temperature difference, the time-sharing control strategy is used to control each current capture module group.
  • the first switch module turns on the corresponding current capture branch, so as to convert the charging current provided by the driver into heat energy through the heating module on the corresponding current capture branch, and convert the heating module corresponding to the heating module through the converted heat energy. group heating.
  • the preset temperature difference may be set to a value close to but greater than the preset temperature (for example, the preset temperature difference is 3° C.).
  • the preset temperature is 0°C
  • the difference between the preset temperature and the average temperature of the battery is greater than the preset temperature difference, indicating that the average temperature of the battery is less than -3°C (ie, the average temperature is lower).
  • the battery is in a charging wake-up state and the difference between the preset temperature and the average temperature of the battery is greater than the preset temperature difference, indicating that the battery needs to be normally charged at this time.
  • the time-sharing control strategy is to determine, according to the power of the heating modules in each current capture module group, to control the first switch module in each current capture module group to conduct corresponding The preset period of the current capture branch.
  • the preset period for controlling the first switch module in each current capture module group to conduct the corresponding current capture branch is inversely proportional to the power of the heating module in each current capture module group.
  • the preset period for controlling the conduction of the first switch module 5 is equal to the preset period for controlling the conduction of the first switch module 6 and when the power of the heating module 2 is equal to the power of the heating module 3, the preset period for controlling the conduction of the first switch module 5 is equal to the preset period for controlling the conduction of the first switch module 6.
  • the plurality of current capture branches are two current capture branches P and Q
  • the plurality of current capture module groups are two current capture module groups 4 and 7 , such as shown in Figure 3.
  • the first switching module 5 and the first switching module 6 are alternately controlled according to a fixed preset period to conduct the corresponding single current capture branch. For example, in the first period T, the first switch module 5 is controlled to turn on the current capture branch where it is located, and at the same time, part of the charging current is converted into heat energy through the heating module 2, and the converted heat energy can be used for matching with the heating module 2.
  • the corresponding module is heated; in the second cycle T, the first switch module 6 is controlled to conduct the current capture branch where it is located, and at the same time, part of the charging current is converted into heat energy through the heating module 3, and the converted heat energy is available.
  • the first switch module 5 is controlled to conduct the current capture branch where it is located, and in the even-numbered cycle T, The first switch module 6 is controlled to turn on the current capture branch where it is located.
  • the battery can also be heated by the heating module on a single current capture branch within each cycle T.
  • the on-off time of each first switch module corresponding to each module can be adjusted according to the temperature of each module of the battery 30 . Therefore, the module with a lower temperature can be effectively heated for a longer time to compensate for a large temperature difference with other modules, thereby improving the safety of the battery.
  • each current capture module group may further include: a temperature sensor (as shown in FIG. 8 , the temperature sensor 46 in the current capture module group 4 ), for collecting data related to the heating module (as shown in FIG. 8 ) The temperature of the module (eg module M1) corresponding to the heating film 420).
  • the second control unit is further configured to: when the power of the battery 30 is less than the preset power and the difference between the preset temperature and the average temperature of the battery 30 is greater than 0 and less than or equal to the predetermined power In the case of the preset temperature difference, according to the temperature of each module of the battery 30, the on-off time of the first switch module in each current capture module group is controlled, so as to pass the current capture module group through the plurality of current capture module groups.
  • the heating module in the battery 30 uniformly heats the battery 30 .
  • the on-time of each corresponding first switch module is controlled to be shorter.
  • the corresponding on-off times of the first switch module 5 and the first switch module 6 are equal; or when the temperature of the module M1 is -2°C and the When the temperature of the group M2 is -1° C., the on-time of the first switch module 5 can be 20s and the on-time of the first switch module 6 can be 8s.
  • the on-off of the first switch module in each current capture module group can also be controlled according to the difference between the temperature of each module of the battery 30 and the preset temperature time.
  • the advantages of using multiple parallel current capture branches are as follows: (1) In the process of capturing the feedback current, turning on the multiple branches at the same time can reduce the MOS on the single branch. (2) When the battery is in the charging wake-up state (normal charging), the BMS can use time-sharing control to turn on a single branch to reduce the power of charging and heating, thereby reducing the The capacity of the charger, thereby improving the safety of the battery.
  • the feedback current control device 800 may further include: a second switch module 8, the second switch module 8 is located on the main circuit, and is used to turn on the main circuit;
  • the driver 20 is allowed to be powered by the battery 30 .
  • the second switch module 8 needs to be controlled by the first control unit to turn off the main circuit unidirectionally; or in the above process of charging the battery normally, it needs to be controlled by the second control unit
  • the second switch module 8 turns on the main circuit.
  • the first control unit is further configured to, in the case where the difference between the first voltage and the second voltage is greater than the preset voltage and the average temperature of the battery 30 is greater than the preset temperature, execute the The following operations: turn on the main circuit by controlling the second switch module 8 to charge the battery 30 by the driver 20 (see below for details); and control each current capture module group to turn on the corresponding current capture branch, and respectively regulate the first switch in each current capture module group according to the difference between the first voltage and the second voltage
  • the on-off time of the switch module ensures that the battery is charged by the driver.
  • the second switch module 8 is equivalent to a wire, which is used to conduct the main circuit. That is, current can flow from B to A (charging the battery).
  • the second switch module 8 may be a combination of a diode 52 and a contactor 54 (which may be a low temperature contactor) connected in parallel, as shown in FIG. 3 .
  • the first control unit is configured to control the second switch by
  • the module 8 to unidirectionally turn off the main circuit may include controlling the contactor 54 to open to unidirectionally turn off the main circuit through the diode 52 .
  • the first switch module 5 is equivalent to a diode, which is used to cut off the main circuit in one direction. That is, current can flow from A to B (allowing the battery to discharge), but current cannot flow from B to A (disabling charging of the battery).
  • the first control unit When the difference between the first voltage and the second voltage is greater than the preset voltage and the average temperature of the battery is greater than the preset temperature, the first control unit is configured to control the contact Switch 54 is turned off to turn on the main circuit for charging the battery 30 by the driver 20 (see below for details).
  • the second switch module 8 is equivalent to a wire, which is used to conduct the main circuit. That is, current can flow from B to A (charging the battery).
  • the advantage of the second switch module 8 is low cost.
  • the second switch module 8 may be a first field effect transistor with a chip (the MOS transistor 500 shown in FIG. 4 ).
  • the first control unit being configured to unidirectionally turn off the main circuit by controlling the second switch module 8 may include: controlling the chip of the first field effect transistor to unidirectionally turn off the main circuit.
  • the first field effect transistor that is, the MOS transistor 500
  • the MOS transistor 500 is equivalent to a diode, which is used to cut off the main circuit in one direction. That is, current can flow from A to B (allowing the battery to discharge), but current cannot flow from B to A (disabling charging of the battery).
  • the first control unit is configured to control the first The chip of field effect transistor turns on the main circuit to charge the battery by the driver (see below for details).
  • the second switch module 8 is equivalent to a wire, which is used to conduct the main circuit. That is, current can flow from B to A (charging the battery).
  • the advantage of the second switch module 8 is that its volume is small, which is favorable for circuit board layout; and its internal resistance is small, and when the current of the main circuit is large, the voltage drop is small (thereby less heat is generated) ), so the feedback energy dissipation is less.
  • the temperature of the battery 30 gradually increases.
  • the battery temperature is greater than the preset temperature and the difference between the first voltage UB at one end of the driver 20 on the main circuit and the second voltage UA at one end of the battery 30 is greater than the preset voltage (indicating that the motor generates electromotive force, For example, when the preset voltage is 0V), since there is no danger of lithium precipitation when charging the battery at this time, the main circuit can be turned on through the second switch module 8, so that the battery can be charged with the feedback power generated by the motor. Charge.
  • the pulse width modulation (PWM) signal can be adjusted according to the difference between the feedback electromotive force (ie U B ) and the second voltage (ie U A ) to Control the on-off time of the first switch module to ensure that while fully absorbing the feedback energy, it can minimize the "stealing phenomenon" (the "stealing phenomenon” refers to the charging of the battery during the process of absorbing the feedback energy.
  • the power is greater than the feedback power, resulting in U A > U B , and the battery discharges).
  • the first control unit is further configured to regulate the first switch module according to the difference between the first voltage (U B ) and the second voltage (ie U A ) to ensure that the battery 30 is charged by the driver 20 .
  • the pulse width modulation can be controlled by a control module (eg BMS) using a PI control algorithm (PWM) duty cycle, so as to control the on-off time of each first switch module, and realize the precise voltage division control of the feedback electromotive force, so as to ensure that the voltage U B on the main circuit is greater than U A (that is, the absorption on the main circuit power is less than the feedback power).
  • a control module eg BMS
  • PWM PI control algorithm
  • a PI control algorithm is used to control the pulse width modulation (PWM) duty cycle to become smaller, so as to convert U B and U A
  • PWM pulse width modulation
  • the maximum value of the pulse feedback current is reduced as much as possible to flatten the waveform of the pulse feedback current, thereby reducing the impact on the battery.
  • the preset voltage for example, the preset voltage is 0V
  • all the first switch modules can be controlled to disconnect the current capture circuit, and the second switch module 8 can be controlled to cut off the main circuit unidirectionally, thereby prohibiting the driver from charging the battery.
  • the first control unit is further configured to, when the difference between the first voltage and the second voltage is less than or equal to the preset voltage, perform the following operation: by controlling each of the The first switch module turns off the current capture circuit; and the main circuit is unidirectionally turned off by controlling the second switch module 8 to allow only the battery 20 to supply power to the driver 30 .
  • the power of the heating module should not only meet the requirements of the braking distance, but also ensure that the regenerative electromotive force is less than the protection voltage of the driver, and its size can be determined according to the existing algorithm.
  • a bypass switch connected in parallel with the second switch module 8 may also be provided, and by closing the bypass switch, the battery 30 can maintain the power supply to the driver 20 .
  • the feedback current control device 800 may further include: a bypass switch (not shown), the bypass switch is connected in parallel with the second switch module 8 .
  • the control module may further include: a third control unit (not shown), configured to control the bypass switch to be closed to allow the battery 30 to switch on when the second switch module 8 fails. The driver 20 is powered.
  • each control unit eg, the first control unit, the second control unit, the third control unit
  • each control unit may be independent control units (eg, three independent controllers), or may be integrated in The same control unit (eg, the same controller).
  • the feedback current control device may further include: a first voltage sensor (not shown) for collecting the first voltage at one end of the driver 20 on the main circuit; and a second voltage sensor (not shown) ) for collecting the second voltage at one end of the battery 30 on the main circuit.
  • the first voltage sensor (not shown) and the second voltage sensor (not shown) may be voltmeters.
  • the following takes the lithium battery system shown in FIG. 4 as an example to explain and describe the charging control process of the battery, as shown in FIG. 9 .
  • the heating films 420 and 421 are respectively set according to the positions of the modules M1 and M2.
  • the battery charging control process may include the following steps S601-612.
  • Step S601 power on the aerial work vehicle.
  • step S602 the BMS acquires the temperature of the modules M1 and M2 of the battery, the voltages UA and UB across the MOS transistor 500, and the status signal of the battery.
  • the BMS obtains the front-end voltage (U A ) of the MOS tube 500 and the back-end voltage (U B ) of the MOS tube 500 through the A/D converter; other data can be directly obtained by the BMS.
  • step S603 the BMS judges whether the battery status signal indicates that the battery is in a charging wake-up state, and if so, executes step S604; otherwise, executes step S609.
  • step S604 the BMS calculates the average temperature of the battery according to the temperatures of the modules M1 and M2, and determines whether the average temperature of the battery is less than -0.3°C. If so, step S605 is performed; otherwise, step S606 is performed.
  • the preset temperature can be set as 0°C, and the preset temperature difference can be set as 0.3°C.
  • step S605 the BMS controls the MOS transistor 440 and the MOS transistor 740 to alternately conduct the corresponding current capture branch according to a fixed preset period.
  • step S605 the purpose of controlling the two heating films to be heated in a time-sharing manner can be achieved, so that the purpose of uniformly heating the modules M1 and M2 with a smaller heating power can be achieved.
  • step S606 the BMS calculates the average temperature of the battery according to the temperatures of the modules M1 and M2, and determines whether the average temperature of the battery is equal to -0.3°C, if so, executes step S607; otherwise, executes step S608.
  • Step S607 the BMS performs normal charging control.
  • BMS controls the contactor 54 (bidirectional) to turn on the main circuit, and controls the MOS tube 440 to disconnect the current capture branch where it is located and the control MOS tube 740 to disconnect the current capture branch where it is located (ie, disconnect the entire current capture branch). current capture circuit), the battery 30 is charged by the driver 20, which is similar to the conventional charging method in the prior art.
  • step S608 the BMS adjusts the on-off time of the MOS transistor 440 and the MOS transistor 740 according to the temperature of the modules M1 and M2.
  • Supplementary heating of different modules is achieved through step S608, so as to achieve the purpose of balanced heating of each module.
  • step S609 the BMS determines whether the difference between the voltage UB and the voltage UA is greater than the preset voltage; if so, execute step S610; otherwise, execute step S602 again.
  • step S610 needs to be further performed to determine whether the battery can be operated according to the temperature of the battery. Abnormal charging; otherwise, it indicates that the motor does not generate a large feedback current, and the process returns to step S602.
  • the preset voltage for example, 0V
  • step S610 the BMS calculates the average temperature of the battery according to the temperatures of the modules M1 and M2, and determines whether the average temperature of the battery is less than or equal to 0°C. If so, step S611 is performed; otherwise, step S612 is performed.
  • the braking control is performed by performing step S611, that is, a large feedback current is drawn to the current capture circuit, so as to consume the feedback current, for example, through the heating film 420 and the heating film 421, that is, not to the battery 30 Perform abnormal charging.
  • the abnormal charging control is performed by performing step S612, that is, the battery is charged by limiting the charging power.
  • step S611 the BMS performs braking control.
  • the braking control is turned on.
  • the BMS disconnects the contactor 54 to unidirectionally cut off the circuit charged by the driver 20 to the battery 30, and controls the MOS transistor 440 to conduct the current capture branch where it is located and the current capture branch where the MOS transistor 740 is located. (ie, the braking circuit is turned on), at this time, all the feedback current is consumed by the heating film 420 and the heating film 421, so as to avoid charging the battery.
  • the purpose of braking control is to prevent the risk of lithium deposition in the battery due to pulsed feedback current when the battery is low temperature.
  • the heat energy converted by the heating film 420 and the heating film 421 can heat the corresponding modules M1 and M2.
  • BMS has the function of fast charging and heating, but because the charging and heating power of traditional lithium batteries is usually small, the charging and heating time is long.
  • the heating power is about 300W and the heating rate is 10°C/h.
  • the heating power will not be less than 5KW, and the charging heating rate can be increased to 1°C/min.
  • Step S612 the BMS performs abnormal charging control.
  • the abnormal charging control is enabled.
  • BMS controls the contactor 54 (bidirectional) to turn on the main circuit, and controls the MOS tube 440 to turn on the current capture branch where it is located, and controls the MOS tube 740 to turn on the current capture branch where it is located.
  • the difference between B and U A uses the PI control algorithm to control the PWM duty cycle to control the on-off time of the MOS transistor 440 and the MOS transistor 740 respectively, so as to adjust the voltage division of the feedback current on the current capture circuit, that is, to realize the braking voltage precise control, and finally ensure that the voltage U B on the main circuit is greater than U A .
  • the purpose of this charging control is to avoid "power theft".
  • the energy of the feedback current can be converted into heat energy through the heating film to heat the corresponding module, so the energy utilization rate is higher, which is beneficial to prolong the battery life. At the same time, it alleviates the phenomenon of low temperature capacity attenuation of lithium batteries, and improves the adaptability of equipment to low temperature conditions.
  • the first switch module turns on the current capture circuit, so that the feedback current is captured by the first heating module; then, the heating module can convert the feedback current into heat energy, and the battery can be heated by the heat energy, and the Therefore, when charging at a low temperature, the first heating module can capture all the feedback current, and use the heat energy generated by the feedback current to heat the battery, thereby not only meeting the braking requirements of the device, but also effectively avoiding the need for charging at a low temperature.
  • the risk of lithium deposition caused by the pulse feedback current to the battery can greatly reduce the probability of lithium deposition in the battery and the risk of thermal runaway of the battery, which can improve the safety of the battery.
  • An embodiment of the present invention further provides an aerial work vehicle, wherein the aerial work vehicle includes: the lithium battery system.

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Abstract

一种锂电池系统及高空作业车，所述锂电池系统包括：电池（30）及回馈电流控制装置（10）。回馈电流控制装置（10）包括：第一电流捕获装置（40），其包括：第一回馈电流捕获模块（42），用于捕获回馈电流；第一开关模块（5、6、50），用于导通或单向截止所述主电路；以及控制模块，用于：接收所述主电路上的所述驱动器（20）一端的第一电压与所述电池（30）一端的第二电压及所述电池（30）的温度；以及在所述第一电压与所述第二电压的差值大于预设电压且所述电池（30）的温度小于或等于预设温度的情况下，通过控制所述第一开关模块（5、6、50）来单向截止所述主电路，以由所述第一电流捕获电路上的第一回馈电流捕获模块（42）来捕获所述回馈电流。上述技术方案可极大地降低电池（30）析锂的概率和电池（30）出现热失控的风险。

Description

锂电池系统及高空作业车
相关申请的交叉引用
本申请要求2020年09月27日提交的中国专利申请202011034939.1与202011033069.6的权益，该申请的内容通过引用被合并于本文。
技术领域
本发明涉及工程机械技术领域，具体地涉及一种锂电池系统及高空作业车。
背景技术
由于电驱动高空作业车(自行走式)通常没有机械摩擦制动器，故该高空作业车减速和停车均依赖能量回馈型再生制动技术。然而，所述再生制动技术具有以下两个特点：1、行走电机驱动器既是逆变器又是整流器，高空作业车减速或者下坡时，将动能转化电能，然后将所转换的电能回馈给动力电池；2、高空作业车的减速和制动时间通常较短，而最大速度通常6KM/H左右，制动产生的瞬时的脉冲回馈电流通常较大。因此，对于需要走走停停的作业工况(如喷刷作业、工地内转场作业)，会产生频率较高的脉冲回馈电流。
对于使用锂离子动力电池的电驱动高空作业车，大量实验结果表明，当动力电池的温度低于0℃时，脉冲回馈电流会导致电池的负极片大面积析锂。析锂会导致动力的电池容量降低，严重析锂会生成锂枝晶，刺穿隔膜，进而引起电池内部短路。如果电池出现大面积短路，则会有热失控的风险。因此，有必要采取强有力的措施，避免低温时脉冲充电带来的风险。
为避免低温脉冲充电带来的风险，通常在电池内部配置加热器件。在对电池进行充电时，若温度较低则BMS(Battery Management System，电池管理系统)利用充电器给加热器件供电，通过所述加热器加热电池至合适温度。由此，电驱动高空作业车减速或者下坡时，利用再生制动技术进行制动，所产生的回馈电流可在合适温度下直接流入电池。然而，受多种因素限制加热器件的功率不太，温升速率通常在10℃/h左右。在温度较低时，加热所需的时间较长，影响客户使用设备。另外，由于高空作业车通常是间歇工作，停机间隔较长，电池温度难以保持(不能保证放电时电池温度一直维持在0℃以上)，所以这种方式效果不好，且用户体验差，因此现有技术对于降低低温时脉冲充电带来的风险的效果极其有限。
发明内容
本发明的目的是提供一种锂电池系统及高空作业车，其可有效地避免低温充电时脉冲回馈电流对电池产生的析锂风险，从而可极大地降低电池析锂的概率和电池出现热失控的风险，可提升电池的安全性。
为了实现上述目的，本发明第一方面提供一种锂电池系统，所述锂电池系统包括：电池，该电池与驱动器之间的动力电路包括：所述电池与所述驱动器之间的主电路；以及用于对所述驱动器所输送的回馈电流进行分流的第一电流捕获电路；以及回馈电流控制装置，所述回馈电流控制装置包括：第一电流捕获装置，该第一电流捕获装置处于所述第一电流捕获电路上，且该第一电流捕获装置包括：第一回馈电流捕获模块，用于捕获所述回馈电流；第一开关模块，该第一开关模块处于所述主电路上，用于导通所述主电路；或单向截止所述主电路，以仅允许由所述电池向所述驱动器进行供电；以及控制模块，该控制模块包括：接收单元，用于接收所述主电路上的所述驱动器一端的第一电压与所述电池一端的第二电压及所述电池的温度；以及第一控制单元，用于根据所述第一电压与所述第二电压的差值及所述电池的温度执行以下操作：在所述第一电压与所述第二电压的差值大于预设电压且所述电池的温度小于或等于预设温度的情况下，通过控制所述第一开关模块来单向截止所述主电路，以由所述第一电流捕获电路上的第一回馈电流捕获模块来捕获所述回馈电流。
优选地，所述第一开关模块为并联连接的二极管与接触器的组合，相应地，所述第一控 制单元用于通过控制所述第一开关模块来单向截止所述主电路包括：控制所述接触器断开以通过所述二极管单向截止所述主电路。
优选地，所述第一开关模块为具有芯片的第一场效应晶体管，相应地，所述第一控制单元用于通过控制所述第一开关模块来单向截止所述主电路包括：控制所述第一场效应晶体管的所述芯片来单向截止所述主电路。
优选地，所述第一电流捕获装置还包括：第二开关模块，用于导通或断开所述第一电流捕获电路，相应地，所述控制模块还包括：第二控制单元，用于在所述第一电压与所述第二电压的差值大于所述预设电压且所述电池的温度大于所述预设温度的情况下，执行以下操作：通过控制所述第二开关模块来导通所述第一电流捕获电路；以及通过控制所述第一开关模块来导通所述主电路，以由所述驱动器对所述电池进行充电。
优选地，所述第二控制单元还用于，根据所述第一电压与所述第二电压的差值调控所述第二开关模块的通断时间，来保证由所述驱动器向所述电池充电。
优选地，所述第二控制单元还用于，在所述第一电压与所述第二电压的差值小于或等于所述预设电压的情况下，执行以下操作：通过控制所述第二开关模块来截止所述第一电流捕获电路；以及通过控制所述第一开关模块来单向截止所述主电路，以仅允许由所述电池对所述驱动器进行供电。
优选地，所述回馈电流控制装置还包括：第二电流捕获装置，该第二电流捕获装置处于与所述第一电流捕获电路并联连接的第二电流捕获电路上，且该第二电流捕获装置包括：第二回馈电流捕获模块，用于捕获所述回馈电流；以及第三开关模块，用于导通或断开所述第二电流捕获电路，相应地，所述第二控制单元还用于，在所述第一电压与所述第二电压的差值大于预设电压且所述电池的温度小于或等于预设温度的情况下，控制所述第二开关模块与所述第三开关模块导通所述第一电流捕获电路与所述第二电流捕获电路，以由所述第一回馈电流捕获模块与所述第二回馈电流捕获模块共同来捕获所述回馈电流。
优选地，所述第一回馈电流捕获模块或所述第二回馈电流捕获模块分别为能量消耗模块、能量存储模块与加热模块中的一者。
优选地，所述回馈电流控制装置还包括：旁路开关，该旁路开关与所述第一开关模块并联连接，相应地，所述控制模块还包括：第三控制单元，用于在所述第一开关模块故障的情况下，控制所述旁路开关闭合以由所述电池为所述驱动器供电。
通过上述技术方案，本发明创造性地在主电路上的驱动器一端的第一电压与电池一端的第二电压的差值大于预设电压且电池的温度小于预设温度(例如0℃)的情况下，通过第一开关模块来单向截止所述主电路(即仅断开由驱动器向电池充电的单向电路)，由此，在低温充电时所述回馈电流捕获模块可捕获所有的回馈电流，从而可有效地避免低温充电时脉冲回馈电流对电池产生的析锂风险，进而可极大地降低电池析锂的概率和电池出现热失控的风险，可提升电池的安全性。
本发明第二方面提供一种锂电池系统，所述锂电池系统包括：电池，该电池包括：多个模组，且该电池与驱动器之间的动力电路包括：所述电池与所述驱动器之间的主电路；以及用于对所述驱动器所输送的回馈电流进行分流的电流捕获电路，其中所述电流捕获电路包括相互并联的多个电流捕获支路；以及回馈电流控制装置，所述回馈电流控制装置包括：多个电流捕获模块组，该多个电流捕获模块组处于所述多个电流捕获支路上且与所述多个电流捕获支路一一对应，该多个电流捕获模块组中的每个电流捕获模块组包括：加热模块，该加热模块配合所述电池的模组的位置进行设置，用于捕获所述回馈电流，并将所述回馈电流转化为热能以对与该加热模块相对应的模组进行加热；以及第一开关模块，用于导通或断开该第一开关模块所处于的电流捕获支路，以及控制模块，该控制模块包括：第一接收单元，用于接收所述主电路上的所述驱动器一端的第一电压与所述电池一端的第二电压及所述电池的平均温度；以及第一控制单元，用于根据所述第一电压与所述第二电压的差值及所述电池的平均温度执行以下操作：在所述第一电压与所述第二电压的差值大于预设电压且所述电池的平均温度小于或等于预设温度的情况下，通过控制所述每个电流捕获模块组中的所述第一开关 模块，来导通该第一开关模块所处于的电流捕获支路，以由所述每个电流捕获模块组中的加热模块将所述回馈电流转化为热能并通过所转化的热能对与该加热模块相对应的模组进行加热。
优选地，所述加热模块的功率大于预设功率。
优选地，所述加热模块为加热膜或换热器。
优选地，所述加热模块被布置在与所述加热模块相对应的所述电池的模组的外围。
优选地，所述加热模块还用于捕获所述驱动器提供的充电电流，并将所述充电电流转化为热能以对与该加热模块相对应的模组进行加热，相应地，所述控制模块还包括：第二接收单元，用于接收所述电池的电量，第二控制单元，用于在所述电池处于充电唤醒状态且所述预设温度与所述电池的平均温度的差值大于预设温差的情况下，通过分时控制策略控制所述每个电流捕获模块组中的第一开关模块导通相应电流捕获支路，以通过该相应电流捕获支路上的加热模块将所述驱动器提供的充电电流转化为热能并通过所转化的热能对与该加热模块相对应的模组进行加热。
优选地，所述分时控制策略为按照所述每个电流捕获模块组中的所述加热模块的功率，确定用于控制所述每个电流捕获模块组中的所述第一开关模块导通相应电流捕获支路的预设周期。
优选地，所述每个电流捕获模块组还包括：温度传感器，用于采集与所述加热模块相对应的模组的温度，相应地，所述第二控制单元还用于，在所述电池的电量小于所述预设电量且所述预设温度与所述电池的平均温度的差值大于0且小于或等于所述预设温差的情况下，根据所述电池的各个模组的温度，控制所述多个电流捕获模块组中的各个第一开关模块的通断时间，以通过所述多个电流捕获模块组中的加热模块对所述电池进行均衡加热。
优选地，所述回馈电流控制装置还包括：第二开关模块，该第二开关模块位于所述主电路上，用于导通所述主电路；或者单向截止所述主电路，以仅允许由所述电池向所述驱动器进行供电，相应地，所述第一控制单元还用于，在所述第一电压与所述第二电压的差值大于所述预设电压且所述电池的平均温度大于所述预设温度的情况下，执行以下操作：通过控制所述第二开关模块来导通所述主电路；以及通过控制所述每个电流捕获模块组中的所述第一开关模块来导通相应的电流捕获支路，并根据所述第一电压与所述第二电压的差值调控所述每个电流捕获模块组中的所述第一开关模块的通断时间，来保证由所述驱动器以回馈电流向所述电池充电。
优选地，所述第二开关模块为并联连接的二极管与接触器的组合，相应地，所述第一控制单元还用于，控制所述接触器闭合以导通所述主电路；或者控制所述接触器闭合以通过所述二极管单向截止所述主电路。
优选地，所述第二开关模块为具有芯片的第一场效应晶体管，相应地，所述第一控制单元还用于，控制所述第一场效应晶体管的所述芯片来导通所述主电路或单向截止所述主电路。
优选地，所述多个模组中的每一者包括至少一个电芯，其中所述至少一个电芯之间的间隔大于预设间隔。
通过上述技术方案，本发明创造性地在主电路上的驱动器一端的第一电压与电池一端的第二电压大于预设电压且电池的平均温度小于预设温度(例如0℃)的情况下，通过各个电流捕获模块组中的第一开关模块来导通各个电流捕获电路，以由所有加热模块来捕获回馈电流，其中所述加热模块可将所述回馈电流转换为热能，通过该热能可对电池进行加热，由此，在低温充电时加热模块可捕获所有的回馈电流，并借助回馈电流所产生的热能对电池进行加热，从而既满足了设备的制动要求，又有效地避免了低温充电时脉冲回馈电流对电池产生的析锂风险，进而可极大地降低电池析锂的概率和电池出现热失控的风险，可提升电池的安全性。本发明第三方面提供一种高空作业车，所述高空作业车包括：所述的锂电池系统。
本发明的其它特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
附图是用来提供对本发明的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本发明，但并不构成对本发明的限制。在附图中：
图1是本发明一实施例提供的锂电池系统的结构示意图；
图2是本发明一实施例提供的锂电池系统的结构示意图；
图3是本发明一实施例提供的锂电池系统的结构示意图；
图4是本发明一实施例提供的锂电池系统的结构示意图；
图5是本发明一实施例提供的对电池的充电控制过程的流程图；
图6是本发明一实施例提供的锂电池系统的结构示意图；
图7是本发明一实施例提供的锂电池系统的结构示意图；
图8(a)是本发明一实施例提供的电池的模组M1的正视结构示意图；
图8(b)是本发明一实施例提供的电池的模组M1的俯视结构示意图；以及
图9是本发明一实施例提供的对电池的充电控制过程的流程图。
附图标记说明
1                   电芯                   2、3        加热模块
4、7                电流捕获模块组         5、6、50    第一开关模块
8、44               第二开关模块           10、800     回馈电流控制装置
20                  驱动器                 30          电池
40                  第一电流捕获装置       42          第一回馈电流捕获模块
46                  温度传感器             52          二极管
54、90、442、742    接触器                 60          电池箱
70                  第二电流捕获装置       72          第二回馈电流捕获模块
74                  第三开关模块           80          电动机
100                 预充电阻               110         预充继电器
120                 分流器                 420、421    加热膜
440、500、740       MOS管
具体实施方式
以下结合附图对本发明的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本发明，并不用于限制本发明。
在介绍本发明的具体实施例之前，先对两个概念进行简单的说明。
再生制动：电动车制动时，(行走)电动机可被控制作为发电机运行，从而将车辆的动能或势能变换为电能，并储存在能量储存模块中。
回馈电流：再生制动过程中，驱动器将(行走)电动机产生的电能转化成可供储能模块或者其他耗能元件使用的电流，此电流被称之为回馈电流。
考虑高空作业车不含机械摩擦制动器以及作业工况的特点，电动机产生频率较高的脉冲回馈电流，该脉冲回馈电流远远大于乘用车的脉冲回馈电流，采用现有技术远远无法将脉冲充电电流降低到符合高空作业车使用的要求。因此，本发明实施例采用抑制脉冲回馈电流对(高空作业车的)电池充电的策略，通过不加热的方式解决较高脉冲充电对高空作业车带来的风险。
图1是本发明一实施例提供一种锂电池系统的结构图。如图1所示，所述锂电池系统可包括：电池(即锂电池)30及回馈电流控制装置10。电池30与驱动器20之间的动力电路包括：所述电池30与所述驱动器20之间的主电路；以及用于对所述驱动器20所输送的回馈电流进行分流的第一电流捕获电路。所述回馈电流控制装置10可包括：第一电流捕获装置40，该第一电流捕获装置40处于所述第一电流捕获电路上，且该第一电流捕获装置40包括：第一回馈电流捕获模块42(如图2所示)，用于捕获所述回馈电流；第一开关模块50，该第一 开关模块50处于所述主电路上，用于导通所述主电路；或单向截止所述主电路，以仅允许由所述电池30向所述驱动器20进行供电；以及控制模块(未示出)，该控制模块包括：接收单元(未示出)，用于接收所述主电路上的所述驱动器20一端的第一电压与所述电池30一端的第二电压及所述电池30的温度；以及第一控制单元(未示出)，用于根据所述第一电压与所述第二电压的差值及所述电池30的温度执行以下操作：在所述第一电压与所述第二电压的差值大于预设电压且所述电池30的温度小于或等于预设温度的情况下，通过控制所述第一开关模块来单向截止所述主电路，以由所述第一电流捕获电路上的第一回馈电流捕获模块42来捕获所述回馈电流。
其中，所述主电路的第一端与驱动器20的正极相连接且其另一端与电池30的正极相连接。所述第一电流捕获电路的一端与所述主电路上的B点(第一开关模块50的电流输出端与所述驱动器20之间的主电路上的任意一点)(即驱动器的正极)相连接，以及所述第一电流捕获电路的另一端与所述驱动器的负极相连接，其用于抑制电池低温时脉冲回馈电流对电池充电以防止电池析锂，从而提升设备的续航能力。
具体地，当所述主电路上的所述驱动器20一端的第一电压U B与所述电池30一端的第二电压U A的差值大于预设电压(表明电动机产生电动势，例如所述预设电压为0V)且电池温度低于预设温度(例如，0℃)时，所产生的回馈能量(回馈电流)通过所述第一电流捕获装置42全部转化成热能消耗掉，不会被输送给电池30(不会对电池30进行充电)。由此，本实施例在电池30处于低温(例如，电池温度小于0℃)时不需要对电池30加热，不影响用户操作体验，有利于提升高空作业车的续航能力。由于无需加热电池，故用户无需等待电池预热即可操作设备，提升了设备的操控体验。另外，设备工作时，不需要依靠消耗电池能量维持电池温度在0℃以上，因此减少了电能消耗，有利于节能和提升设备的续航能力。
在一实施例中，所述第一开关模块50可为并联连接的二极管52与接触器54(可为低温接触器)的组合，如图3所示。
在所述第一电压与所述第二电压的差值大于预设电压且所述电池的温度小于或等于预设温度的情况下，所述第一控制单元用于通过控制所述第一开关模块50来单向截止所述主电路可包括：控制所述接触器断开以通过所述二极管单向截止所述主电路。此时，所述第一开关模块50相当于一个二极管，其用于单向截止主电路。也就是说，电流可以从A流向B(允许电池放电)，但电流不能从B流向A(禁止向电池充电)。
在所述第一电压与所述第二电压的差值大于所述预设电压且所述电池的温度大于所述预设温度的情况下，第二控制单元用于通过控制所述第一开关模块50来导通所述主电路，以由所述驱动器对所述电池进行充电(详见下文)。此时，所述第一开关模块50相当于一根导线，其用于导通主电路。也就是说，电流可以从B流向A(向电池充电)。
在该实施例中，所述第一开关模块50的优势是成本低。
在另一实施例中，所述第一开关模块50可为具有芯片的第一场效应晶体管(如图4所示的MOS管500)。
所述第一控制单元用于通过控制所述第一开关模块50来单向截止所述主电路可包括：控制所述第一场效应晶体管的所述芯片来单向截止所述主电路。此时，所述第一场效应晶体管(即MOS管500))相当于一个二极管，其用于单向截止主电路。也就是说，电流可以从A流向B(允许电池放电)，但电流不能从B流向A(禁止向电池充电)。
在所述第一电压与所述第二电压的差值大于所述预设电压且所述电池的温度大于所述预设温度的情况下，第二控制单元用于通过控制所述第一开关模块50来导通所述主电路，以由所述驱动器对所述电池进行充电(详见下文)。此时，所述第一开关模块50相当于一根导线，其用于导通主电路。也就是说，电流可以从B流向A(向电池充电)。
在该实施例中，所述第一开关模块50的优势是体积较小，有利于电路板布置；并且其内阻较小，当主电路的电流较大时，压降较小(由此发热少)，故回馈能量耗散少。
在经所述第一电流捕获装置42转化的热能等因素的作用下，电池30的温度逐渐升高。当电池温度大于所述预设温度且主电路上的所述驱动器20一端的第一电压U B与所述电池30 一端的第二电压U A的差值大于预设电压(表明电动机产生电动势，例如所述预设电压为0V)时，由于此时对电池充电不会产生析锂的危险，故可通过第一开关模块50导通主电路，从而可利用电动机所产生的回馈电能对电池进行充电。
为了便于控制电流捕获电路的导通或断开，在本发明一实施例中，所述第一电流捕获装置40还可包括：第二开关模块44，用于导通或断开所述第一电流捕获电路，如图2所示。在设置第二开关模块44的情况下，需要控制第二开关模块44导通，之后再执行上述通过第一回馈电流捕获模块来捕获回馈电流的过程。
在所述第一电流捕获装置40还包括第二开关模块44的情况下，所述控制模块还可包括：第二控制单元(未示出)，用于在所述第一电压与所述第二电压的差值大于所述预设电压且所述电池30的温度大于所述预设温度的情况下，执行以下操作：通过控制所述第二开关模块44来断开所述第一电流捕获电路；以及通过控制所述第一开关模块50来导通所述主电路，以由所述驱动器20对所述电池30进行充电(具体的充电过程将于下文进行说明)。
另外，由于电动机在制动过程中产生的回馈电流较大，故在一实施例中还可再设置与第一电流捕获电路并联连接的电流捕获电路(例如，第二电流捕获电路，当然还可设置多个相互并联连接的电流捕获电路)来降低每个电流捕获电路上的电流，并且在第二电流捕获电路上设置用于导通或截止该电路的开关模块。
具体地，所述回馈电流控制装置10还可包括：第二电流捕获装置70，该第二电流捕获装置70处于与所述第一电流捕获电路并联连接的第二电流捕获电路上。其中，所述第二电流捕获装置70可包括：第二回馈电流捕获模块72，用于捕获所述回馈电流；以及第三开关模块74，用于导通或断开所述第二电流捕获电路，如图2所示。相应地，所述第二控制单元还用于，在所述第一电压与所述第二电压的差值大于预设电压且所述电池30的温度小于或等于预设温度的情况下，控制所述第二开关模块44与所述第三开关模块74导通所述第一电流捕获电路与所述第二电流捕获电路，以由所述第一回馈电流捕获模块42与所述第二回馈电流捕获模块72共同来捕获所述回馈电流。由此，本发明实施例可降低流经每个电流捕获电路上的开关模块的电流，从而可极大地提高开关模块的可靠性。
其中，所述第二开关模块44为第二场效应晶体管(可简称为MOS管440，如图4所示)或接触器442(如图3所示)；以及所述第三开关模块74可为第三场效应晶体管(可简称为MOS管740，如图4所示)或接触器742(如图3所示)。
下面针对电池的充电过程进行详细的说明。
在对电池进行充电的过程中，可根据回馈电动势的大小(即U B)与所述第二电压(即U A)的差值调控脉冲宽度调制(PWM)信号，来控制所述第二开关模块44的通断时间，以保证在充分吸收回馈能量的同时，又能最小限度减少“偷电现象”(“偷电现象”是指在吸收回馈能量过程中，电池的充电功率大于回馈功率，从而导致U A＞U B，进而电池出现放电的现象)。具体地，在一实施例中，所述第二控制单元还用于，根据所述第一电压(U B)与所述第二电压(即U A)的差值调控所述第二开关模块44的通断时间，来保证由所述驱动器20向所述电池30充电。
在该实施例中，可根据所述主电路上的所述驱动器20一端的第一电压U B与第二电压U A的差值，通过控制模块(例如BMS)采用PI控制算法控制脉冲宽度调制(PWM)占空比，从而控制第二开关模块44的通断时间，实现对回馈电动势的精确分压的控制，以保证主电路上的电压U B大于U A(即主电路上的吸收功率小于回馈功率)。具体地，一旦检测到U B与U A的差值小于另一预设电压(例如0.2V)，采用PI控制算法控制脉冲宽度调制(PWM)占空比变小，以将U B与U A的差值维持在0.2V左右。因此，本实施例可根据U B对电池进行充电，多余的回馈能量通过第一电流捕获电路上的第一回馈电流捕获模块42消耗掉，避免出现“偷电现象”，从而有利于设备的续航能力。
在电流捕获电路由相互并联连接的第一电流捕获电路与第二电流捕获电路组成的情况下，所述第二控制单元还用于，根据所述第一电压(U B)与所述第二电压U A的差值分别调控所述第二开关模块44与第三开关模块74的通断时间，来保证由所述驱动器20向所述电池 30充电。
为了在满足最小制动距离的要求下，尽可能降低脉冲回馈电流的最大值，以压平脉冲回馈电流的波形，从而减小对电池的冲击。在本发明实施例中，可对电动机的发电电流进行控制，具体内容详见下文的描述。
在另一实施例中，所述控制模块还可包括：确定单元(未示出)，用于根据电动机80的目标转速与实际转速及高空作业车的制动时间，确定所述电动机80的发电电流；以及发送单元(未示出)，用于将所确定的所述发电电流发送给所述驱动器20，以允许该驱动器20以所述发电电流来控制所述电动机80进行发电。
所述确定单元(未示出)用于确定所述发电电流可包括：在所述目标转速、所述实际转速及所述制动时间满足预设条件的情况下，确定所述发电电流为最大发电电流，其中所述预设条件为所述制动时间小于预设制动时间或者所述目标转速与所述实际转速的差值大于预设转速差值；或者在所述目标转速、所述实际转速及所述制动时间不满足所述预设条件的情况下，根据最小发电电流、最大允许制动时间及最大发电电流确定所述发电电流。
其中，所述最小发电电流是指以此电流发电在非极端情况下(例如，在平地以6km/h的速度行驶。)能满足最小制动距离的要求。所述最小发电电流通常可采用最大发电电流的百分比来表示。
其中，所述确定单元(未示出)用于根据最小发电电流、最大允许制动时间及最大发电电流确定所述发电电流可包括：根据所述最小发电电流I min、所述最大允许制动时间T max、所述最大发电电流I max及下式(1)，确定所述发电电流，
Figure PCTCN2021084024-appb-000001
其中，I max、I min、T max的取值需要结合具体的车型和工况调试确定，t为制动时间(可提前根据实际需求进行设置)。
具体地，可根据下列规则计算发电电流。
当制动时间小于1s(例如预设制动时间)时，发电电流＝100％I max。急停操作时通常要求制动距离短，因此制动功率要求最高，通常急停操作的发电电流设置为100％I max。
当目标转速与实际转速的差值较大(比如差值可为500rpm，预设转速差值可为200rpm(但该预设转速不限于200rpm))时，发电电流＝100％I max。此时阻力较大，有可能在爬坡，能转化成电能的动能减少，由于发电功率不大，故回馈电流峰值不高。
而在其他情况下，发电电流可按照上述公式(1)进行计算。
在计算出发电电流后，控制模块通过CAN总线发送给驱动器20，该驱动器20以所述发电电流来控制所述电动机80进行发电。由此，本实施例可在不影响制动性能的情况下，控制回馈能量平稳输出，降低冲击回馈电流，从而可有效地减小对电池的冲击。
当主电路上的所述驱动器20一端的第一电压U B与所述电池30一端的第二电压U A的差值小于或等于所述预设电压(例如所述预设电压为0V，当U B小于或等于U A表明电动机未产生电动势)时，可控制第二开关模块44断开第一电流捕获电路，并且控制第一开关模块50单向截止主电路，从而可禁止驱动器对电池进行充电。
具体地，所述第二控制单元还用于，在所述第一电压与所述第二电压的差值小于或等于所述预设电压的情况下，执行以下操作：通过控制所述第二开关模块44来截止所述第一电流捕获电路；以及通过控制所述第一开关模块50来单向截止所述主电路，以仅允许由所述电池20对所述驱动器30进行供电。
其中，所述第一回馈电流捕获模块42或所述第二回馈电流捕获模块72分别为能量消耗模块(未示出)、能量存储模块(未示出)与加热模块中的一者。具体地，所述能量消耗模块(未示出)可为制动电阻；所述能量存储模块(未示出)可为超级电容(未示出)或蓄电池(未示出)；或者所述加热模块可为加热膜(如图3或图4所示的加热膜420、加热膜421)。
其中，所述加热模块可配合所述电池30的模组的位置进行设置，其中所述电池30的模 组包括至少一个电芯。具体地，加热膜可布置在电池30的模组的四个侧面，相邻电芯之间留有一定的间隙，中心位置布置有温度传感器。当温度传感器检测到电芯温度低于0℃时，加热膜开始为电池30的模组充电。这种布局方式的优点是：环境温度过低时，加热时从加热膜传递至电芯的热量传递较为均匀，电芯之间的温差较小；环境温度过高时，也不会导致模组内部电芯温度过于集中无法散热。并且该结构布置简单，便于安装。
需要注意的是，所述制动电阻、超级电容(未示出)、蓄电池(未示出)或加热膜的功率既要满足制动距离的需要，又要保证再生电动势小于驱动器的保护电压，其大小可根据现有的算法来确定。
具体地，在一实施例中，所述第一回馈电流捕获模块42或所述第二回馈电流捕获模块72可采用能量储存模块，其优势是回馈能量被吸收后可以通过主电路为电池供电，能量的利用率更高，更有利于节能和提高设备的续航能力。
在另一实施例中，所述第一回馈电流捕获模块42或所述第二回馈电流捕获模块72可采用制动电阻，其优势是成本较低，体积较小(便于在空间有限的高空作业车上安装)。更进一步地，考虑到实际制动过程中，受制动电阻的阻值和刹车距离的影响，主电路上的电流会存在围绕预设电电流(例如0A)上下波动的情况，从而使得第一开关模块50频繁的通断。在所述制动电阻为绕线电阻(未示出)的情况下，由于绕线电阻存在电感，第一开关模块50频繁的通断会引起制动电阻两端产生较高的感应电动势，故在长期使用的情况下可能会到第一开关模块50损坏，甚至影响驱动器20中的电路。因此，为了规避此风险，在更优选的实施例中，可在制动电阻上并联一个半导体元件(例如续流二极管)，用于消耗所述绕线电阻产生的感应电动势。
在又一实施例中，所述第一回馈电流捕获模块42或所述第二回馈电流捕获模块72可采用加热模块(例如加热膜)，其优势是可采用其转化的热能对电池30进行加热，以使电池的温度能够快速升高至预设温度，由此能量的利用率更高，有利于延长电池续航里程。
为了防止在第一开关模块50故障的情况下，对于处于正常作业工况下的高空作业车而言，由于所述电池30无法正常对其进行供电，故无法将所述高空作业车移动到紧急故障点，以供相关维修人员进行检修工作。
在本发明实施例中，还可设置与第一开关模块50并联连接的旁路开关，通过闭合该旁路开关来维持由电池30对驱动器20进行供电。具体地，所述回馈电流控制装置10还可包括：旁路开关(未示出)，该旁路开关与所述第一开关模块50并联连接。相应地，所述控制模块还可包括：第三控制单元(未示出)，用于在所述第一开关模块50故障的情况下，控制所述旁路开关闭合以由所述电池30为所述驱动器20供电。
具体而言，下面以图4所示的锂电池系统为例对电池的充电控制过程进行解释和说明，如图5所示。
如图5所示，所述对电池的充电控制过程可包括以下步骤S501-507。
步骤S501，对高空作业车进行上电。
步骤S502，BMS获取电池的温度、MOS管500两端的电压U A与U B、电动机的目标转速与实际转速及制动时间。
BMS经A/D转换器获取MOS管500前端电压(U A)、MOS管500后端电压(U B)；其他各个数据BMS可直接获取。
步骤S503，BMS执行发电控制。
发电控制：BMS可根据电动机80的目标转速与实际转速及高空作业车的制动时间，确定所述电动机80的发电电流(具体确定过程可参见上文的描述内容，于此不再赘述)；然后BMS将所确定的发电电流发送给驱动器20，该驱动器20采用所述发电电流来控制所述电动机80进行发电。
控制发电电流的目的是，在满足最小制动距离的要求下，尽可能降低脉冲回馈电流的最大值，以压平脉冲回馈电流的波形，从而减小对电池的冲击，也有利于控制系统进行精准控制。发电电流得到控制的另一个好处是，可以抑制B点电压的峰值，避免驱动器出现过压报 警。
步骤S504，BMS判断电压U B与电压U A的差值是否大于预设电压；若是，则执行步骤S505；否则，重新执行步骤S502。
若电压U B与电压U A的差值大于所述预设电压(例如，0V)，表明电动机产生较大的回馈电流，则需要进一步执行步骤S505来根据电池的温度来判断是否能够对电池进行充电；否则，表明电动机并未产生较大的回馈电流，返回执行步骤S502。
步骤S505，BMS判断电池的温度是否小于或等于预设温度，若是，则执行步骤S506；否则，执行步骤S507。
若电压U B与电压U A的差值大于所述预设电压(例如，0V)且所述电池的温度小于或等于所述预设温度(例如，0℃)，表明此时对电池充电会产生析锂的危险。此时，通过执行步骤S506来执行制动控制，也就是说，将较大的回馈电流引流到电流捕获电路，以例如通过加热膜420与加热膜421来消耗所述回馈电流，即不对电池30进行充电。
若电压U B与电压U A的差值大于所述预设电压(例如，0V)且所述电池的温度大于所述预设温度(例如，0℃)，表明此时对电池充电不会产生析锂的危险。此时，通过执行步骤S507来执行充电控制，也就是说，通过限制充电功率来对电池进行充电。
步骤S506，BMS执行制动控制。
当电压U B与电压U A的差值大于所述预设电压(例如，0V)且电池的温度小于或等于所述预设温度(例如，0℃)时，开启制动控制。
制动控制：BMS断开接触器54以单向截断由驱动器向电池充电的电路，并控制MOS管440导通第一电流捕获电路与控制MOS管740导通其所在的第二电流捕获电路(即导通制动回路)，此时所有回馈电流通过加热膜420与加热膜421消耗掉，从而避免给电池充电。制动控制的目的是防止因电池低温时脉冲回馈电流导致电池析锂的风险。
步骤S507，BMS执行充电控制。
当电压U B与电压U A的差值大于所述预设电压(例如，0V)且电池的温度大于所述预设温度(例如，0℃)时，开启充电控制。
充电控制：BMS控制接触器54(双向)导通主电路，并控制MOS管440导通第一电流捕获电路与控制MOS管740导通其所在的第二电流捕获电路，同时根据U B与U A的差值采用PI控制算法控制PWM占空比来分别控制MOS管440与MOS管740的通断时间，从而调控回馈电流在电流捕获电路上的分压大小，即实现制动电压的精准控制，最终保证主电路上的电压U B大于U A。充电控制的目的是避免出现“偷电现象”。
综上所述，本发明创造性地在主电路上的驱动器一端的第一电压与电池一端的第二电压的差值大于预设电压且电池的温度小于预设温度(例如0℃)的情况下，通过第一开关模块来单向截止所述主电路(即仅断开由驱动器向电池充电的单向电路)，由此，在低温充电时所述回馈电流捕获模块可捕获所有的回馈电流，从而可有效地避免低温充电时脉冲回馈电流对电池产生的析锂风险，进而可极大地降低电池析锂的概率和电池出现热失控的风险，可提升电池的安全性。
所述锂电池系统还可包括：接触器90、预充电阻100、预充继电器110及分流器120等装置。其中所述各个装置的设置不是本发明的改进点，于此不在对其功能进行一一阐述，现有技术中的相应功能描述可引用于此。
图6是本发明一实施例提供一种锂电池系统的结构图。如图6所示，所述锂电池系统可包括：电池(即锂电池)30；以及回馈电流控制装置800。电池30与驱动器20之间的动力电路可包括：所述电池30与所述驱动器20之间的主电路；以及用于对所述驱动器20所输送的回馈电流进行分流的电流捕获电路，其中所述电流捕获电路包括相互并联的多个电流捕获支路(例如，电流捕获支路P、电流捕获支路Q……)。所述回馈电流控制装置800可包括：多个电流捕获模块组(例如电流捕获模块组4、电流捕获模块组7)与控制模块(未示出)(例如，BMS)。其中，所述多个电流捕获模块组(例如电流捕获模块组4、电流捕获模块组7)处于所述多个电流捕获支路上且与所述多个电流捕获支路一一对应(即电流捕获模块组4处 于电流捕获支路P；以及电流捕获模块组7处于电流捕获支路Q)。
所述电池30可包括：多个模组(例如，模组M1、M2)，其中所述多个模组中的每一者(例如模组M1)包括至少一个电芯1，如图8(a)或图8(b)所示。其中，所述至少一个电芯1之间的间隔大于预设间隔。该种布局的模组优势可见上文的描述。此外，还可设置相应的电池箱60来保护电池，如图8(a)或图8(b)所示。需要注意的是，本发明各个实施例中的电池均可指锂电池。
其中，所述多个电流捕获模块组中的每个电流捕获模块组(例如电流捕获模块组4或电流捕获模块组7)可包括：加热模块(例如，图7中的加热模块2或加热模块3)，该加热模块配合所述电池的模组的位置进行设置(即加热模块与电池的模组一一对应)，用于捕获所述回馈电流，并将所述回馈电流转化为热能以对与该加热模块相对应的模组进行加热；以及第一开关模块(例如，图7中的第一开关模块5或第一开关模块6)，用于导通或断开该第一开关模块所处于的电流捕获支路。
其中，所述第一开关模块可为场效应晶体管或接触器。例如，所述第一开关模块4为场效应晶体管440(可简称为MOS管440，如图4所示)或接触器442(如图3所示)；或者所述第一开关模块6可为场效应晶体管740(可简称为MOS管740，如图4所示)或接触器742(如图3所示)。
其中，所述控制模块可包括：第一接收单元(未示出)，用于接收所述主电路上的所述驱动器20一端的第一电压与所述电池30一端的第二电压及所述电池的平均温度；以及第一控制单元(未示出)，用于根据所述第一电压与所述第二电压的差值及所述电池30的平均温度执行以下操作：在所述第一电压与所述第二电压的差值大于预设电压且所述电池30的平均温度小于或等于预设温度的情况下，通过控制所述每个电流捕获模块组中的所述第一开关模块，来导通该第一开关模块所处于的电流捕获支路，以由所述每个电流捕获模块组中的加热模块将所述回馈电流转化为热能并通过所转化的热能对与该加热模块相对应的模组进行加热。其中，所述电池的平均温度可由各个电流捕获模块组中的温度传感器采集的温度得到。
从电路连接的方式来看，所述主电路的第一端与驱动器20的正极相连接且其另一端与电池30的正极相连接。所述电流捕获电路的一端与所述主电路上的B点(即驱动器的正极)相连接，以及所述电流捕获电路的另一端与所述驱动器的负极相连接，其用于抑制电池低温时脉冲回馈电流对电池充电以防止电池析锂，从而提升设备的续航能力。并且，由于各个加热模块配合相应的电池模组的位置被设置，故本发明实施例可快速且均衡地对电池进行加热，从而不仅不会出现电池局部温度过高的问题，还能吸收一些热能。
具体地，当所述主电路上的所述驱动器20一端的第一电压U B与所述电池30一端的第二电压U A的差值大于预设电压(表明电动机产生电动势，例如所述预设电压为0V)且电池温度低于预设温度(例如，0℃)时，所产生的回馈能量(回馈电流)通过加热模块全部转化成热能消耗掉，不会被输送给电池30(不会对电池30进行充电)；同时所转化的热能可直接用于对各个加热模块所对应的电池模组进行加热。由此，本实施例在电池30处于低温(例如，电池温度小于0℃)时，在不影响用户操作体验的情况下有效地截获电动机产生的回馈电流，从而有利于提升高空作业车的续航能力。由于无需加热电池，故用户无需等待电池预热即可操作设备，提升了设备的操控体验。另外，设备工作时，不需要依靠消耗电池能量维持电池温度在0℃以上，因此减少了电能消耗，有利于节能和提升设备的续航能力。
其中，所述加热模块的功率大于所述预设功率。所述加热模块可为加热膜(例如图3或图4中的加热膜420、加热膜421，其分别配合模组M1与M2的位置进行设置)或换热器(未示出，例如气体换热器或液体换热器)。例如，加热膜的功率至少是预设功率的10倍以上。其中，所述预设功率可基于现有技术中的加热单元的功率确定(例如所述预设功率可等于所述现有技术中的加热单元的功率)。与采用制动电阻捕获回馈电流的方案(低温天气设备下长坡，势能转化成热能消耗在制动电阻上，有可能导致制动电阻超过其设计温度)相比，由于加热模块的功率大，在下坡过程中势能转化的热能可快速帮电池温度提高至预设温度(例如0℃)，不仅避免了制动电阻过热的问题，还能吸收部分下坡的势能。
为了避免加热膜所吸收的热量集中在局部区域，而导致电池局部温度过高，所述加热模块被布置在与所述加热模块相对应的所述电池的模组的外围。例如，所述加热膜(例如，图3或图4中的加热膜420)被配置为包裹在所述电池的模组M1的外围，如图8(a)或图8(b)所示。在一实施例中，设计了如下电池的模组M1和加热膜420的布局方式：加热膜420布置在电池模组M1的四个侧面；相邻电芯1之间留有一定的间隙，中心位置布置有温度传感器46。这种布局方式的优点是：环境温度较低时，加热时从加热膜传递至各个电芯的热量较为均匀(各个电芯之间的温差较小，详见下文描述)；环境温度较高时，也不会导致模组内部电芯温度过于集中而无法散热。并且，该布置结构简单，便于安装。
当高空作业车处于未工作状态且所述电池的平均温度较低时，可在每个时刻控制一个电流捕获支路导通，由此可降低整个电流捕获电路上的加热模块的加热功率(由于在上述捕获回馈电流过程中，整个电流捕获电路上的多个加热模块共同发挥加热作用，故所有加热模块的加热功率较大)，由于在充电的过程中需要在充电机的辅助作用下才可完成充电过程，故可相应地降低充电机的容量，从而提高电池的安全性。
具体地，所述加热模块(例如，图7中的加热模块2或加热模块3)还用于捕获所述驱动器20提供的充电电流，并将所述充电电流转化为热能以对与该加热模块相对应的模组进行加热。相应地，所述控制模块还可包括：第二接收单元(未示出)，用于接收所述电池20的电量，第二控制单元(未示出)，用于在所述电池处于充电唤醒状态(表明高空作业车处于未工作状态)且所述预设温度与所述电池的平均温度的差值大于预设温差的情况下，通过分时控制策略控制所述每个电流捕获模块组中的第一开关模块导通相应电流捕获支路，以通过该相应电流捕获支路上的加热模块将所述驱动器提供的充电电流转化为热能并通过所转化的热能对与该加热模块相对应的模组进行加热。
其中，所述预设温差可设置为接近但大于预设温度的数值(例如，所述预设温差为3℃)。当所述预设温度为0℃时，所述预设温度与所述电池的平均温度的差值大于所述预设温差表明所述电池的平均温度小于-3℃(即平均温度较低)所述电池处于充电唤醒状态且所述预设温度与所述电池的平均温度的差值大于预设温差表明此时需要对电池进行正常充电。
其中，所述分时控制策略为按照所述每个电流捕获模块组中的所述加热模块的功率，确定用于控制所述每个电流捕获模块组中的所述第一开关模块导通相应电流捕获支路的预设周期。用于控制所述每个电流捕获模块组中的所述第一开关模块导通相应电流捕获支路的预设周期与所述每个电流捕获模块组中的所述加热模块的功率成反比。例如，在加热模块2的功率为加热模块3的功率的两倍的情况下，用于控制第一开关模块5导通的预设周期等于用于控制第一开关模块6导通的预设周期的一半；以及在加热模块2的功率等于加热模块3的功率的情况下，用于控制第一开关模块5导通的预设周期等于用于控制第一开关模块6导通的预设周期。
在本实施例中，若所述多个电流捕获支路为两个电流捕获支路P、Q，相应地，则所述多个电流捕获模块组为两个电流捕获模块组4、7，如图3所示。在加热模块2与加热模块3的功率相等的情况下，按照固定的预设周期交替性地控制第一开关模块5与第一开关模块6来导通相应的单个电流捕获支路。例如，在第一个周期T内，控制第一开关模块5导通其所在的电流捕获支路，同时通过加热模块2将部分充电电流转化为热能，所转化的热能可用于对与加热模块2相对应的模组进行加热；在第二个周期T内，控制第一开关模块6导通其所在的电流捕获支路，同时通过加热模块3将部分充电电流转化为热能，所转化的热能可用于对与加热模块3相对应的模组进行加热；以此类推，在第奇数个周期T内，控制第一开关模块5导通其所在的电流捕获支路，在第偶数个周期T内，控制第一开关模块6导通其所在的电流捕获支路。由此，在对电池进行正常充电的同时，还可在每个周期T内由单个电流捕获支路上的加热模块对电池进行加热。
为了避免电池局部过热(即各个模组的温差相差较大)的现象出现，在对所述电池进行正常充电的过程中，当所述电池30的平均温度接近但小于所述预设温度(例如0℃)时，可根据电池30的各个模组的温度调整与各个模组相对应的各个第一开关模块的通断时间。由此， 可有效地对温度较低的模组进行较长时间的加热，以补偿与其他模组之间的较大温差，从而提高电池的安全性。
具体地，所述每个电流捕获模块组还可包括：温度传感器(如图8所示的电流捕获模块组4中的温度传感器46)，用于采集与所述加热模块(如图8所示的加热膜420)相对应的模组(例如模组M1)的温度。相应地，所述第二控制单元还用于，在所述电池30的电量小于所述预设电量且所述预设温度与所述电池30的平均温度的差值大于0且小于或等于所述预设温差的情况下，根据所述电池30的各个模组的温度，控制所述每个电流捕获模块组中的第一开关模块的通断时间，以通过所述多个电流捕获模块组中的加热模块对所述电池30进行均衡加热。
在本实施例中，若所述各个模组所的温度越大，则控制相应各个第一开关模块的导通时间越小。在模组M1的温度为与模组M2的温度相等的情况下，相应的第一开关模块5与第一开关模块6的通断时间相等；或者在模组M1的温度为-2℃及模组M2的温度为-1℃的情况下，第一开关模块5的导通时间可为20s及第一开关模块6的导通时间可为8s。当然，在另一实施例中，还可根据所述电池30的各个模组的温度与所述预设温度的差值，控制所述每个电流捕获模块组中的第一开关模块的通断时间。
在本发明各个实施例中，采用多路并联的电流捕获支路的好处有如下两点：(1)在捕获回馈电流的过程中，同时导通多路支路可降低通过单个支路上的MOS管的电流，从而提高MOS管的可靠性；(2)在电池处于充电唤醒状态(正常充电)的情况下，BMS可以采用分时控制导通单个支路，以降低充电加热的功率，从而降低对充电机的容量，进而提高电池安全性。
所述回馈电流控制装置800还可包括：第二开关模块8，该第二开关模块8位于所述主电路上，用于导通所述主电路；或者单向截止所述主电路，以仅允许由所述电池30向所述驱动器20进行供电。在上述捕获回馈电流的过程中，需要通过第一控制单元控制所述第二开关模块8单向截止所述主电路；或者在上述对电池进行正常充电的过程中，需要通过第二控制单元控制所述第二开关模块8导通所述主电路。
所述第一控制单元还用于，在所述第一电压与所述第二电压的差值大于所述预设电压且所述电池30的平均温度大于所述预设温度的情况下，执行以下操作：通过控制所述第二开关模块8来导通所述主电路，以由所述驱动器20对所述电池30进行充电(详见下文)；以及通过控制所述每个电流捕获模块组中的所述第一开关模块来导通相应的电流捕获支路，并根据所述第一电压与所述第二电压的差值分别调控所述每个电流捕获模块组中的所述第一开关模块的通断时间，来保证由所述驱动器向所述电池充电。此时，所述第二开关模块8相当于一根导线，其用于导通主电路。也就是说，电流可以从B流向A(向电池充电)。
在一实施例中，所述第二开关模块8可为并联连接的二极管52与接触器54(可为低温接触器)的组合，如图3所示。
在所述第一电压与所述第二电压的差值大于预设电压且所述电池的温度小于或等于预设温度的情况下，所述第一控制单元用于通过控制所述第二开关模块8来单向截止所述主电路可包括：控制所述接触器54断开以通过所述二极管52单向截止所述主电路。此时，所述第一开关模块5相当于一个二极管，其用于单向截止主电路。也就是说，电流可以从A流向B(允许电池放电)，但电流不能从B流向A(禁止向电池充电)。
在所述第一电压与所述第二电压的差值大于所述预设电压且所述电池的平均温度大于所述预设温度的情况下，所述第一控制单元用于控制所述接触器54断开来导通所述主电路，以由所述驱动器20对所述电池30进行充电(详见下文)。此时，所述第二开关模块8相当于一根导线，其用于导通主电路。也就是说，电流可以从B流向A(向电池充电)。
在该实施例中，所述第二开关模块8的优势是成本低。
在另一实施例中，所述第二开关模块8可为具有芯片的第一场效应晶体管(如图4所示的MOS管500)。所述第一控制单元用于通过控制所述第二开关模块8来单向截止所述主电路可包括：控制所述第一场效应晶体管的所述芯片来单向截止所述主电路。此时，所述第一 场效应晶体管(即MOS管500))相当于一个二极管，其用于单向截止主电路。也就是说，电流可以从A流向B(允许电池放电)，但电流不能从B流向A(禁止向电池充电)。
在所述第一电压与所述第二电压的差值大于所述预设电压且所述电池的平均温度大于所述预设温度的情况下，第一控制单元用于通过控制所述第一场效应晶体管的所述芯片来导通所述主电路，以由所述驱动器对所述电池进行充电(详见下文)。此时，所述第二开关模块8相当于一根导线，其用于导通主电路。也就是说，电流可以从B流向A(向电池充电)。
在该实施例中，所述第二开关模块8的优势是体积较小，有利于电路板布置；并且其内阻较小，当主电路的电流较大时，压降较小(由此发热少)，故回馈能量耗散少。
在经所述加热模块转化的热能等因素的作用下，电池30的温度逐渐升高。当电池温度大于所述预设温度且主电路上的所述驱动器20一端的第一电压U B与所述电池30一端的第二电压U A的差值大于预设电压(表明电动机产生电动势，例如所述预设电压为0V)时，由于此时对电池充电不会产生析锂的危险，故可通过第二开关模块8导通主电路，从而可利用电动机所产生的回馈电能对电池进行充电。
具体地，在以回馈电流对电池进行充电的过程中，可根据回馈电动势的大小(即U B)与所述第二电压(即U A)的差值调控脉冲宽度调制(PWM)信号，来控制所述第一开关模块的通断时间，以保证在充分吸收回馈能量的同时，又能最小限度减少“偷电现象”(“偷电现象”是指在吸收回馈能量过程中，电池的充电功率大于回馈功率，从而导致U A＞U B，进而电池出现放电的现象)。具体地，在一实施例中，所述第一控制单元还用于，根据所述第一电压(U B)与所述第二电压(即U A)的差值调控所述第一开关模块的通断时间，来保证由所述驱动器20向所述电池30充电。
在该实施例中，可根据所述主电路上的所述驱动器20一端的第一电压U B与第二电压U A的差值，通过控制模块(例如BMS)采用PI控制算法控制脉冲宽度调制(PWM)占空比，从而控制每个第一开关模块的通断时间，实现对回馈电动势的精确分压的控制，以保证主电路上的电压U B大于U A(即主电路上的吸收功率小于回馈功率)。具体地，一旦检测到U B与U A的差值小于另一预设电压(例如0.2V)，采用PI控制算法控制脉冲宽度调制(PWM)占空比变小，以将U B与U A的差值维持在0.2V左右。因此，本实施例可根据U B对电池进行充电，多余的回馈能量通过电流捕获电路上的加热模块消耗掉，避免出现“偷电现象”，从而有利于设备的续航能力。
为了在满足最小制动距离的要求下，尽可能降低脉冲回馈电流的最大值，以压平脉冲回馈电流的波形，从而减小对电池的冲击。具体内容详见上文的描述，于此不再进行赘述。
当主电路上的所述驱动器20一端的第一电压U B与所述电池30一端的第二电压U A的差值小于或等于所述预设电压(例如所述预设电压为0V，当U B小于或等于U A表明电动机未产生电动势)时，可控制所有第一开关模块断开电流捕获电路，并且控制第二开关模块8单向截止主电路，从而可禁止驱动器对电池进行充电。
具体地，所述第一控制单元还用于，在所述第一电压与所述第二电压的差值小于或等于所述预设电压的情况下，执行以下操作：通过控制所述每个第一开关模块来截止电流捕获电路；以及通过控制所述第二开关模块8来单向截止所述主电路，以仅允许由所述电池20对所述驱动器30进行供电。
需要注意的是，所述加热模块的功率既要满足制动距离的需要，又要保证再生电动势小于驱动器的保护电压，其大小可根据现有的算法来确定。
为了防止在第二开关模块8故障的情况下，对于处于正常作业工况下的高空作业车而言，由于所述电池30无法正常对其进行供电，故无法将所述高空作业车移动到紧急故障点，以供相关维修人员进行检修工作。
在本发明实施例中，还可设置与第二开关模块8并联连接的旁路开关，通过闭合该旁路开关来维持由电池30对驱动器20进行供电。具体地，所述回馈电流控制装置800还可包括：旁路开关(未示出)，该旁路开关与所述第二开关模块8并联连接。相应地，所述控制模块还可包括：第三控制单元(未示出)，用于在所述第二开关模块8故障的情况下，控制所述 旁路开关闭合以由所述电池30为所述驱动器20供电。
当然，上述实施例中的各个控制单元(例如，第一控制单元、第二控制单元、第三控制单元)可为相互独立的控制单元(例如三个独立的控制器)，也可为集成在同一控制单元(例如，同一个控制器)。
所述回馈电流控制装置还可包括：第一电压传感器(未示出)，用于采集所述主电路上的所述驱动器20一端的所述第一电压；以及第二电压传感器(未示出)，用于采集所述主电路上的所述电池30一端的所述第二电压。其中，所述第一电压传感器(未示出)与所述第二电压传感器(未示出)可为电压表。
具体而言，下面以图4所示的锂电池系统为例对电池的充电控制过程进行解释和说明，如图9所示。其中，加热膜420、421分别配合模组M1与M2的位置进行设置。
如图9所示，所述对电池的充电控制过程可包括以下步骤S601-612。
步骤S601，对高空作业车进行上电。
步骤S602，BMS获取电池的模组M1与M2的温度、MOS管500两端的电压U A与U B及电池的状态信号。
BMS经A/D转换器获取MOS管500前端电压(U A)、MOS管500后端电压(U B)；其他各个数据BMS可直接获取。
步骤S603，BMS判断电池的状态信号是否表明电池处于充电唤醒状态，若是，则执行步骤S604；否则，执行步骤S609。
步骤S604，BMS根据模组M1与M2的温度计算电池的平均温度，并判断电池的平均温度是否小于-0.3℃，若是，则执行步骤S605；否则，执行步骤S606。
本实施例中，可设置预设温度为0℃，以及预设温差为0.3℃。
步骤S605，BMS按照固定的预设周期控制MOS管440与MOS管740交替导通相应的电流捕获支路。
通过步骤S605可实现分时控制两个加热膜进行加热的目的，从而可实现以较小的加热功率对模组M1与M2进行均衡加热的目的。
步骤S606，BMS根据模组M1与M2的温度计算电池的平均温度，并判断电池的平均温度是否等于-0.3℃，若是，则执行步骤S607；否则，执行步骤S608。
步骤S607，BMS执行正常充电控制。
正常充电控制：BMS控制接触器54(双向)导通主电路，并控制MOS管440断开其所在的电流捕获支路与控制MOS管740断开其所在的电流捕获支路(即断开整个电流捕获电路)，通过驱动器20对电池30进行充电，与现有技术中的常规充电方式相类似。
步骤S608，BMS按照模组M1与M2的温度，调整MOS管440与MOS管740的通断时间。
通过步骤S608实现对不同模组的补充加热，以实现对各个模组的均衡加热的目的。
步骤S609，BMS判断电压U B与电压U A的差值是否大于预设电压；若是，则执行步骤S610；否则，重新执行步骤S602。
若电压U B与电压U A的差值大于所述预设电压(例如，0V)，表明电动机产生较大的回馈电流，则需要进一步执行步骤S610来根据电池的温度来判断是否能够对电池进行非正常充电；否则，表明电动机并未产生较大的回馈电流，返回执行步骤S602。
步骤S610，BMS根据模组M1与M2的温度计算电池的平均温度，并判断电池的平均温度是否小于或等于0℃，若是，则执行步骤S611；否则，执行步骤S612。
若电压U B与电压U A的差值大于所述预设电压(例如，0V)且所述电池的温度小于或等于所述预设温度(例如，0℃)，表明此时对电池充电会产生析锂的危险。此时，通过执行步骤S611来执行制动控制，也就是说，将较大的回馈电流引流到电流捕获电路，以例如通过加热膜420与加热膜421来消耗所述回馈电流，即不对电池30进行非正常充电。
若电压U B与电压U A的差值大于所述预设电压(例如，0V)且所述电池的温度大于所述预设温度(例如，0℃)，表明此时对电池充电不会产生析锂的危险。此时，通过执行步骤 S612来执行非正常充电控制，也就是说，通过限制充电功率来对电池进行充电。
步骤S611，BMS执行制动控制。
当电压U B与电压U A的差值大于所述预设电压(例如，0V)且电池的温度小于或等于所述预设温度(例如，0℃)时，开启制动控制。
制动控制：BMS断开接触器54以单向截断由驱动器20向电池30充电的电路，并控制MOS管440导通其所在的电流捕获支路与控制MOS管740其所在的电流捕获支路(即导通制动回路)，此时所有回馈电流通过加热膜420与加热膜421消耗掉，从而避免给电池充电。制动控制的目的是防止因电池低温时脉冲回馈电流导致电池析锂的风险。与此同时，加热膜420与加热膜421所转化的热能可对相应的模组M1与M2进行加热。
BMS具有快速充电加热功能，但由于传统锂电池的充电加热功率通常较小，充电加热时间较长。以一款48V315AH的锂电池为例，其加热片功率约为300W，加热速率10℃/h。同样规格的锂电池，配置回馈电流控制功能后，加热功率将不小于5KW，充电加热速率可提高至1℃/min。
步骤S612，BMS执行非正常充电控制。
当电压U B与电压U A的差值大于所述预设电压(例如，0V)且电池的温度大于所述预设温度(例如，0℃)时，开启非正常充电控制。
非正常充电控制：BMS控制接触器54(双向)导通主电路，并控制MOS管440导通其所在的电流捕获支路与控制MOS管740导通其所在的电流捕获支路，同时根据U B与U A的差值采用PI控制算法控制PWM占空比来分别控制MOS管440与MOS管740的通断时间，从而调控回馈电流在电流捕获电路上的分压大小，即实现制动电压的精准控制，最终保证主电路上的电压U B大于U A。该充电控制的目的是避免出现“偷电现象”。
与采用制动电阻捕获回馈电流的方案相比，由于本实施例可通过加热膜将回馈电流的能量转化为热能以对相应的模组进行加热，故能量利用率更高，有利于延长电池续航里程，同时缓解了锂电池低温容量衰减的现象，提升设备的低温工况适应性。
综上所述，本发明创造性地在主电路上的驱动器一端的第一电压与电池一端的第二电压大于预设电压且电池的平均温度小于预设温度(例如0℃)的情况下，通过第一开关模块来导通电流捕获电路，以由第一加热模块来捕获所述回馈电流；接着，所述加热模块可将所述回馈电流转换为热能，通过该热能可对电池进行加热，由此，在低温充电时所述第一加热模块可捕获所有的回馈电流，并借助回馈电流所产生的热能对电池进行加热，从而既满足了设备的制动要求，又有效地避免了低温充电时脉冲回馈电流对电池产生的析锂风险，进而可极大地降低电池析锂的概率和电池出现热失控的风险，可提升电池的安全性。
本发明一实施例还提供一种高空作业车，所述高空作业车包括：所述的锂电池系统。
有关本发明实施例提供的高空作业车的具体细节及益处可参阅上述针对锂电池系统的描述，于此不再赘述。
以上结合附图详细描述了本发明的优选实施方式，但是，本发明并不限于上述实施方式中的具体细节，在本发明的技术构思范围内，可以对本发明的技术方案进行多种简单变型，这些简单变型均属于本发明的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合。为了避免不必要的重复，本发明对各种可能的组合方式不再另行说明。
此外，本发明的各种不同的实施方式之间也可以进行任意组合，只要其不违背本发明的思想，其同样应当视为本发明所公开的内容。

Claims (20)

  1. 一种锂电池系统，其特征在于，所述锂电池系统包括：
    电池，该电池与驱动器之间的动力电路包括：所述电池与所述驱动器之间的主电路；以及用于对所述驱动器所输送的回馈电流进行分流的第一电流捕获电路；以及
    回馈电流控制装置，所述回馈电流控制装置包括：
    第一电流捕获装置，该第一电流捕获装置处于所述第一电流捕获电路上，且该第一电流捕获装置包括：
    第一回馈电流捕获模块，用于捕获所述回馈电流；以及
    第一开关模块，该第一开关模块处于所述主电路上，用于导通所述主电路；或单向截止所述主电路，以仅允许由所述电池向所述驱动器进行供电，以及
    控制模块，该控制模块包括：
    接收单元，用于接收所述主电路上的所述驱动器一端的第一电压与所述电池一端的第二电压及所述电池的温度；以及
    第一控制单元，用于根据所述第一电压与所述第二电压的差值及所述电池的温度执行以下操作：在所述第一电压与所述第二电压的差值大于预设电压且所述电池的温度小于或等于预设温度的情况下，通过控制所述第一开关模块来单向截止所述主电路，以由所述第一电流捕获电路上的第一回馈电流捕获模块来捕获所述回馈电流。
  2. 根据权利要求1所述的锂电池系统，其特征在于，所述第一开关模块为并联连接的二极管与接触器的组合，
    相应地，所述第一控制单元用于通过控制所述第一开关模块来单向截止所述主电路包括：控制所述接触器断开以通过所述二极管单向截止所述主电路。
  3. 根据权利要求1所述的锂电池系统，其特征在于，所述第一开关模块为具有芯片的第一场效应晶体管，
    相应地，所述第一控制单元用于通过控制所述第一开关模块来单向截止所述主电路包括：控制所述第一场效应晶体管的所述芯片来单向截止所述主电路。
  4. 根据权利要求1所述的锂电池系统，其特征在于，所述第一电流捕获装置还包括：
    第二开关模块，用于导通或断开所述第一电流捕获电路，
    相应地，所述控制模块还包括：
    第二控制单元，用于在所述第一电压与所述第二电压的差值大于所述预设电压且所述电池的温度大于所述预设温度的情况下，执行以下操作：
    通过控制所述第二开关模块来导通所述第一电流捕获电路；以及
    通过控制所述第一开关模块来导通所述主电路，以由所述驱动器对所述电池进行充电。
  5. 根据权利要求4所述的锂电池系统，其特征在于，所述第二控制单元还用于，根据所述第一电压与所述第二电压的差值调控所述第二开关模块的通断时间，来保证由所述驱动器向所述电池充电。
  6. 根据权利要求4所述的锂电池系统，其特征在于，所述第二控制单元还用于，在所述第一电压与所述第二电压的差值小于或等于所述预设电压的情况下，执行以下操作：
    通过控制所述第二开关模块来截止所述第一电流捕获电路；以及
    通过控制所述第一开关模块来单向截止所述主电路，以仅允许由所述电池对所述驱动器进行供电。
  7. 根据权利要求4所述的锂电池系统，其特征在于，所述回馈电流控制装置还包括：
    第二电流捕获装置，该第二电流捕获装置处于与所述第一电流捕获电路并联连接的第二电流捕获电路上，且该第二电流捕获装置包括：
    第二回馈电流捕获模块，用于捕获所述回馈电流；以及
    第三开关模块，用于导通或断开所述第二电流捕获电路，
    相应地，所述第二控制单元还用于，在所述第一电压与所述第二电压的差值大于预设电压且所述电池的温度小于或等于预设温度的情况下，控制所述第二开关模块与所述第三开关模块导通所述第一电流捕获电路与所述第二电流捕获电路，以由所述第一回馈电流捕获模块与所述第二回馈电流捕获模块共同来捕获所述回馈电流。
  8. 根据权利要求7所述的锂电池系统，其特征在于，所述第一回馈电流捕获模块或所述第二回馈电流捕获模块分别为能量消耗模块、能量存储模块与加热模块中的一者。
  9. 根据权利要求1所述的锂电池系统，其特征在于，所述回馈电流控制装置还包括：
    旁路开关，该旁路开关与所述第一开关模块并联连接，
    相应地，所述控制模块还包括：第三控制单元，用于在所述第一开关模块故障的情况下，控制所述旁路开关闭合以由所述电池为所述驱动器供电。
  10. 一种锂电池系统，其特征在于，所述锂电池系统包括：
    电池，该电池包括：多个模组，且该电池与驱动器之间的动力电路包括：所述电池与所述驱动器之间的主电路；以及用于对所述驱动器所输送的回馈电流进行分流的电流捕获电路，其中所述电流捕获电路包括相互并联的多个电流捕获支路；以及
    回馈电流控制装置，所述回馈电流控制装置包括：
    多个电流捕获模块组，该多个电流捕获模块组处于所述多个电流捕获支路上且与所述多个电流捕获支路一一对应，该多个电流捕获模块组中的每个电流捕获模块组包括：
    加热模块，该加热模块配合所述电池的模组的位置进行设置，用于捕获所述回馈电流，并将所述回馈电流转化为热能以对与该加热模块相对应的模组进行加热；以及
    第一开关模块，用于导通或断开该第一开关模块所处于的电流捕获支路，以及
    控制模块，该控制模块包括：
    第一接收单元，用于接收所述主电路上的所述驱动器一端的第一电压与所述电池一端的第二电压及所述电池的平均温度；以及
    第一控制单元，用于根据所述第一电压与所述第二电压的差值及所述电池的平均温度执行以下操作：在所述第一电压与所述第二电压的差值大于预设电压且所述电池的平均温度小于或等于预设温度的情况下，通过控制所述每个电流捕获模块组中的所述第一开关模块，来导通该第一开关模块所处于的电流捕获支路，以由所述每个电流捕获模块组中的加热模块将所述回馈电流转化为热能并通过所转化的热能对与该加热模块相对应的模组进行加热。
  11. 根据权利要求10所述的锂电池系统，其特征在于，所述加热模块的功率大于预设功率。
  12. 根据权利要求11所述的锂电池系统，其特征在于，所述加热模块为加热膜或换热器。
  13. 根据权利要求11所述的锂电池系统，其特征在于，所述加热模块被布置在与所述加 热模块相对应的所述电池的模组的外围。
  14. 根据权利要求10所述的锂电池系统，其特征在于，所述加热模块还用于捕获所述驱动器提供的充电电流，并将所述充电电流转化为热能以对与该加热模块相对应的模组进行加热，
    相应地，所述控制模块还包括：
    第二接收单元，用于接收所述电池的电量，
    第二控制单元，用于在所述电池处于充电唤醒状态且所述预设温度与所述电池的平均温度的差值大于预设温差的情况下，通过分时控制策略控制所述每个电流捕获模块组中的第一开关模块导通相应电流捕获支路，以通过该相应电流捕获支路上的加热模块将所述驱动器提供的充电电流转化为热能并通过所转化的热能对与该加热模块相对应的模组进行加热。
  15. 根据权利要求14所述的锂电池系统，其特征在于，所述分时控制策略为按照所述每个电流捕获模块组中的所述加热模块的功率，确定用于控制所述每个电流捕获模块组中的所述第一开关模块导通相应电流捕获支路的预设周期。
  16. 根据权利要求14所述的锂电池系统，其特征在于，所述每个电流捕获模块组还包括：温度传感器，用于采集与所述加热模块相对应的模组的温度，
    相应地，所述第二控制单元还用于，在所述电池的电量小于所述预设电量且所述预设温度与所述电池的平均温度的差值大于0且小于或等于所述预设温差的情况下，根据所述电池的各个模组的温度，控制所述多个电流捕获模块组中的各个第一开关模块的通断时间，以通过所述多个电流捕获模块组中的加热模块对所述电池进行均衡加热。
  17. 根据权利要求10所述的锂电池系统，其特征在于，所述回馈电流控制装置还包括：第二开关模块，该第二开关模块位于所述主电路上，用于导通所述主电路；或者单向截止所述主电路，以仅允许由所述电池向所述驱动器进行供电，
    相应地，所述第一控制单元还用于，在所述第一电压与所述第二电压的差值大于所述预设电压且所述电池的平均温度大于所述预设温度的情况下，执行以下操作：
    通过控制所述第二开关模块来导通所述主电路；以及
    通过控制所述每个电流捕获模块组中的所述第一开关模块来导通相应的电流捕获支路，并根据所述第一电压与所述第二电压的差值调控所述每个电流捕获模块组中的所述第一开关模块的通断时间，来保证由所述驱动器以回馈电流向所述电池充电。
  18. 根据权利要求17所述的锂电池系统，其特征在于，所述第二开关模块为并联连接的二极管与接触器的组合，
    相应地，所述第一控制单元还用于，控制所述接触器闭合以导通所述主电路；或者控制所述接触器闭合以通过所述二极管单向截止所述主电路，或者
    所述第二开关模块为具有芯片的第一场效应晶体管，
    相应地，所述第一控制单元还用于，控制所述第一场效应晶体管的所述芯片来导通所述主电路或单向截止所述主电路。
  19. 根据权利要求10所述的锂电池系统，其特征在于，所述多个模组中的每一者包括至少一个电芯，
    其中所述至少一个电芯之间的间隔大于预设间隔。
  20. 一种高空作业车，其特征在于，所述高空作业车包括：根据权利要求1-19中任一项权利要求所述的锂电池系统。
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