CN117719388A - Battery system of pure electric vehicle and control method thereof - Google Patents
Battery system of pure electric vehicle and control method thereof Download PDFInfo
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- CN117719388A CN117719388A CN202311748386.XA CN202311748386A CN117719388A CN 117719388 A CN117719388 A CN 117719388A CN 202311748386 A CN202311748386 A CN 202311748386A CN 117719388 A CN117719388 A CN 117719388A
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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Abstract
The application discloses battery system of pure electric vehicle and control method thereof, the control method includes: receiving first battery parameter information from a battery system; sending a power supply and high-voltage loop conduction request corresponding to the first battery parameter information to a whole vehicle controller; receiving a relay control instruction corresponding to the first battery parameter information sent by the whole vehicle controller, and controlling a relay corresponding to the relay control instruction to be closed so as to finish high-voltage power-on of the battery system; all battery packs in the battery system are connected in parallel to form a multi-branch battery system. In this application, the user selects one or more group battery to insert high-pressure main loop according to different transportation demands to satisfy different mileage demands, increased the flexibility of selection, alleviateed the mileage anxiety of using a car, realized the car is multi-purpose simultaneously, greatly reduced and purchased car cost and car cost, battery system has certain fault tolerance simultaneously, ensures that the vehicle is continuous to move.
Description
Technical Field
The application relates to the technical field of pure electric vehicles, in particular to a battery system of a pure electric vehicle and a control method thereof.
Background
With the increasing exhaustion of fossil fuel and increasing of oil price, the use cost of traditional oil vehicles is greatly increased, meanwhile, the environmental problem is increasingly serious, new energy pure electric vehicles gradually become main stream choices, and pure electric light cards enter the main stream market as well.
The light truck has the greatest effect of being transported as a commercial vehicle, but the main problem under the pure light truck is mileage anxiety. The existing main technology is a power exchange mode, and battery packs are exchanged through interaction of a vehicle and a power exchange station, so that time and cost are saved. The electricity replacement is one of important energy supplementing modes, so that mileage anxiety can be effectively relieved, vehicle purchasing cost is reduced, more scene requirements can be met at commercial and operation ends, and the method is an important direction of new energy market development.
However, a battery power can be only corresponding to one battery power by one pure electric light card, and the existing power conversion mode generally only meets the mileage requirement corresponding to one battery power. Different mileage demands require the purchase of multiple trucks of different amounts of electricity, which is costly. In addition, the existing battery is a single-branch battery system with multiple battery packs connected in series or single battery packs, if the problem that the battery packs cannot be used normally temporarily occurs, a user can only stop transportation, and the transportation can be continuously carried out until the problem is solved, so that the transportation stroke is influenced. In addition, the station construction investment of the station is huge, and the current resources and technology cannot popularize the station, so that the vehicle-mounted battery is charged in many times, and the station cannot be used until the electric quantity of the single-branch battery system is recovered, and the mode is single.
Disclosure of Invention
The battery system comprises a plurality of battery packs connected in parallel, and a user selects one or a plurality of battery packs to be connected into a high-voltage main loop according to different transportation requirements so as to meet different mileage requirements, so that the selection flexibility is improved, the mileage anxiety of a vehicle is relieved, the vehicle is multipurpose, and the vehicle purchasing cost and the vehicle using cost are greatly reduced; and when one of the battery packs cannot be normally used, the battery packs can be switched into other battery packs to be connected into a high-voltage loop, so that the battery system has certain fault tolerance, the continuous running of the vehicle is ensured, the time cost of a user is saved, and the use efficiency of the pure electric vehicle is greatly improved.
The application provides a control method of a battery system of a pure electric vehicle, which comprises the following steps:
receiving first battery parameter information from a battery system, the first battery parameter information including second battery parameter information of at least one battery pack;
sending a power supply and high-voltage loop conduction request corresponding to the first battery parameter information to a whole vehicle controller;
receiving a relay control instruction corresponding to the first battery parameter information sent by the whole vehicle controller, and controlling a relay corresponding to the relay control instruction to be closed so as to finish high-voltage power-on of the battery system;
all battery packs in the battery system are connected in parallel to form a multi-branch battery system.
Preferably, the control method of the battery system of the pure electric vehicle further includes:
the vehicle controller sends an upper high-voltage instruction to the high-voltage distribution box;
the high-voltage distribution box controls the main driving loop and the auxiliary driving loop to be closed, and controls the heating relay of the battery to be closed, so that high voltage on the whole vehicle is completed.
Preferably, the second battery parameter information is input from the IP address assignment of the board to the battery management system corresponding to the battery pack.
Preferably, the relay corresponding to the relay control instruction is controlled to be closed, and the method specifically comprises the following steps:
controlling the closing of a main negative relay corresponding to each battery pack indicated by the first battery parameter information, and reporting the state of each main negative relay to the whole vehicle controller;
the pre-charging is completed by closing a pre-charging relay at the positive end of the high-voltage main loop within preset time;
closing a main positive relay at the positive end of the high-voltage main loop and reporting the state of the main positive relay to the whole vehicle controller;
the cathodes of each battery pack are connected with the cathode end of the high-voltage main loop through corresponding main negative relays, and the anodes of all battery packs are connected with the anode end of the high-voltage main loop through main positive relays.
Preferably, the control method of the battery system of the pure electric vehicle further includes:
if the first battery pack cannot be normally used and only the first battery pack is connected with the high-voltage main circuit, the second battery pack is connected into the high-voltage main circuit, and meanwhile, the connection between the first battery pack and the high-voltage main circuit is disconnected.
Preferably, if all the current battery packs are connected to the high-voltage main circuit and one of the third battery packs cannot be used normally, the connection of the third battery pack to the high-voltage main circuit is disconnected, and the connection of the other battery packs to the high-voltage main circuit is maintained.
The application also provides a battery system of the pure electric vehicle, which comprises a plurality of battery packs connected in parallel, wherein the positive pole and the negative pole of all the battery packs are respectively connected with the positive pole end and the negative pole end of the high-voltage main loop of the whole vehicle through a relay.
Preferably, the negative electrode of each battery pack is connected to the negative electrode end of the high-voltage main circuit through a corresponding main negative relay, respectively.
Preferably, the anodes of all the battery packs are connected in parallel and then connected with the positive electrode end of the high-voltage main loop through a main positive relay.
Preferably, the power of all the battery packs connected simultaneously to the high voltage main circuit is the same.
Other features of the present application and its advantages will become apparent from the following detailed description of exemplary embodiments of the present application, which proceeds with reference to the accompanying drawings.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description, serve to explain the principles of the application.
Fig. 1 is a flowchart of a control method of a battery system of a pure electric vehicle provided by the present application;
fig. 2 is a schematic diagram of an example of a battery system of a pure electric vehicle provided in the present application.
Detailed Description
Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that: the relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present application unless it is specifically stated otherwise.
The following description of at least one exemplary embodiment is merely exemplary in nature and is in no way intended to limit the application, its application, or uses.
Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the techniques, methods, and apparatus should be considered part of the specification.
In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of exemplary embodiments may have different values.
The battery system comprises a plurality of battery packs connected in parallel, and a user selects one or a plurality of battery packs to be connected into a high-voltage main loop according to different transportation requirements so as to meet different mileage requirements, so that the selection flexibility is improved, the mileage anxiety of a vehicle is relieved, the vehicle is multipurpose, and the vehicle purchasing cost and the vehicle using cost are greatly reduced; and when one of the battery packs cannot be normally used, the battery packs can be switched into other battery packs to be connected into a high-voltage loop, so that the battery system has certain fault tolerance, the continuous running of the vehicle is ensured, the time cost of a user is saved, and the use efficiency of the pure electric vehicle is greatly improved.
It should be noted that, the battery system and the control method thereof are not only applicable to all-electric commercial vehicles, but also applicable to all-electric passenger vehicles with the same requirements.
As shown in fig. 1, the control method of the battery system of the pure electric vehicle provided by the application includes:
s110: a battery management system (Battery Management System, BMS) receives first battery parameter information from the battery system.
The BMS is used to collect the load number of the battery system, battery fault information, battery SOC (State of Charge), battery cycle number information, etc., and report these battery parameter information to the overall vehicle controller (Vehicle Control Unit, VCU). The VCU conducts the battery system and the high-voltage main loop according to the battery parameter information.
In the application, the battery system comprises a plurality of battery packs, and all the battery packs are connected in parallel to form a multi-branch battery system. The plurality of battery packs in each battery pack are connected in series, and each battery pack can be controlled independently or in combination, so that the first battery parameter information comprises second battery parameter information of at least one battery pack. Wherein, the power of all the battery packs which are simultaneously connected into the high-voltage main loop is the same.
As an embodiment, the positive and negative poles of all the battery packs are connected with the positive and negative poles of the high-voltage main circuit of the whole vehicle through relays, respectively. Specifically, the negative electrode of each battery pack is connected with the negative electrode end of the high-voltage main loop through a corresponding main negative relay. The anodes of all the battery packs are connected in parallel and then connected with the positive electrode end of the high-voltage main loop through the main positive relay.
As an example, as shown in fig. 2, the battery system includes a first battery pack and a second battery pack connected in parallel with each other, forming a two-branch battery system. The plurality of battery packs in the first battery pack and the second battery pack are connected in series. The cathodes of the first battery pack and the second battery pack are connected with the cathode end of the high-voltage main loop through a first main negative relay and a second main negative relay respectively. The anodes of the first battery pack and the second battery pack are connected in parallel and then connected with the positive electrode end of the high-voltage main loop through the main positive relay. The main positive relay is connected with the pre-charging relay and the pre-charging resistor in parallel.
The user may autonomously select one or more battery packs according to mileage requirements. When a user has a short-distance transportation requirement, adopting a single-branch battery control strategy (for example, manually accessing one battery pack, and not accessing the other battery pack), and loading only one battery pack on a vehicle; when the user has long-distance transportation requirements, a double-branch battery control strategy (such as manual access of two battery packs) is adopted, and the vehicle loads the two battery packs, so that different mileage requirements are met, multiple purposes of the vehicle are realized in a real sense, and the vehicle purchasing cost and the vehicle using cost are greatly reduced.
As one embodiment, a BMS slave IP address assignment is provided on each battery pack, and when the battery pack is connected to the vehicle, the BMS slave feeds back an IP address assignment input to the BMS main board, whereby the BMS can detect the battery pack. Therefore, in this embodiment, the second battery parameter information is input for the IP address assignment of the BMS slave board to which the battery pack corresponds.
In the example of fig. 2, if the BMS slave boards of only one battery pack feed back the IP address allocation input to the BMS master board, the BMS may determine that the connected single-branch battery system is connected; if the BMS slave boards of the two battery packs both feed back the IP address allocation input to the BMS main board, the BMS can determine that the connected battery system is a double-branch battery system.
S120: the BMS sends a power supply and high-voltage loop conduction request corresponding to the first battery parameter information to the vehicle controller VCU.
S130: and the BMS receives a relay control instruction corresponding to the first battery parameter information sent by the vehicle controller VCU, controls the relay corresponding to the relay control instruction to be closed, and completes the high-voltage power-on of the battery system.
Based on the embodiment of the battery system, the method for controlling the relay to be closed according to the relay control instruction specifically comprises the following steps:
s1301: and controlling the closing of the main negative relay corresponding to each battery pack indicated by the first battery parameter information, and reporting the state of each main negative relay to the whole vehicle controller.
S1302: and the pre-charging is completed by closing a pre-charging relay at the positive end of the high-voltage main loop within preset time.
S1303: and after the pre-charging is completed, closing a main positive relay at the positive end of the high-voltage main loop and reporting the state of the main positive relay to the whole vehicle controller.
S140: the vehicle controller sends an upper high voltage command to a high voltage distribution box (Power Distribution Unit, PDU).
S150: the high-voltage distribution box PDU controls the main driving loop and the auxiliary driving loop to be closed, and controls the heating relay of the battery to be closed, so that high voltage on the whole vehicle is completed.
In the example of fig. 2, if the BMS detects only one battery pack (taking the first battery pack as an example), the BMS sends a single-branch battery system power supply and high-voltage loop conduction request to the VCU, and the VCU controls the whole vehicle to conduct the high-voltage loop after receiving the request: and sending a first main negative relay closing instruction to the BMS, closing the first main negative relay by the BMS, feeding back the relay state, controlling the pre-charging relay to complete pre-charging within a preset time (for example, 500 ms) by the BMS, and controlling the main positive relay to be closed and reporting the relay state. After the VCU receives the closing information of the first main negative relay and the main positive relay, a high-voltage command is sent to the PDU, the PDU controls the main driving circuit and the auxiliary driving circuit to be closed, and controls the heating relay of the battery to be closed, so that the high-voltage process on the whole vehicle of the single-branch battery system is completed.
If the BMS detects that the whole vehicle loads two battery packs, the BMS sends a power supply of the double-branch battery system and a high-voltage loop conduction request to the VCU, and the VCU controls the whole vehicle to conduct the high-voltage loop after receiving the request: and sending a simultaneous closing instruction of the first main negative relay and the second main negative relay to the BMS, closing the first main negative relay and the second main negative relay by the BMS, feeding back the relay state, controlling the pre-charging relay to complete pre-charging within a preset time (for example, 500 ms) by the BMS, and controlling the main positive relay to be closed and reporting the relay state. After the VCU receives the closing information of the first main negative relay, the second main negative relay and the main positive relay, a high-voltage instruction is sent to the PDU, the PDU controls the main driving loop and the auxiliary driving loop to be closed, and controls the heating relay of the battery to be closed, so that the high-voltage process on the whole vehicle of the double-branch battery system is completed.
Preferably, the control method of the battery system of the pure electric vehicle of the present application further includes:
if the first battery pack cannot be used normally (for example, the battery pack has an emergency electric quantity or a fault exists in the battery pack), and only the first battery pack is connected with the high-voltage main circuit currently, the second battery pack is connected with the high-voltage main circuit, and meanwhile, the connection between the first battery pack and the high-voltage main circuit is disconnected. Similarly, if the second battery pack cannot be used normally, and only the second battery pack is connected with the high-voltage main circuit, the first battery pack is connected into the high-voltage main circuit, and meanwhile, the second battery pack is disconnected from the high-voltage main circuit.
Preferably, the control method of the battery system of the pure electric vehicle of the present application further includes:
if all of the current battery packs are connected to the high voltage main circuit and one of the battery packs is not normally used (e.g., the battery pack is in emergency or the battery pack is out of order), the connection of that battery pack to the high voltage main circuit is disconnected while the other battery packs remain connected to the high voltage main circuit. The double-branch battery system is temporarily switched into the single-branch battery system, so that the vehicle is ensured to continue to run.
According to the method, the traditional single multi-pack serial connection mode is replaced to be combined in series and parallel connection, a power battery multi-branch power supply system is formed, different power supply modes are switched according to different transportation demands of customers, and the BMS controls high voltage on the battery system according to battery parameter information so as to meet different mileage demands, so that the limitation of a single branch of the battery system of a pure electric vehicle is broken, the flexibility of selection is improved, the vehicle purchasing cost is reduced, the vehicle mileage anxiety is relieved, and the service efficiency of the vehicle is greatly improved. By combining the power conversion scheme, the switching efficiency of the multi-branch battery system can be effectively improved. Meanwhile, the battery system has certain fault tolerance, when the BMS detects that one battery pack cannot be normally used, the battery pack can be switched to the other battery pack or the multi-branch mode is temporarily switched to the single-branch mode, so that the vehicle can continue to run, and the transportation requirement can be more effectively finished.
Although specific embodiments of the present application have been described in detail by way of example, it will be appreciated by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present application. It will be appreciated by those skilled in the art that modifications may be made to the above embodiments without departing from the scope and spirit of the present application. The scope of the application is defined by the appended claims.
Claims (10)
1. A control method of a battery system of a pure electric vehicle, characterized by comprising:
receiving first battery parameter information from a battery system, the first battery parameter information including second battery parameter information of at least one battery pack;
sending a power supply and high-voltage loop conduction request corresponding to the first battery parameter information to a whole vehicle controller;
receiving a relay control instruction corresponding to the first battery parameter information sent by the whole vehicle controller, and controlling a relay corresponding to the relay control instruction to be closed so as to finish high-voltage power-on of a battery system;
all battery packs in the battery system are connected in parallel to form a multi-branch battery system.
2. The control method of the battery system of a pure electric vehicle according to claim 1, characterized by further comprising:
the vehicle controller sends an upper high-voltage instruction to the high-voltage distribution box;
the high-voltage distribution box controls the main driving loop and the auxiliary driving loop to be closed, and controls the heating relay of the battery to be closed, so that high voltage on the whole vehicle is completed.
3. The control method of the battery system of the pure electric vehicle according to claim 1 or 2, characterized in that the second battery parameter information is an IP address assignment input of the battery management system corresponding to the battery pack from a board.
4. The control method of the battery system of the pure electric vehicle according to claim 1, characterized by controlling the relay closure corresponding to the relay control instruction, specifically comprising:
controlling the closing of a main negative relay corresponding to each battery pack indicated by the first battery parameter information, and reporting the state of each main negative relay to the whole vehicle controller;
the pre-charging is completed by closing a pre-charging relay at the positive end of the high-voltage main loop within preset time;
closing a main positive relay at the positive end of the high-voltage main loop and reporting the state of the main positive relay to the whole vehicle controller;
the cathodes of each battery pack are connected with the cathode end of the high-voltage main loop through corresponding main negative relays, and the anodes of all battery packs are connected with the anode end of the high-voltage main loop through the main positive relays.
5. The control method of the battery system of a pure electric vehicle according to claim 1, characterized by further comprising:
if the first battery pack cannot be normally used and only the first battery pack is connected with the high-voltage main circuit, the second battery pack is connected into the high-voltage main circuit, and meanwhile, the first battery pack is disconnected from the high-voltage main circuit.
6. The control method of a battery system of a pure electric vehicle according to claim 1, wherein if all battery packs are currently connected to a high-voltage main circuit and one of the third battery packs is not normally used, the connection of the third battery pack to the high-voltage main circuit is disconnected while the connection of the other battery packs to the high-voltage main circuit is maintained.
7. The battery system of the pure electric vehicle is characterized by comprising a plurality of battery packs which are mutually connected in parallel, and positive poles and negative poles of all the battery packs are respectively connected with positive poles and negative poles of a high-voltage main loop of the whole vehicle through relays.
8. The battery system of a pure electric vehicle according to claim 7, wherein the negative electrode of each of the battery packs is connected to the negative electrode terminal of the high-voltage main circuit through a corresponding main negative relay, respectively.
9. The battery system of a pure electric vehicle according to claim 8, wherein the positive poles of all the battery packs are connected in parallel and then connected to the positive pole end of the high-voltage main circuit through the main positive relay.
10. The battery system of a pure electric vehicle according to claim 7, wherein the power of all the battery packs simultaneously connected to the high voltage main circuit is the same.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311748386.XA CN117719388A (en) | 2023-12-18 | 2023-12-18 | Battery system of pure electric vehicle and control method thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311748386.XA CN117719388A (en) | 2023-12-18 | 2023-12-18 | Battery system of pure electric vehicle and control method thereof |
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| Publication Number | Publication Date |
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| CN117719388A true CN117719388A (en) | 2024-03-19 |
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| CN202311748386.XA Pending CN117719388A (en) | 2023-12-18 | 2023-12-18 | Battery system of pure electric vehicle and control method thereof |
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- 2023-12-18 CN CN202311748386.XA patent/CN117719388A/en active Pending
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