CN218995504U - High-voltage current detection device - Google Patents
High-voltage current detection device Download PDFInfo
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- CN218995504U CN218995504U CN202222529998.7U CN202222529998U CN218995504U CN 218995504 U CN218995504 U CN 218995504U CN 202222529998 U CN202222529998 U CN 202222529998U CN 218995504 U CN218995504 U CN 218995504U
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Abstract
The utility model provides a high-voltage battery current detection system, a high-voltage battery and a vehicle. Wherein the high voltage battery current detection system comprises: the first circuit is provided with a first current detection component, the second circuit is provided with a second current detection component, and the first current detection component and the second current detection component are respectively provided with two current sensors capable of respectively acquiring analog signals and digital signals; the output ends of the two current sensors in the first current detection assembly are respectively connected with the first input end and the second output end of the processing chip, and the output ends of the two current sensors in the second current detection assembly are respectively connected with the third input end and the fourth output end of the processing chip. The high-voltage current detection device can accurately identify current, assist the BMS to perform accurate closed-loop control, and avoid the situation that the vehicle is in an overcurrent charge-discharge state for a long time.
Description
Technical Field
The utility model relates to the field of vehicles, in particular to a high-voltage current detection device.
Background
The new energy automobile is more and more paid attention to high-voltage safety in the use process because of the high-voltage battery and the high-voltage electric appliance. The BMS (Battery Manage System, battery management system) of the new energy automobile mainly detects the single voltage, temperature, total voltage, insulation resistance and the like of the battery, makes accurate estimation on the available state of residual charge in the battery and the battery health state, and performs accurate management on battery charging and discharging and thermal control by communicating with the VCU (Vehicle control unit, whole vehicle controller) and a battery charger CAN and controlling an external high-voltage relay, so that the stored energy of the battery is utilized to the maximum extent on the premise of ensuring the safety of the battery. Under normal conditions, the BMS carries out real-time detection and acquisition on the total charge and discharge current (direct current) of the battery system through the current sensor, then sends the total charge and discharge current (direct current) to a current acquisition module of the BMS, and sends the total charge and discharge current (direct current) to an ECU (Electronic Control Unit, an electronic control unit and a main chip of the BMS) for calculation after processing, when the abnormal bus current is detected, the overcurrent fault information is reported to the VCU through CAN communication, and the BMS CAN also automatically cut off a high-voltage relay so as to ensure the high-voltage safety of the whole vehicle.
The inventor finds that even under the mechanism of power-off protection, accidents such as car burning and the like of an electric car occur at a specific scene, particularly under the scene of long-time overcharge and overdischarge of a battery pack, the safety and disaster prevention problems such as car burning and the like can be caused, for example: scene one: 21: 00-06: 00 home charging overnight, when the vehicle is in a charging state for a long time, unexpected current sensor faults occur, and errors of detected current values are large (for example, actual values are larger than detected values), so that the BMS cannot accurately identify the current, accurate closed loop control cannot be performed, and the vehicle is in an overcurrent charging state for a long time; scene II: in the driving process, when the whole vehicle is in an overload working state of a high-voltage load for a long time, and unexpected faults of the current acquisition circuit occur, the BMS can not accurately identify the current, and the vehicle is in an overcurrent discharging state for a long time. The long-time overcharge and overdischarge cause irreversible influence on the service life of the battery pack, heat accumulation is also caused, and the most serious possibility is that the whole vehicle burns.
Disclosure of Invention
An object of the present utility model is to provide a high-voltage current detecting device capable of accurately recognizing current, assisting a BMS in accurate closed-loop control, and avoiding a long-time over-current charge and discharge state of a vehicle.
In particular, the utility model provides a high-voltage battery current detection system, which comprises a first circuit and a second circuit which forms a loop together with the first circuit, wherein the first circuit is a circuit between an output end of a high-voltage battery and an input end of a high-voltage load or between an input end of the high-voltage battery and an output end of a power supply, and the second circuit is a circuit between the output end of the high-voltage load and the input end of the high-voltage battery or between the output end of the high-voltage battery and the input end of the power supply;
the first circuit is provided with a first current detection component, the second circuit is provided with a second current detection component, and the first current detection component and the second current detection component are respectively provided with two current sensors capable of respectively acquiring analog signals and digital signals;
further, the device further comprises a processing chip, wherein the output ends of the two current sensors in the first current detection assembly are respectively connected with the first input end and the second output end of the processing chip, and the output ends of the two current sensors in the second current detection assembly are respectively connected with the third input end and the fourth output end of the processing chip.
Further, the two current sensors in the first current detection component are a hall sensor and a shunt respectively. And/or the two current sensors in the second current detection assembly are a Hall sensor and a shunt respectively.
Further, the Hall sensor is connected with an analog signal operational amplifier, and the shunt is connected with a digital signal operational amplifier.
Further, the frequency of the analog signal operational amplifier is less than the digital signal operational amplifier.
Further, the digital signal operational amplifier is respectively connected with an AD sampling chip in two paths.
Further, the shunt is also connected.
Further, still include whole car controller, first electric current detection subassembly with the BMS is connected to second electric current detection subassembly.
In particular, the utility model also discloses a high-voltage battery, which comprises the high-voltage battery current detection system,
in particular, the utility model also discloses a vehicle comprising the high-voltage battery current detection system or the high-voltage battery.
According to the utility model, the first current detection component is arranged on the first circuit, and the second current detection component is arranged on the second circuit, so that the current conditions on the circuit between the output end of the high-voltage battery and the input end of the high-voltage load and the output end of the power supply and the current conditions on the circuit between the output end of the high-voltage load and the input end of the high-voltage battery and the output end of the high-voltage battery and the input end of the power supply can be detected, and the BMS can accurately identify the current and perform accurate closed-loop control, so that the vehicle is prevented from being in an over-current charging state for a long time; meanwhile, the plurality of current detection assemblies can increase the accuracy of collecting bus current when the collecting circuit fails.
Furthermore, in the utility model, two components, namely an analog circuit and a digital circuit, are used, so that common cause failure is avoided, and higher safety requirements are met.
The above, as well as additional objectives, advantages, and features of the present utility model will become apparent to those skilled in the art from the following detailed description of a specific embodiment of the present utility model when read in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the utility model will be described in detail hereinafter by way of example and not by way of limitation with reference to the accompanying drawings. The same reference numbers will be used throughout the drawings to refer to the same or like parts or portions. It will be appreciated by those skilled in the art that the drawings are not necessarily drawn to scale. In the accompanying drawings:
FIG. 1 is a schematic circuit diagram of a high voltage battery current detection system according to one embodiment of the utility model;
FIG. 2 is a schematic circuit diagram of an acquisition circuit to which a Hall sensor of the high voltage battery current detection system shown in FIG. 1 is connected;
FIG. 3 is a schematic circuit diagram of an acquisition circuit to which a shunt of the high voltage battery current detection system shown in FIG. 1 is connected;
in the figure:
11-a first hall sensor;
12-a first shunt;
21-a second hall sensor;
22-a second splitter;
3-high voltage battery;
4-high voltage load.
Detailed Description
Fig. 1 is a schematic circuit diagram of a high voltage battery current detection system according to one embodiment of the present utility model. The high-voltage battery current detection system comprises a first circuit, a second circuit and a processing chip, wherein the second circuit and the first circuit form a loop together, the first circuit is a circuit between the output end of the high-voltage battery 3 and the input end of the high-voltage load 4 or between the input end of the high-voltage battery 3 and the output end of a power supply, the second circuit is a circuit between the output end of the high-voltage load 4 and the input end of the high-voltage battery 3 or between the output end of the high-voltage battery 3 and the input end of the power supply, a first current detection component is arranged on the first circuit, a second current detection component is arranged on the second circuit, two current sensors capable of respectively acquiring analog signals and digital signals are arranged on the first current detection component and the second current detection component, the output ends of the two current sensors in the first current detection component are respectively connected with the first input end and the second output end of the processing chip, and the output ends of the two current sensors in the second current detection component are respectively connected with the third input end and the fourth output end of the processing chip. In this embodiment, by providing the first current detection component on the first circuit and providing the second current detection component on the second circuit, it is possible to detect the current conditions on the circuit between the output terminal of the high-voltage battery 3 and the input terminal of the high-voltage load 4 and between the input terminal of the high-voltage battery 3 and the output terminal of the power supply, and the current conditions on the circuit between the output terminal of the high-voltage load and the input terminal of the high-voltage battery and between the output terminal of the high-voltage battery and the input terminal of the power supply, and this detection manner enables the BMS to accurately identify the current, perform accurate closed-loop control, and avoid the vehicle from being in an over-current charging state for a long time; meanwhile, the plurality of current detection assemblies can increase the accuracy of collecting bus current when the collecting circuit fails.
Fig. 2 is a schematic circuit diagram of an acquisition circuit to which a hall sensor of the high-voltage battery current-detecting system shown in fig. 1 is connected. Fig. 3 is a schematic circuit diagram of an acquisition circuit to which a shunt of the high voltage battery current detection system shown in fig. 1 is connected. According to one embodiment of the utility model, the two current sensors in the first current detection assembly are a hall sensor and a shunt, respectively. More specifically, the first current detection assembly includes a first hall sensor 11, a first shunt 12, a first operational amplifier circuit A1, a second operational amplifier circuit A2, a third operational amplifier circuit A3, a first AD sampling chip, a first isolation chip DIC and a first single chip microcomputer (not shown in the drawings), please refer to fig. 2 and 3, and the specific connection manner is as follows, one end of an output positive signal of the first hall sensor 11 is connected with a first resistor R1, the first resistor R1 is connected with a positive input end of the first operational amplifier circuit A1, an output end of the first operational amplifier circuit A1 is connected with a fourth resistor R4, and the fourth resistor R4 is connected with the first single chip microcomputer. A first transient diode TVS1 is further connected between one end of the output positive electrode signal of the first hall sensor 11 and the first resistor R1, and an RC circuit is further connected between the first resistor R1 and the positive electrode input end of the first operational amplifier circuit A1, where the RC circuit is formed by a third resistor R3 and a first capacitor C1. The negative electrode input end of the first operational amplifier circuit A1 is further connected with a fifth resistor R5 in series and then connected with a fourth resistor R4, and a third capacitor C3 is further connected between the fourth resistor R4 and the first singlechip. One end of the output negative electrode signal of the first Hall sensor 11 is connected with a second resistor R2, the second resistor R2 is connected with the positive electrode input end of the second operational amplifier circuit A2, the output end of the second operational amplifier circuit A2 is connected with a seventh resistor R7, and the seventh resistor R7 is connected with the first singlechip. A second transient diode TVS2 is further connected between one end of the output negative electrode signal of the first hall sensor 11 and the second resistor R2, and an RC circuit is further connected between the second resistor R2 and the positive input end of the second operational amplifier circuit A2, where the RC circuit is formed by a sixth resistor R6 and a second capacitor C2. The negative input end of the second operational amplifier circuit A2 is further connected in series with an eighth resistor R8 and then connected to a seventh resistor R7, and a fifth capacitor C5 is further connected between the seventh resistor R7 and the first singlechip. A fourth capacitor C4 is connected between the circuit after the third capacitor C3 and the circuit after the fifth capacitor C5, and the capacitance of the fourth capacitor C4 is 470pf. In this embodiment, the first operational amplifier circuit A1 and the second operational amplifier circuit A2 both adopt MCP6004 operational amplifier circuits. The input impedance is increased by using the function of the operational amplifier MCP6004 as a voltage follower so as to achieve the purpose of enabling the input voltage to be close to the voltage of the signal source, then the voltage value is sent to an AD port of the first singlechip, the first singlechip periodically samples, and the total current in the loop is obtained through software operation processing.
According to one embodiment of the utility model, the third operational amplifier circuit A3 adopts an OPA2354 operational amplifier circuit, the first AD sampling chip adopts an MCP3422AD sampling chip, and the first isolation chip DIC adopts an ADUM2251 isolation chip. The one end that first shunt 12 output negative voltage is connected eleventh resistance R11, eleventh resistance R11 connects the-INA end of third fortune amplifier circuit A3, the one end that first shunt 12 output positive voltage is connected twelfth resistance R12, the +INA end of third fortune amplifier circuit A3 is connected to twelfth resistance R12, the OUTA end connection series connection fourteenth resistance R14 of third fortune amplifier circuit A3 and then connect AD sampling chip ADC's ch1+ end, AD sampling chip ADC's SCL end is connected the SCL1 end of first isolation chip DIC, AD sampling chip ADC's SDA end is connected the SDA1 end of first isolation chip DIC. An eleventh transient diode TVS11 is further connected between the end of the first shunt 12 outputting the negative voltage and the eleventh resistor R11, and an RC circuit is further connected between the eleventh resistor R11 and the-INA end of the third operational amplifier circuit A3, where the RC circuit is composed of a thirteenth resistor R13 and an eleventh capacitor C11. A twelfth transient diode TVS12 is further connected between the end of the first shunt 12 outputting the positive voltage and the twelfth resistor R12, and an RC circuit is further connected between the twelfth resistor R12 and the +ina end of the third operational amplifier circuit A3, where the RC circuit is composed of a fifteenth resistor R15 and a twelfth capacitor C12. And a thirteenth capacitor C13 is further connected between the fourteenth resistor R14 and the CH1+ end of the AD sampling chip ADC. The specific arrangement of the second hall sensor 21 and the second shunt 22 is the same as that of the first hall sensor 11 and the first shunt 12, and will not be described herein.
It can be understood that the signal of the first hall sensor 11 is an analog signal, the operational method amplifier connected to the first hall sensor 11 is an analog signal operational amplifier, the specific type thereof is an MCP6004 operational amplifier circuit, the signal of the circuit in which the first shunt 12 is located is a digital signal due to the existence of the first AD converter, the operational method amplifier on the circuit is an analog signal operational amplifier, the specific type thereof is an OPA2354 operational amplifier, and the frequency of the MCP6004 operational amplifier circuit is smaller than that of the OPA2354 operational amplifier.
According to one embodiment of the present utility model, the first current detecting assembly and the second current detecting assembly are connected to the BMS. According to an embodiment of the present utility model, in order to further avoid inaccuracy of a certain sensor due to electromagnetic interference or the like, a detection strategy of the high-voltage battery current detection system in this embodiment is as follows:
1) In the first current detecting assembly, the detection result of the first hall sensor 11 and the first shunt 12 are simultaneously input to a controller in the BMS, and numerical comparison is performed inside a Main Chip (MCU) of the controller, and if the detection difference is within a set range (e.g., 2%), the result of the first shunt 12 is recorded as a. If the detected difference exceeds the set range, discarding the detected value of the sensor, taking another group of data (recorded as B) as an accurate current value, further taking the accurate current value as a calculation basis, reporting the whole vehicle through a CAN bus, and sending the result to other controllers. It is understood that the other set of data refers to the other set of data including the detection results of the first hall sensor 11 and the first shunt 12.
2) A second current detection component: the detection results of the second hall sensor 21 and the second shunt 22 are input to the controller in the BMS at the same time, and are compared in the Main Chip (MCU) of the controller, if the detection difference is within a set range (e.g. 2%), the result of the second shunt 22 is recorded as B, if the detection difference is not within the set range, the detection difference is discarded, another set of data (recorded as a) is used as a calculation basis for accurate current value, and the whole vehicle is reported through the CAN bus and sent to other controllers. It is understood that the other set of data refers to the other set of data including the detection results of the second hall sensor 21 and the second shunt 22.
3) If the comparison results of the first detection component and the second current detection component are in the detection difference range, max { A, B } is calculated, the max { A, B } is used for calculating one with larger A and B values, the current value is used as the final accurate current value, the phenomenon that the overcurrent faults cannot be identified is avoided, and the overcurrent faults are reported to other controllers of the whole vehicle through a CAN bus.
4) If the comparison results a and B of the first current detection component and the second current detection component are not within the detection difference range, discarding the detection result, and waiting for the next period (e.g.: the current sampling period is once every 10 ms). And so on.
5) If the detection results of the five continuous times are not in the detection difference range, reporting a current detection fault of the whole vehicle, and requiring the whole vehicle to perform power reduction operation or parking and the like.
Because the escape time is very critical to the life safety of personnel, the real-time performance is very important to avoiding the safety problem caused by the overcurrent fault. The detection strategy used in the embodiment greatly avoids the problem of inaccurate current acquisition caused by faults of the sensor (such as electromagnetic interference, aging and self-quality problems), and ensures the accuracy of current acquisition data. Meanwhile, the detection result can be abandoned only under the condition that two groups of data are inaccurate, the current sampling is waited for next time, the probability of occurrence of the condition is extremely low, and the real-time performance of current detection is greatly improved while the accurate acquisition is ensured. In this embodiment, even if the detection result of five consecutive times is not within the difference range, the whole vehicle can be accurately reminded to perform timely processing, and finally the safety of the whole vehicle end is ensured.
In particular, the utility model also discloses a high-voltage battery, which comprises the high-voltage battery current detection system,
in particular, the utility model also discloses a vehicle comprising the high-voltage battery current detection system or the high-voltage battery 3.
By now it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the utility model have been shown and described herein in detail, many other variations or modifications of the utility model consistent with the principles of the utility model may be directly ascertained or inferred from the present disclosure without departing from the spirit and scope of the utility model. Accordingly, the scope of the present utility model should be understood and deemed to cover all such other variations or modifications.
Claims (10)
1. The high-voltage battery current detection system is characterized by comprising a first circuit and a second circuit which forms a loop together with the first circuit, wherein the first circuit is a circuit between an output end of a high-voltage battery and an input end of a high-voltage load or between the input end of the high-voltage battery and an output end of a power supply, and the second circuit is a circuit between the output end of the high-voltage load and the input end of the high-voltage battery or between the output end of the high-voltage battery and the input end of the power supply;
the first circuit is provided with a first current detection component, the second circuit is provided with a second current detection component, and the first current detection component and the second current detection component are respectively provided with two current sensors capable of respectively acquiring analog signals and digital signals.
2. The high voltage battery current detection system of claim 1, further comprising a processing chip, wherein the output terminals of the two current sensors in the first current detection assembly are respectively connected to a first input terminal and a second output terminal of the processing chip, and wherein the output terminals of the two current sensors in the second current detection assembly are respectively connected to a third input terminal and a fourth output terminal of the processing chip.
3. The high voltage battery current detection system of claim 1 wherein the two current sensors in the first current detection assembly are a hall sensor and a shunt, respectively;
and/or the two current sensors in the second current detection assembly are a Hall sensor and a shunt respectively.
4. The high voltage battery current detection system of claim 3 wherein said hall sensor is connected to an analog signal operational amplifier and said shunt is connected to a digital signal operational amplifier.
5. The high voltage battery current detection system of claim 4 wherein said analog signal op-amp is less frequent than said digital signal op-amp.
6. The high-voltage battery current detection system according to claim 3, wherein the digital signal operational amplifier is connected to an AD sampling chip in two paths, respectively.
7. The high voltage battery current detection system of claim 3 wherein said shunt is further connected to an isolation chip.
8. The high voltage battery current detection system of claim 1, further comprising a vehicle control unit, wherein the first current detection assembly and the second current detection assembly are connected to a BMS.
9. A high voltage battery comprising a high voltage battery current detection system according to any one of claims 1 to 8.
10. A vehicle comprising the high-voltage battery current detection system according to any one of claims 1 to 8, or comprising the high-voltage battery according to claim 9.
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| CN202222529998.7U CN218995504U (en) | 2022-09-23 | 2022-09-23 | High-voltage current detection device |
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| CN202222529998.7U CN218995504U (en) | 2022-09-23 | 2022-09-23 | High-voltage current detection device |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114755476A (en) * | 2022-04-14 | 2022-07-15 | 中国第一汽车股份有限公司 | Battery current detection method and electronic device |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114755476A (en) * | 2022-04-14 | 2022-07-15 | 中国第一汽车股份有限公司 | Battery current detection method and electronic device |
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