WO2022110850A1 - 一种基于地形预测的动力电池组均衡方法 - Google Patents

一种基于地形预测的动力电池组均衡方法 Download PDF

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Publication number
WO2022110850A1
WO2022110850A1 PCT/CN2021/108098 CN2021108098W WO2022110850A1 WO 2022110850 A1 WO2022110850 A1 WO 2022110850A1 CN 2021108098 W CN2021108098 W CN 2021108098W WO 2022110850 A1 WO2022110850 A1 WO 2022110850A1
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power
battery
battery pack
equalization
energy
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PCT/CN2021/108098
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English (en)
French (fr)
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涂岩恺
叶旭辉
罗腾元
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厦门雅迅网络股份有限公司
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Priority to US18/254,123 priority Critical patent/US20240001803A1/en
Priority to EP21896357.7A priority patent/EP4254713A1/en
Publication of WO2022110850A1 publication Critical patent/WO2022110850A1/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
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • H02J7/0014—Circuits for equalisation of charge between batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • 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
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/22—Balancing the charge of battery modules
    • 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
    • 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
    • H01M10/4264—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing with capacitors
    • 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
    • H01M10/44—Methods for charging or discharging
    • 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
    • H01M10/44—Methods for charging or discharging
    • H01M10/441—Methods for charging or discharging for several batteries or cells simultaneously or sequentially
    • 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
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • H02J7/0014—Circuits for equalisation of charge between batteries
    • H02J7/0016—Circuits for equalisation of charge between batteries using shunting, discharge or bypass 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
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H02J7/342—The other DC source being a battery actively interacting with the first one, i.e. battery to battery charging
    • 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
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H02J7/345—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering using capacitors as storage or buffering devices
    • 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
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B60L2240/622—Vehicle position by satellite navigation
    • 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
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B60L2240/642—Slope of road
    • 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
    • B60L2240/60—Navigation input
    • B60L2240/66—Ambient conditions
    • B60L2240/662—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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/52—Control modes by future state prediction drive range estimation, e.g. of estimation of available travel distance
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/54—Energy consumption estimation
    • 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
    • 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
    • H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J2207/50—Charging of capacitors, supercapacitors, ultra-capacitors or double layer capacitors
    • 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
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • 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
    • 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
    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Definitions

  • the invention relates to the field of electric vehicles, in particular to a power battery pack balancing method based on terrain prediction.
  • Passive equalization uses energy-consuming devices such as resistors to convert the energy of single cells with excessive power into heat for consumption. Although this method is simple and easy to implement, it wastes energy.
  • Active balancing using energy storage devices such as ordinary capacitors and inductors, for single cells with high energy, energy storage devices absorb energy, and for single cells with low energy, energy storage devices are charged, which is more power-saving than passive balancing , but the capacity of traditional capacitors or inductors is small, so the equalization ability is limited and the control is difficult.
  • the energy system of modern pure electric vehicles is generally composed of batteries and power-assisted supercapacitors, which need to be managed.
  • the purpose is to reasonably distribute the power output of batteries and supercapacitors to meet the power required for vehicle operation, and to give full play to the power of batteries and supercapacitors.
  • the characteristics and advantages of supercapacitors can prolong the service life of batteries as much as possible and reduce energy loss.
  • the general principle is to give full play to the advantages of supercapacitors with instantaneous high-power charging and discharging, to avoid the impact of instantaneous high-current discharge on the lithium battery when the vehicle accelerates, and to prolong the life of the battery.
  • the power required by the vehicle When the power required by the vehicle is small, it is only powered by the battery; When the power required by the vehicle is large, the battery provides a part of the basic power, and the excess part is provided by the supercapacitor. When the vehicle brakes, the high-power energy is first recovered by the supercapacitor with high charging efficiency to avoid high-current charging damage. When the battery is fully charged, the supercapacitor will recover energy from the battery.
  • the existing BMS does not use the supercapacitor used in the power system of the new energy vehicle for battery balancing, nor does it consider the real-time road terrain during battery balancing, so the optimal energy utilization efficiency cannot be achieved.
  • the present invention aims to provide a power battery pack balancing method based on terrain prediction to solve the above problems. For this reason, the concrete technical scheme that the present invention adopts is as follows:
  • a method for balancing power battery packs based on terrain prediction which may include the following steps:
  • the battery management system BMS obtains the road information in front of the vehicle from the electronic horizon system;
  • the BMS classifies the road information, sets the corresponding power prediction type according to the road information type, and then selects and switches the corresponding battery pack balancing mode according to the power prediction type; the road ahead of the current vehicle position is low power and high energy
  • the battery pack is charged equalization, and the supercapacitor charges the low-battery single battery
  • the road ahead of the current vehicle position is a high-power and high-energy-consumption power forecast type
  • the battery pack is discharged and balanced, and the high-battery cell is charged.
  • the battery charges the supercapacitor.
  • the BMS switches the battery pack balance mode to the discharge balance mode, and detects the voltage of the battery pack by detecting the voltage of the battery pack. , obtain the lowest cell voltage Vmin in all single cells, and discharge and balance the cells whose cell voltage is higher than Vmin until the lower voltage limit is Vmin, so that the entire battery pack reaches equilibrium.
  • the present invention adopts the above technical scheme, and has the beneficial effects that: by combining the super capacitor with the electronic horizon system for battery balancing, the energy distribution and balancing of the whole vehicle can be made more reasonable, which not only protects the battery, but also achieves a better energy economy.
  • Figure 1 is a schematic diagram of the architecture of an energy management system for an electric vehicle
  • FIG. 2 is a flow chart of a method for balancing power battery packs based on terrain prediction according to the present invention.
  • FIG. 1 shows a schematic diagram of the architecture of an energy management system for an electric vehicle.
  • the energy management system includes:
  • E-Horizon Electronic Horizon (E-Horizon) system: predicts the geographic information data ahead, and transmits the geographic information data through the standard ADAS IS protocol from the in-vehicle CAN bus or Ethernet bus to the battery management system BMS, so that the BMS can judge the energy consumption in front of the vehicle situation, control the corresponding battery balancing strategy.
  • Supercapacitors used to charge single cells that need to be charged in battery balancing, or to store energy for single cells that need to be discharged. At the same time, it provides high-power energy output for cars, or high-power energy recovery when electric vehicles are braking.
  • Power battery pack It consists of multiple single cells in series/parallel to provide power for the vehicle.
  • Battery Management System Receive data from the electronic horizon system and predict when the road ahead is low-power and high-energy recovery road conditions, use supercapacitors for charge balance, and charge low-battery single cells, which can balance the battery pack and supercapacitors Free up as much energy storage space as possible, and recover more braking energy after entering the road condition with high energy recovery in front; when it is predicted that the road condition ahead is high power and high energy consumption, discharge equalization, discharge the high-power single battery, and use the super power
  • the capacitor stores electric energy, which increases the energy of the super capacitor. After entering the high energy consumption road conditions ahead, the super capacitor has enough energy output, which can minimize the high-power deep discharge of the battery and protect the power battery.
  • a power battery pack balancing method based on terrain prediction may include the following steps:
  • the battery management system BMS obtains the road information in front of the vehicle from the electronic horizon system, such as flat road, uphill or downhill, and the situation of slope and slope length. Specifically, whether there is a steep downhill and a steep uphill.
  • the definition of steep downhill and steep uphill here can refer to the national highway engineering technical standards (for roads of different grades greater than the specified maximum gentle longitudinal slope, it is a steep slope), or it can be customized according to the vehicle performance or the actual application needs of users. definition.
  • the BMS classifies the road information, sets the corresponding power prediction type according to the road information type, and then selects and switches the corresponding battery pack balancing mode according to the power prediction type; the road ahead of the current vehicle position is low-power and high-energy recovery.
  • the battery pack performs charge balance, and the supercapacitor charges the low-power single battery; when the road ahead of the current vehicle position is the power prediction type with high power and high energy consumption, the battery pack performs discharge balance, and the high-power single battery Supercapacitor charging.
  • the BMS switches the battery pack equalization strategy to the charge equalization mode, and obtains the maximum cell voltage of all cells through voltage detection. Vmax, charge and balance the cells whose cell voltage is lower than Vmax until the upper limit of the voltage is Vmax, so that the entire battery pack reaches balance. Since the energy of the charging balance is released by the supercapacitor, the supercapacitor has more space to recover electric energy when entering the terrain with more energy recoverable in front (steep and long downhill), and obtains the economy of energy utilization.
  • the BMS switches the battery pack balancing strategy to the discharge balancing mode, and obtains the minimum cell voltage Vmin of all cells through voltage detection. Discharge and balance the cells whose cell voltage is higher than Vmin until the lower voltage limit is Vmin, so that the entire battery pack reaches balance. Since the balanced energy of discharge is absorbed by the supercapacitor, the supercapacitor has more stored energy for high-power output when entering the terrain that requires more energy ahead, which reduces the high-power discharge of the power battery, which has a greater impact on the battery. good protection.
  • the SOC of the supercapacitor needs to be detected before battery balancing, and then the battery balancing is performed according to the SOC of the supercapacitor, so as to avoid overcharging and overdischarging of the supercapacitor and affecting the service life.
  • the battery balancing is performed according to the SOC of the supercapacitor, so as to avoid overcharging and overdischarging of the supercapacitor and affecting the service life.
  • the single cell at Vmax uses supercapacitor for charge equalization until Vmax.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Secondary Cells (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

本发明涉及一种基于地形预测的动力电池组均衡方法，包括以下步骤：S1.车辆行驶时，电池管理***BMS从电子地平线***获取车辆前方道路信息；S2.BMS对道路信息进行分类，并根据所述道路信息类型设置对应的功率预测类型，再根据功率预测类型切换电池组均衡模式；在前方为低功率高能量回收的功率预测类型时，电池组进行充电均衡，超级电容对低电量单体电池充电；在前方为高功率高能耗路况时，电池组进行放电均衡，高电量单体电池对超级电容充电。本发明通过将超级电容结合电子地平线***用于电池均衡，能使整车能量分配与均衡更为合理，既起到保护电池作用，也能达到更好的能量经济性。

Description

一种基于地形预测的动力电池组均衡方法 技术领域
本发明涉及电动车领域，具体地涉及一种基于地形预测的动力电池组均衡方法。
背景技术
纯电动汽车能源是由大量单体电池经过一系列串/并联组成的电池组来提供。而单体电池在生产的过程中，由于制造工艺、材料、环境温度等不同存在充放电速度，内阻大小等差异。这种差异在电池的充放电循环过程中被逐渐加深，影响电池本身的工作效率、能量利用及使用寿命，严重降低电动汽车的性能及续航能力。因此在电动车运行过程中，电池管理***(BMS)需要对电池组进行均衡，对电量大的单体电池放电，对电量小的单体电池充电，防止整个动力电池组因单个单体电池过放或过充，出现“木捅效应”，损害整个电池组性能。
传统电池均衡技术总可以分为被动均衡和主动均衡两类。被动均衡采用电阻等能耗器件，将电量过高的单体电池能量转换成热量消耗掉，该方法虽然简单易行但是浪费能量。主动均衡，采用普通电容、电感等能量存储器件，对能量高的单体电池，由能量存储器件吸收能量，对能量低的单体电池，由能量存储器件充电，这样比被动均衡更为省电，但传统电容或电感容量较小，因此均衡能力有限，控制也有难度。
现代纯电动车能量***一般由电池与动力辅助的超级电容组成，需要对其进行能量管理，目的是合理分配电池与超级电容的功率输出，使之满足汽车运行所需功率，并且充分发挥电池与超级电容的特点及优势，尽可能延长电池的 使用寿命，降低能量损耗。一般性原则是发挥超级电容具有瞬时大功率充放电的优势，避免车辆加速时需要瞬间大电流放电对锂电池的冲击，延长电池的寿命，当车辆所需功率较小时，仅由电池供电；当车辆所需功率较大时，电池提供一部分基础的功率，超出的部分则由超级电容提供：而当车辆进行制动时，大功率能量先由充电效率高的超级电容回收，避免大电流充电损伤电池，超级电容电量充满时，再由电池回收能量。
现有BMS进行电池均衡控制时没有将用于新能源车动力***的超级电容用于电池均衡,在电池均衡时也没有考虑实时道路地形情况，无法达到最优的能量利用效率。
发明内容
本发明旨在提供一种基于地形预测的动力电池组均衡方法，以解决上述问题。为此，本发明采用的具体技术方案如下：
一种基于地形预测的动力电池组均衡方法，其可包括以下步骤：
S1.车辆行驶时，电池管理***BMS从电子地平线***获取车辆前方道路信息；
S2.所述BMS对道路信息进行分类，并根据所述道路信息类型设置对应的功率预测类型，再根据功率预测类型选择切换相应的电池组均衡模式；当前车辆位置的前方道路为低功率高能量回收的功率预测类型时，电池组进行充电均衡，超级电容对低电量单体电池充电；当前车辆位置的前方道路为高功率高能耗的功率预测类型时，电池组进行放电均衡，高电量单体电池对超级电容充电。
进一步地，S2的具体过程如下：
当前车辆位置的前方坡度为陡长下坡的道路信息类型时，预测当前车辆位 置的前方将会有高能量回收，BMS将电池组均衡模式切换为充电均衡模式，通过对所述电池组进行电压检测，得到所有单体电池中的最大单体电压Vmax，超级电容对单体电压低于Vmax的单体电池进行充电均衡直到电压上限为Vmax，使整个电池组达到均衡；
当前车辆位置的前方坡度为陡长上坡的道路信息类型时，预测当前车辆位置的前方将会需要高能量，BMS将电池组均衡模式切换为放电均衡模式，通过对所述电池组进行电压检测，得到所有单体电池中的最低单体电压Vmin，对单体电压高于Vmin的单体电池进行放电均衡直到电压下限为Vmin，使整个电池组达到均衡。
进一步地，在进行充电均衡之前，需要判断将各个单体电池充电至最大单体电压Vmax所需电量是否大于超级电容剩余的电量，若是则切换为传统电池均衡方法，否则超级电容将对单体电压低于Vmax的单体电池进行充电均衡,直到所述进行充电均衡的单体电池的单体电压达到Vmax。
进一步地，在进行放电均衡之前，需要判断将各个单体电池放电至最小单体电压Vmin时所放电量是否小于超级电容剩余的充电量，若是则切换为传统电池均衡方法，否则对单体电压高于Vmin的单体电池进行放电均衡,由超级电容吸收放电均衡的能量，直到所述进行放电均衡的单体电池的单体电压达到Vmin。
本发明采用上述技术方案，具有的有益效果是：通过将超级电容结合电子地平线***用于电池均衡，能使整车能量分配与均衡更为合理，既起到保护电池作用，也能达到更好的能量经济性。
附图说明
为进一步说明各实施例，本发明提供有附图。这些附图为本发明揭露内容 的一部分，其主要用以说明实施例，并可配合说明书的相关描述来解释实施例的运作原理。配合参考这些内容，本领域普通技术人员应能理解其他可能的实施方式以及本发明的优点。图中的组件并未按比例绘制，而类似的组件符号通常用来表示类似的组件。
图1是电动汽车的能源管理***的架构示意图；
图2是本发明的一种基于地形预测的动力电池组均衡方法的流程图。
具体实施方式
现结合附图和具体实施方式对本发明进一步说明。
图1示出了电动汽车的能源管理***的架构示意图。该能源管理***包括：
电子地平线(E-Horizon)***：预测前方地理信息数据，并将地理信息数据，通过标准ADAS IS协议，由车内CAN总线或以太网总线传输给电池管理***BMS，供BMS判断车辆前方能耗情况，控制对应的电池均衡策略。
超级电容：用于为电池均衡中需要充电的单体电池充电，或为需要放电的单体电池放量存储能量。同时为汽车提供大功率能量输出，或电动车制动时的大功率能量回收。
动力电池组：由多个单体电池串/并联组成，为车辆行提供动力。
电池管理***(BMS)：接收电子地平线***数据，预测前方为低功率高能量回收路况时，采用超级电容进行充电均衡，为低电量单体电池充电，即可平衡电池组，又可为超级电容尽可能多的腾出储能空间，在进入前方高能量回收路况后可多回收制动能量；预测前方为高功率高能耗路况时，进行放电均衡，对高电量单体电池放电，并由超级电容存储电能，这样增加超级电容的能量，在进入前方高能耗路况后，超级电容有足够能量输出，可尽减少电池大功率深度 放电，保护动力电池。
如图2所示，一种基于地形预测的动力电池组均衡方法可包括以下步骤：
S1.车辆行驶时，电池管理***BMS从电子地平线***获取车辆前方道路信息，例如平路、上坡或下坡以及坡度和坡长情况等。具体地说是否存在陡长下坡和陡长上坡。这里的陡长下坡和陡长上坡的定义可以参照国家公路工程技术标准(对不同等级的道路大于规定的最大缓和纵坡即为陡坡)，也可根据车辆性能或用户实际应用需求进行自定义。
S2.BMS对道路信息进行分类，并根据所述道路信息类型设置对应的功率预测类型，再根据功率预测类型选择切换相应的电池组均衡模式；当前车辆位置的前方道路为低功率高能量回收的功率预测类型时，电池组进行充电均衡，超级电容对低电量单体电池充电；当前车辆位置的前方道路为高功率高能耗的功率预测类型时，电池组进行放电均衡，高电量单体电池对超级电容充电。具体过程如下：
当前方坡度为陡长下坡时，预测前方将会有较多的能量回收，此时，BMS对电池组均衡策略切换为充电均衡模式，通过电压检测，得到所有单体电池的最大单体电压Vmax，对单体电压低于Vmax的单体电池进行充电均衡直到电压上限为Vmax，使整个电池组达到均衡。由于充电均衡的能量由超级电容释放，这样在进入前方有较多能量可回收地形(陡长下坡)时，超级电容有更多的空间可以回收电能，取得能量利用的经济性。
当前方坡度为陡长上坡时，预测前方将会需要较多能量，此时，BMS对电池组均衡策略切换为放电均衡模式，通过电压检测，得到所有单体电池的最低单体电压Vmin，对单体电压高于Vmin的单体电池进行放电均衡直到电压下限为Vmin，使整个电池组达到均衡。由于放电均衡的能量由超级电容吸收，这样在 进入前方需要较大能量的地形时，超级电容有更多的存储能量可以用于大功率输出，减少了动力电池的大功率放电，对电池起较好保护作用。
优选地，在进行电池均衡之前，需要对超级电容的SOC进行检测，再根据超级电容的SOC进行电池均衡，这样可以避免超级电容过充和过放，影响使用寿命。具体地，在进行充电均衡之前，需要判断将各个单体电池充电至最大单体电压Vmax所需电量是否大于超级电容剩余的电量，若是则切换为传统电池均衡方法，否则将对单体电压低于Vmax的单体电池利用超级电容进行充电均衡直到Vmax。在进行放电均衡之前，需要判断将各个单体电池放电至最小单体电压Vmin时所放电量是否小于超级电容剩余的充电量，若是则切换为传统电池均衡方法，否则对单体电压高于Vmin的单体电池进行放电均衡直到Vmin,由超级电容吸收放电均衡的能量。
尽管结合优选实施方案具体展示和介绍了本发明，但所属领域的技术人员应该明白，在不脱离所附权利要求书所限定的本发明的精神和范围内，在形式上和细节上可以对本发明做出各种变化，均为本发明的保护范围。

Claims (4)

  1. 一种基于地形预测的动力电池组均衡方法，其特征在于，包括以下步骤：
    S1.车辆行驶时，电池管理***BMS从电子地平线***获取车辆前方道路信息；
    S2.所述BMS对道路信息进行分类，并根据所述道路信息类型设置对应的功率预测类型，再根据功率预测类型选择切换相应的电池组均衡模式；当前车辆位置的前方道路为低功率高能量回收的功率预测类型时，电池组进行充电均衡，超级电容对低电量单体电池充电；当前车辆位置的前方道路为高功率高能耗的功率预测类型时，电池组进行放电均衡，高电量单体电池对超级电容充电。
  2. 如权利要求1所述的方法，其特征在于，S2的具体过程如下：
    当前车辆位置的前方坡度为陡长下坡的道路信息类型时，预测当前车辆位置的前方将会有高能量回收，BMS将电池组均衡模式切换为充电均衡模式，通过对所述电池组进行电压检测，得到所有单体电池中的最大单体电压Vmax，超级电容对单体电压低于Vmax的单体电池进行充电均衡直到电压上限为Vmax，使整个电池组达到均衡；
    当前车辆位置的前方坡度为陡长上坡的道路信息类型时，预测当前车辆位置的前方将会需要高能量，BMS将电池组均衡模式切换为放电均衡模式，通过对所述电池组进行电压检测，得到所有单体电池中的最低单体电压Vmin，对单体电压高于Vmin的单体电池进行放电均衡直到电压下限为Vmin，使整个电池组达到均衡。
  3. 如权利要求2所述的方法，其特征在于，在进行充电均衡之前，需要判断将各个单体电池充电至最大单体电压Vmax所需电量是否大于超级电容剩余的电量，若是则切换为传统电池均衡方法，否则超级电容将对单体电压低于Vmax的 单体电池进行充电均衡，直到所述进行充电均衡的单体电池的单体电压达到Vmax。
  4. 如权利要求2所述的方法，其特征在于，在进行放电均衡之前，需要判断将各个单体电池放电至最小单体电压Vmin时所放电量是否小于超级电容剩余的充电量，若是则切换为传统电池均衡方法，否则对单体电压高于Vmin的单体电池进行放电均衡,由超级电容吸收放电均衡的能量，直到所述进行放电均衡的单体电池的单体电压达到Vmin。
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