WO2023050264A1 - 电路控制方法、电池及其控制器和管理***、用电装置 - Google Patents

电路控制方法、电池及其控制器和管理***、用电装置 Download PDF

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Publication number
WO2023050264A1
WO2023050264A1 PCT/CN2021/122068 CN2021122068W WO2023050264A1 WO 2023050264 A1 WO2023050264 A1 WO 2023050264A1 CN 2021122068 W CN2021122068 W CN 2021122068W WO 2023050264 A1 WO2023050264 A1 WO 2023050264A1
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Prior art keywords
battery
threshold
charging circuit
circuit
turned
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PCT/CN2021/122068
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English (en)
French (fr)
Inventor
卢方友
马行
田伟
王兴昌
黄振慧
Original Assignee
宁德时代新能源科技股份有限公司
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Priority to EP21958842.3A priority Critical patent/EP4270591A4/en
Priority to CN202180054561.8A priority patent/CN116235381A/zh
Priority to PCT/CN2021/122068 priority patent/WO2023050264A1/zh
Priority to JP2023546251A priority patent/JP7449456B2/ja
Priority to KR1020237025790A priority patent/KR102644584B1/ko
Publication of WO2023050264A1 publication Critical patent/WO2023050264A1/zh
Priority to US18/489,021 priority patent/US11973364B2/en

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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
    • H02J7/007182—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
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00302—Overcharge protection
    • 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
    • B60L58/20—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 having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/14—Preventing excessive discharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R19/00—Arrangements for measuring currents or voltages or for indicating presence or sign thereof
    • G01R19/12—Measuring rate of change
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R19/00—Arrangements for measuring currents or voltages or for indicating presence or sign thereof
    • G01R19/165—Indicating that current or voltage is either above or below a predetermined value or within or outside a predetermined range of values
    • G01R19/16533—Indicating that current or voltage is either above or below a predetermined value or within or outside a predetermined range of values characterised by the application
    • G01R19/16538—Indicating that current or voltage is either above or below a predetermined value or within or outside a predetermined range of values characterised by the application in AC or DC supplies
    • G01R19/16542—Indicating that current or voltage is either above or below a predetermined value or within or outside a predetermined range of values characterised by the application in AC or DC supplies for batteries
    • 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
    • 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
    • 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
    • H02J7/00306—Overdischarge protection
    • 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
    • H02J7/0029—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
    • H02J7/0032—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 disconnection of loads if battery is not under charge, e.g. in vehicle if engine is not running
    • 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
    • H02J7/0047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with monitoring or indicating devices or circuits
    • H02J7/0048—Detection of remaining charge capacity or state of charge [SOC]
    • 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
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • 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
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1415—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with a generator driven by a prime mover other than the motor of a vehicle
    • 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
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1469—Regulation of the charging current or voltage otherwise than by variation of field
    • H02J7/1492—Regulation of the charging current or voltage otherwise than by variation of field by means of controlling devices between the generator output and 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
    • 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
    • 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
    • H01M2010/4278—Systems for data transfer from batteries, e.g. transfer of battery parameters to a controller, data transferred between battery controller and main controller
    • 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
    • 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
    • H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles
    • 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
    • H02J7/00309—Overheat or overtemperature protection
    • 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
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    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02J7/1423—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple batteries
    • 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
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    • 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
    • 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
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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
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    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles

Definitions

  • the embodiments of the present application relate to the field of battery technology, and specifically relate to a circuit control method, a battery controller, a battery management system, a battery, an electrical device, and a vehicle.
  • Batteries are widely used in electronic equipment, such as mobile phones, laptop computers, battery cars, automobiles, airplanes, ships, toy cars, toy ships, toy airplanes and power tools, etc.
  • the embodiments of the present application provide a circuit control method, a battery controller, a battery management system, a battery, an electrical device and a vehicle, which can prevent battery overcharging and improve the safety performance of the battery.
  • a circuit control method including: acquiring a device wake-up signal; judging whether the power supply terminal voltage of the charging circuit of the battery on the device is greater than a first threshold, and within the first duration Whether the rate of change within is less than the second threshold, the charging circuit is a circuit connecting the battery on the device and the generator, and the voltage at the power supply terminal is the output voltage of the generator; the battery on the device When the voltage at the power supply terminal of the charging circuit is greater than the first threshold and the rate of change within the first time period is smaller than the second threshold, a first instruction is issued, and the first instruction is used to control a first switch in the charging circuit The cell closes, turning on the charging circuit.
  • the circuit control method of the embodiment of the present application obtains the device wake-up signal and the voltage of the power supply terminal of the charging circuit, and judges whether the voltage of the power supply terminal of the charging circuit is greater than the first threshold and whether the rate of change within the first duration is less than the second threshold. Only after the device is started, there is a device wake-up signal, the voltage of the power supply terminal of the charging circuit is greater than the first threshold, and the rate of change within the first time period is smaller than the second threshold, so the method controls the charging circuit of the battery when the above conditions are met. It can make the device start when the charging circuit of the battery is turned on, so as to prevent the charging circuit of the battery from being turned on when the device is not started. When the device is started later, the charging circuit of the battery will be discharged with a large current, causing the switch on the charging circuit to stick. Avoid thermal runaway of the battery caused by overcharging of the lithium battery, and improve the safety of the battery.
  • the method further includes: judging whether the state of charge SOC of the battery is greater than a third threshold, whether there is a fault alarm for the battery, and whether the battery cell temperature of the battery is within a first range;
  • sending a first instruction further comprising: on the device The power terminal voltage of the charging circuit of the battery is greater than the first threshold, the rate of change within the first time period is less than the second threshold, the SOC of the battery is greater than the third threshold, there is no fault alarm for the battery, and the battery of the battery
  • the cell temperature is in the first range
  • the first command is issued.
  • the charging circuit of the battery is controlled to be turned on, so as to avoid battery floating charge and safety problems.
  • the method further includes: after the charging circuit of the battery is turned on, judging whether the rate of change of the charging current of the battery within the second time period is greater than a fourth threshold, or whether the battery cell in the battery Whether the voltage of the cell is greater than or equal to the fifth threshold, or whether there is a fault alarm for the battery, or whether the temperature of the battery cell is not in the first range, or whether the SOC of the battery is less than or equal to the third threshold; The rate of change of the charging current of the battery within the second time period is greater than the fourth threshold, or the voltage of the battery cells in the battery is greater than or equal to the fifth threshold, or there is a fault alarm for the battery, or the voltage of the battery cells is greater than or equal to the fifth threshold.
  • a second instruction is issued, and the second instruction is used to control the first switch unit in the charging circuit to turn off, so that The charging circuit is disconnected.
  • the charging circuit of the battery is controlled to be turned on, so as to avoid battery floating charge and safety problems.
  • the method further includes: judging whether there is a device wake-up signal and whether the voltage at the power supply terminal is less than a sixth threshold; if there is a device wake-up signal and the voltage at the power supply terminal is less than the sixth threshold, A third instruction is issued, the third instruction is used to control the first switch unit in the charging circuit to close, so that the charging circuit is turned on, and the charging circuit is in a first conducting state.
  • the charging circuit is controlled to be turned on when there is a device wake-up signal and the power supply terminal voltage is less than the sixth threshold.
  • the acid battery is charged to avoid the problem that the vehicle cannot be started due to the loss of lead-acid battery when the vehicle is left for a long time.
  • the method further includes: judging whether the SOC of the battery is greater than the third or seventh threshold and whether there is a fault alarm for the battery; there is a device wake-up signal, and the voltage at the power supply terminal is less than the sixth
  • issuing a third instruction further includes: when there is a device wake-up signal, the voltage at the power supply terminal is less than the sixth threshold, the SOC of the battery is greater than the seventh and third thresholds, and there is no failure alarm for the battery Next, issue the third command.
  • the charging circuit is controlled to be turned on when the SOC of the battery is greater than the seventh threshold and there is no fault alarm for the battery, so as to avoid the lithium battery from being overheated. Discharge and safety issues.
  • the method further includes: in the first conduction state, judging whether the conduction time of the charging circuit is greater than the eighth or seventh threshold; if the conduction time of the charging circuit is greater than the eighth or seventh threshold , issuing a fourth instruction, where the fourth instruction is used to control the first switch unit in the charging circuit to be turned off, so that the charging circuit is turned off.
  • the charging circuit is controlled to be disconnected, which not only ensures that the lithium battery is charged to the lead-acid battery to meet the vehicle's primary
  • the electric energy required for starting can also avoid over-discharging of the lithium battery.
  • the method further includes: judging whether the SOC of the battery is greater than the seventh or third threshold; if the SOC of the battery is greater than the seventh or third threshold, issuing a fifth instruction, the fifth instruction is used to control The second switch unit in the discharge circuit of the battery is closed, so that the discharge circuit is turned on, and the discharge circuit is a circuit connecting the battery on the device and the electrical equipment.
  • the discharge circuit of the battery is controlled to be turned on, so as to avoid over-discharging of the lithium battery.
  • the method further includes: after the discharge circuit of the battery is turned on, judging whether there is a wake-up signal for the device, or whether there is a fault alarm for the battery, or whether the SOC of the battery is less than or equal to or greater than the seventh and third thresholds; when there is a wake-up signal for the device, or the battery has a fault alarm, or the SOC of the battery is less than or equal to or greater than the seventh and third thresholds, a sixth instruction is issued, and the sixth The instruction is used to control the second switch unit in the discharge circuit to be turned off, so that the discharge circuit is turned off.
  • the control discharge circuit is disconnected to avoid over-discharge of the lithium battery and safety problems.
  • a battery controller including: one or more processors working individually or jointly, and the processors are configured to execute the steps of the above-mentioned circuit control method.
  • a battery management system including: at least one processor; and a memory connected in communication with the at least one processor; wherein, the memory stores information that can be used by the Instructions executed by at least one processor, the instructions are executed by the at least one processor, so that the at least one processor implements the steps of the circuit control method as described above.
  • a battery including: the above-mentioned battery controller, or the above-mentioned battery management system.
  • an electrical device including the above-mentioned battery, where the battery is used to provide electrical energy.
  • a vehicle including a lithium battery, a generator, and a vehicle wake-up switch; wherein, the lithium battery is connected to the generator to form a charging circuit, and the lithium battery includes a battery
  • the management system the battery management system is used to: obtain the vehicle wake-up signal; determine whether the power supply terminal voltage of the charging circuit of the lithium battery on the vehicle is greater than the first threshold, and whether the rate of change within the first period of time is less than the second Threshold value, the charging circuit is a circuit connecting the lithium battery on the vehicle and the generator, the power supply terminal voltage is the output voltage of the generator; the power supply terminal voltage of the charging circuit of the battery on the vehicle is greater than The first threshold, and when the rate of change within the first time length is less than the second threshold, a first instruction is issued, the first instruction is used to control the first switch unit in the charging circuit to close, so that the charging The circuit is turned on.
  • FIG. 1 is a schematic flowchart of a circuit control method provided by some embodiments of the present application.
  • Fig. 2 is the structural block diagram of the power system of the electric device applying the method in Fig. 1;
  • Fig. 3 is the circuit structure diagram of the battery applying Fig. 1 method
  • Fig. 4 is a schematic flowchart of a circuit control method provided by some embodiments of the present application.
  • Fig. 5 is a schematic flowchart of a circuit control method provided by some embodiments of the present application.
  • FIG. 6 is a schematic flowchart of a circuit control method provided by some embodiments of the present application.
  • FIG. 7 is a schematic flowchart of a circuit control method provided by some embodiments of the present application.
  • FIG. 8 is a schematic flowchart of a circuit control method provided by some embodiments of the present application.
  • FIG. 9 is a schematic flowchart of a circuit control method provided by some embodiments of the present application.
  • Fig. 10 is a schematic flowchart of a circuit control method provided by some embodiments of the present application.
  • Fig. 11 is a schematic structural diagram of a battery controller provided by some embodiments of the present application.
  • Fig. 12 is a schematic structural diagram of a battery management system provided by some embodiments of the present application.
  • Fig. 13 is a schematic structural diagram of a battery provided by some embodiments of the present application.
  • Fig. 14 is a schematic structural diagram of a battery provided by some embodiments of the present application.
  • Fig. 15 is a schematic structural diagram of an electrical device provided by some embodiments of the present application.
  • Fig. 16 is a schematic structural diagram of a vehicle provided by some embodiments of the present application.
  • Batteries mentioned in the art can be classified into primary batteries and rechargeable batteries according to whether they are rechargeable or not.
  • Disposable batteries are commonly known as “disposable” batteries and primary batteries, because after their power is exhausted, they cannot be recharged and can only be discarded.
  • Rechargeable batteries are also called secondary batteries (Secondary Battery) or secondary batteries, storage batteries.
  • Secondary Battery Secondary Battery
  • the manufacturing materials and process of rechargeable batteries are different from those of disposable batteries. Its advantage is that it can be used repeatedly after charging, and the output current load capacity of rechargeable batteries is higher than that of most disposable batteries.
  • the common types of rechargeable batteries are: lead-acid batteries, nickel metal hydride batteries and lithium-ion batteries.
  • Lithium-ion batteries have the advantages of light weight, large capacity (capacity is 1.5 times to 2 times that of nickel-metal hydride batteries of the same weight), no memory effect, etc., and have a very low self-discharge rate, so even if the price is relatively high, you can still get general application.
  • the batteries described in the embodiments of the present application refer to rechargeable batteries.
  • the concept of the present application will be described mainly by taking lead-acid batteries and lithium-ion batteries as examples. It should be understood that any other suitable type of rechargeable battery is suitable.
  • the battery mentioned in the embodiments of the present application refers to a single physical module including one or more battery cells (also called cells) to provide higher voltage and capacity.
  • the battery mentioned in this application may include a battery module or a battery pack, and the like.
  • a battery cell includes a positive pole piece, a negative pole piece, an electrolyte and a separator, and is the basic structural unit of a battery module and a battery pack.
  • Commonly used positive electrode materials for lithium-ion batteries include lithium cobaltate, lithium manganese oxide, lithium nickelate, lithium iron phosphate, and ternary materials (such as nickel-cobalt lithium manganate), etc.
  • Commonly used negative electrode materials include carbon materials (such as graphite) and silicon Base materials, etc.
  • commonly used separator materials include polyethylene (polyethylene, PE) or polypropylene (polypropylene, PP)-based polyolefin (Polyolefin) materials.
  • Battery cells are generally divided into three types according to the way of packaging: cylindrical battery cells, square battery cells and pouch battery cells.
  • a plurality of battery cells may be connected in series and/or in parallel via electrode terminals for various applications.
  • the application of batteries includes three levels: battery cells, battery modules and battery packs.
  • a battery module is formed by electrically connecting a certain number of battery cells together and putting them in a frame in order to protect the battery cells from external shock, heat, vibration, etc.
  • the battery pack is the final state of the battery system that goes into the car.
  • Most of the current battery packs are made by assembling various control and protection systems such as battery management system (Battery Management System, BMS) and thermal management components on one or more battery modules.
  • BMS Battery Management System
  • the level of the battery module can be omitted, that is, the battery pack is formed directly from the battery cells. This improvement has improved the gravimetric energy density and volumetric energy density of the battery system while significantly reducing the number of components.
  • the batteries mentioned in this application include battery modules or battery packs.
  • the power supply on the vehicle is mainly used for starting the engine, and generally a lead-acid battery is used as a power supply, or a lithium battery is used as a power supply.
  • a lead-acid battery is used as a power supply
  • a lithium battery is used as a power supply.
  • the parking air conditioner solves the user's needs for comfort such as ambient air temperature, humidity, and flow rate in the car. Therefore, the power supply on the vehicle must not only meet the requirements of starting the engine in various environments, but also meet the requirements of providing power for the parking air conditioner and other on-board electrical equipment when the vehicle is parked.
  • Lead-acid batteries are low in price and stable in quality, but they are heavy, have a high self-discharge rate, and have a short lifespan. Lithium batteries are light in weight, small in size, low in self-discharge rate, and long in life, but lithium batteries with large capacity and high rate are more expensive, and cannot meet the requirements of engine starting at low temperature. Therefore, lead-acid batteries are usually used in parallel with lithium batteries as the starting and parking power supply for vehicles. Among them, lead-acid batteries are mainly used for engine starting, and lithium batteries are mainly used to provide power for parking air conditioners.
  • the present application provides a circuit control method, a battery controller, a battery management system, a battery, an electrical device and a vehicle, and the design thereof will be described in detail below. It can be understood that the circuit control method, battery controller, battery management system, and battery described in the embodiments of the present application are applicable to various devices using batteries, especially vehicles. For the convenience of description, the following embodiments are described by taking the application in vehicles as an example.
  • Fig. 1 is a schematic flowchart of a circuit control method provided by some embodiments of the present application.
  • the circuit control method 100 can be applied to a battery in an electric device, and further, can be applied to a BMS of a battery.
  • the concept of the present application will be described below by taking the method applied to a BMS of a battery on a vehicle as an example.
  • the circuit control method includes the steps of:
  • S102 Determine whether the power supply terminal voltage of the charging circuit of the battery on the device is greater than the first threshold, and whether the rate of change within the first period of time is less than the second threshold, the charging circuit is a circuit connecting the battery and the generator on the device, the power supply The terminal voltage is the output voltage of the generator;
  • Fig. 2 is a structural block diagram of a power system of an electric device applying the method in Fig. 1 .
  • the electrical device includes a parking power supply (in this embodiment, a lithium battery is taken as an example), a lead-acid battery, a generator, a motor, a vehicle wake-up switch and electrical equipment.
  • the first port P11 of the lithium battery is connected to the generator and the first port P21 of the lead-acid battery respectively to form a charging circuit A;
  • the second port P12 of the lithium battery is connected to the electrical equipment to form a lithium battery and electrical equipment Discharge circuit B between.
  • the first port P21 of the lead-acid battery is also connected to the engine to form a circuit C that provides power for starting the engine.
  • the third port P13 of the lithium battery is connected to the vehicle wake-up switch for receiving the device wake-up signal.
  • the charging circuit is a circuit connecting the battery on the device with the generator, specifically, it may be the charging circuit A connecting the lithium battery, the generator, and the lead-acid battery in FIG. 2 .
  • FIG. 3 is a circuit structure diagram of a battery applying the method in FIG. 1 , and the charging circuit may be the charging circuit A1 in FIG. 3 .
  • the device wake-up signal is an electrical signal used to start the device.
  • the ON gear of the vehicle keyhole is KL15, one end of which is connected to the vehicle power supply, and the other end is connected to the BMS.
  • the KL15 switch Before ignition, the KL15 switch is off, there is no signal input, and the BMS does not work; after ignition, the KL15 switch is closed, enabling the power management chip, and sending a KL15 hard-wire wake-up signal to the BMS to wake up the BMS, thereby starting the vehicle. Therefore, the device wake-up signal in the vehicle can be a KL15 hard-wired wake-up signal, and the BMS acquires the signal after the vehicle is ignited.
  • the presence of a device wake-up signal is the first condition that the charging circuit can be turned on, the voltage at the power supply terminal of the battery charging circuit on the device is greater than the first threshold is the second condition that the charging circuit can be turned on, the power supply of the battery charging circuit on the device The rate of change of the terminal voltage within the first time period is less than the second threshold is the third condition for the charging circuit to be turned on.
  • the charging circuit If there is no device wake-up signal and the first condition is not met, it means that the vehicle is not started. At this time, if the charging circuit is turned on, it may cause the lithium battery charging circuit described above to discharge a large current, resulting in overcharging of the lithium battery. The problem of thermal runaway of the battery is caused. If there is a device wake-up signal and the first condition is met, it means that the vehicle has been started and the charging circuit can be turned on.
  • the voltage at the power supply terminal of the charging circuit of the battery can be collected.
  • the voltage at the power supply terminal is the output voltage of the generator, for example, the voltage at point a connected to the first port of the generator in FIG. 3 .
  • Point a is located outside the first switch unit K1 on the charging circuit A1 (here “outside” means connected to the outside of the battery), and the voltage at point a is the voltage outside the first switch unit K1 on the charging circuit A1.
  • the first switch unit K1 may be a relay or other element capable of turning on and off a circuit. It can be understood that the first switch unit is located inside the lithium battery.
  • the first threshold can be set for the power supply terminal voltage of the charging circuit of the battery. If the voltage is less than or equal to the first threshold, the second condition is not satisfied, indicating that the vehicle is not started and the charging circuit cannot be turned on. If the voltage is greater than the first threshold, the second condition is satisfied, indicating that the vehicle has been started, and the charging circuit can be turned on.
  • the voltage of the lead-acid battery after standing still may be higher than that of the lithium battery.
  • the output voltage of the generator is in a normal state, which is generally higher than the highest voltage of the lead-acid battery after standing still. Therefore, the first threshold can be set according to the output voltage of the generator and the highest voltage of the lead-acid battery after standing still. The first threshold can be set to be less than the output voltage of the generator and greater than the highest voltage after the lead-acid battery is fully charged and left to stand for a certain period of time.
  • the output voltage of the generator is 28 ⁇ 0.3V
  • the highest voltage of the lead-acid battery after standing for 300s drops from 29V to about 26V
  • the first threshold is set to a value greater than 26V and less than 27.7V, such as 27V. If the voltage at the power supply terminal of the charging circuit is less than or equal to the first threshold, it means that the vehicle is not started. If the voltage is greater than the first threshold, it means that the vehicle has been started.
  • the above-mentioned certain period of time can be set according to the period of time for the voltage of the lead-acid battery to drop to a certain stable value after standing still, for example, the certain period of time is set as the shortest time required for the voltage of the lead-acid battery to drop to a certain stable value after standing still.
  • the voltage may be higher than that of the lithium battery, but after the lead-acid battery is fully charged, if the vehicle is turned off, that is, the charging circuit of the lead-acid battery is powered off, after a certain period of time, the voltage of the lead-acid battery will There will be a certain decline. Therefore, it is also possible to set a second threshold value for the rate of change of the power supply terminal voltage of the charging circuit of the battery within the first time period. If the rate of change is greater than or equal to the second threshold value, the third condition is not satisfied, indicating that the vehicle has been powered off. Start, can not make the charging circuit conduction. If the rate of change is less than the second threshold, the third condition is met, indicating that the vehicle has been started, and the charging circuit can be turned on.
  • the BMS can calculate the rate of change of the voltage at the power supply terminal within the first time period according to the acquired voltage at the power supply terminal and compare it with the second threshold.
  • the first duration can be determined according to the time range in which the lead-acid battery is fully charged and the voltage change rate is more obvious after the power-off and standing.
  • the minimum value of the rate of change between the highest voltages is set.
  • the second threshold can be set to be less than the minimum value of the change rate between the highest voltage of the lead-acid battery after it is fully charged and the highest voltage after a certain period of time when the battery is powered off. For example, if the time range in which the voltage change rate is more obvious after the lead-acid battery is fully charged is 5 minutes (300s), then the first duration can be set to 300s.
  • S103 only controls the first switch unit in the charging circuit to be turned on when the above-mentioned first condition, second condition and third condition are all satisfied, so that the charging circuit is turned on.
  • a first instruction can be sent to the first switch unit in the charging circuit through a battery management unit (Battery Management Unit, BMU) interface on the BMS, thereby controlling the first switch unit in the charging circuit to be closed, so that the charging circuit is turned on.
  • the first instruction may be a high-low level signal.
  • the circuit control method of the embodiment of the present application obtains the device wake-up signal and the voltage of the power supply terminal of the charging circuit, and judges whether the voltage of the power supply terminal of the charging circuit is greater than the first threshold and whether the rate of change within the first duration is less than the second threshold. Only after the device is started, there is a device wake-up signal, the voltage of the power supply terminal of the charging circuit is greater than the first threshold, and the rate of change within the first time period is smaller than the second threshold, so the method controls the charging circuit of the battery when the above conditions are met. It can make the device start when the charging circuit of the battery is turned on, so as to prevent the charging circuit of the battery from being turned on when the device is not started. When the device is started later, the charging circuit of the battery will be discharged with a large current, causing the switch on the charging circuit to stick. Avoid thermal runaway of the battery caused by overcharging of the lithium battery, and improve the safety of the battery.
  • FIG. 4 is a schematic flowchart of a circuit control method provided by some embodiments of the present application. As shown in Figure 4, the circuit control method includes the following steps:
  • S102 Determine whether the power supply terminal voltage of the charging circuit of the battery on the device is greater than the first threshold, and whether the rate of change within the first period of time is less than the second threshold, the charging circuit is a circuit connecting the battery and the generator on the device, the power supply The terminal voltage is the output voltage of the generator;
  • S403 Determine whether the SOC of the battery is greater than the third threshold, whether there is a fault alarm for the battery, and whether the battery cell temperature of the battery is within the first range;
  • S404 The voltage at the power supply terminal of the charging circuit of the battery on the device is greater than the first threshold, the rate of change within the first time period is less than the second threshold, the SOC of the battery is greater than the third threshold, there is no fault alarm for the battery, and the battery cell
  • a first instruction is issued, and the first instruction is used to control the first switch unit in the charging circuit to close, so that the charging circuit is turned on.
  • the SOC of the battery is greater than the third threshold is the fourth condition that the charging circuit can be turned on, the battery does not have a fault alarm is the fifth condition that the charging circuit can be turned on, the temperature of the battery cell is in the first range is the charging circuit can be turned on The sixth condition.
  • SOC refers to the state of charge (State of Charge).
  • the BMS obtains the SOC of the lithium battery, and judges whether the SOC is greater than the third threshold.
  • the third threshold can be determined according to the value after the lithium battery is fully charged and its charging circuit is disconnected, and the battery cell depolarization causes the cell voltage of the lithium battery to drop. For example, the third threshold is 95%. Because the lithium battery is fully charged and its charging circuit is disconnected, the depolarization of the battery cell will cause the voltage of the lithium battery to drop. If the charging circuit is closed at this time, it will cause floating charging. Therefore, taking the SOC greater than the third threshold as the fourth condition for the charging circuit to be turned on, the charging circuit can be controlled to turn on only when the SOC is greater than the third threshold, so as to avoid the above-mentioned floating charge problem.
  • the battery If the battery has a fault alarm, the battery cannot be charged, otherwise it will easily lead to safety problems. Only when the battery does not have a fault alarm and the fifth condition is met, the conduction of the charging circuit can be controlled to avoid safety problems.
  • the first range is the allowed charging range, for example, 0-55°C. Only when the battery cell temperature of the battery is within the first range and the sixth condition is met, the conduction of the charging circuit can be controlled to avoid safety problems.
  • the above fourth condition, fifth condition and sixth condition, together with the first condition, second condition and third condition above, are necessary conditions for judging whether the charging circuit can be turned on. Therefore, in S404, only when the above conditions are satisfied, the first switch unit in the charging circuit is controlled to be closed, so that the charging circuit is turned on.
  • the charging circuit of the battery is controlled to be turned on, so as to avoid battery floating charge and safety problems.
  • Fig. 5 is a schematic flowchart of a circuit control method provided by some embodiments of the present application. As shown in Figure 5, the circuit control method includes the following steps:
  • S501 After the charging circuit of the battery is turned on, determine whether the rate of change of the charging current of the battery within the second time period is greater than the fourth threshold, or whether the voltage of the battery cells in the battery is greater than or equal to the fifth threshold, or whether the battery is faulty Alarm, or whether the temperature of the battery cell is not in the first range;
  • the rate of change of the charging current of the battery within the second duration is greater than the fourth threshold, or the voltage of the battery cell in the battery is greater than or equal to the fifth threshold, or the battery has a fault alarm, or the temperature of the battery cell is not at the first threshold.
  • a second instruction is issued, and the second instruction is used to control the first switch unit in the charging circuit to be turned off, so that the charging circuit is turned off.
  • the rate of change of the charging current of the battery within the second time length is greater than the fourth threshold is the first condition for the charging circuit to be disconnected, and the voltage of the battery cell in the battery is greater than or equal to the fifth threshold is the second condition for the charging circuit to be disconnected.
  • battery failure alarm is the third condition that the charging circuit needs to be disconnected, and the temperature of the battery cell is not in the first range is the fourth condition that the charging circuit needs to be disconnected.
  • the charging circuit of the battery is turned on, and the generator charges the lithium battery. If the voltage of the lead-acid battery is greater than the first threshold (for example>27V) after the vehicle is turned off, the lead-acid battery will charge the lithium battery at this time, and the charging circuit remains on.
  • the charging circuit When starting up immediately after turning off the flame, if the charging circuit is turned on, the charging circuit will discharge a large current, causing the switch (such as a relay) on the charging circuit to stick, which will lead to overcharging of the lithium battery, resulting in thermal runaway of the battery, causing the battery to catch fire, etc. security incident. Therefore, it is necessary to set conditions suitable for controlling the disconnection of the charging circuit of the battery in this case, for example, if the vehicle is turned off (not started), the charging circuit of the battery needs to be disconnected.
  • the first threshold for example>27V
  • the generator charges the lithium battery.
  • the charging current of the battery is a normal value. If the engine is suddenly turned off, the charging current will quickly drop to 0. Therefore, the change rate of the charging current of the battery can be set to be greater than the fourth in the second period of time.
  • the threshold is the first condition that the charging circuit needs to be disconnected. If the rate of change of the charging current of the battery within the second time period is less than or equal to the fourth threshold, the first condition is not met, indicating that the vehicle has been started and the engine is turned off, and there is no need to disconnect the charging circuit. , the charging circuit can remain on.
  • the rate of change of the charging current of the battery is greater than the fourth threshold within the second period of time and satisfies the first condition, it means that the vehicle is turned off, and the charging circuit needs to be disconnected to avoid the above-mentioned lithium battery overcharging problem.
  • the BMS can calculate the rate of change of the charging current within the second time period according to the acquired charging current of the battery and compare it with the fourth threshold. Since the output current of the generator changes from a normal value to no output, it may take a certain period of time, therefore, the second period of time and the fourth threshold can be set according to the period of time and the rate of change of the current from the normal value to no output. For example, it takes about 1 second for the output current of the generator to change from a normal value of 110A to no output of 0A. Therefore, the second duration can be set as 1s, and the fourth threshold is 110A.
  • the overcharge protection of the battery can be performed by setting the fifth threshold.
  • the fifth threshold can be set according to the overcharge protection mechanism of the battery, for example, the fifth threshold is set to 3.65V. If the voltage of the battery cells in the battery is greater than or equal to the fifth threshold, the second condition is met. In this case, the charging circuit needs to be disconnected to avoid overcharging of the lithium battery. If the voltage of the battery cells in the battery is less than the fifth threshold, the second condition is not met, and in this case there is no need to disconnect the charging circuit, and the charging circuit can be kept on.
  • the battery If the battery has a fault alarm, the battery cannot be charged, otherwise it will easily lead to safety problems. At this time, the third condition is met, and it is necessary to control the disconnection of the charging circuit to avoid safety problems.
  • the first range is the allowed charging range, for example, 0-55°C.
  • the fourth condition is met, and the charging circuit needs to be controlled to be disconnected to avoid safety problems.
  • the above first condition, second condition, third condition and fourth condition are sufficient conditions for judging whether the charging circuit needs to be disconnected after the charging circuit of the battery is turned on. Therefore, when any one of the above conditions is met in S502, the first switch unit in the charging circuit may be controlled to be turned off, so that the charging circuit is turned off.
  • a second instruction may be sent to the first switch unit in the charging circuit through the BMU interface on the BMS, so as to control the first switch unit in the charging circuit to be turned off, so that the charging circuit is turned off.
  • the second instruction may be a high-low level signal.
  • the circuit control method may also include the steps in any one of the embodiments shown in FIG. 1 to FIG. 4 , or a combination of the steps in these embodiments.
  • if there is no device wake-up signal it means that the vehicle is not started, and the charging circuit needs to be controlled to be disconnected at this time.
  • the rate of change of the charging current of the battery within the second time period is greater than the fourth threshold, or whether the voltage of the battery cell in the battery is greater than or equal to the fifth threshold, or whether there is a fault alarm for the battery, or whether the battery cell Whether the temperature of the body is not in the first range, the rate of change of the charging current of the battery within the second time period is greater than the fourth threshold, or the voltage of the battery cell in the battery is greater than or equal to the fifth threshold, or the battery has a fault alarm, or the battery
  • the charging circuit is controlled to be disconnected, so as to ensure that the charging circuit is disconnected when the vehicle is not started, and avoid overcharging of the lithium battery and safety problems.
  • the charging circuit of the battery is controlled to be turned on, so as to avoid battery floating charge and safety problems.
  • FIG. 6 is a schematic flowchart of a circuit control method provided by some embodiments of the present application. As shown in Figure 6, the circuit control method includes the following steps:
  • S601 Determine whether there is a device wake-up signal and whether the power terminal voltage is less than a sixth threshold
  • S602 When there is a device wake-up signal and the voltage at the power supply terminal is less than the sixth threshold, issue a third instruction, the third instruction is used to control the first switch unit in the charging circuit to close, so that the charging circuit is turned on, and the charging circuit is in first conduction state.
  • the sixth threshold can be set according to the maximum value of the voltage of the lead-acid battery when the battery is running out of power, and the sixth threshold can be set to the maximum value of the voltage of the lead-acid battery when it is running out of power. For example, if the voltage of the lead-acid battery in the depleted state is about 16V-22V, the sixth threshold can be set to 22V. When the voltage at the power supply terminal is less than this value, it means that the lead-acid battery is in a state of power loss, and the charging circuit can be turned on to charge the lead-acid battery, which can provide electric energy for subsequent vehicle startup, prolong the service life of the lead-acid battery, and prolong the storage of the vehicle. time.
  • the first switch unit in the charging circuit is controlled to be turned on only when the above conditions are met, so that the charging circuit is turned on.
  • a third command may be sent to the first switch unit in the charging circuit through the BMU interface on the BMS, so as to control the first switch unit in the charging circuit to close, so that the charging circuit is turned on.
  • the third instruction may be a high-low level signal.
  • a delay condition may also be added in step S602, for example, when there is a device wake-up signal and the voltage at the power supply terminal is less than the sixth threshold, a third command is issued for a delay time t, so that the charging circuit is turned on.
  • the BMS can detect the device wake-up signal (KL15). If the power is detected again at this time If the terminal voltage is less than the sixth threshold, a third instruction is issued to turn on the charging circuit.
  • the lithium battery When the charging circuit is turned on and the vehicle is started by ignition, the lithium battery will be discharged to start the engine, which will cause the thermal runaway of the battery mentioned above, causing safety accidents such as battery fire. Therefore, by setting a certain delay time t, and then turning on the charging circuit, the vehicle can be started when the charging circuit of the battery is turned on, so as to prevent the charging circuit of the battery from being turned on when the vehicle is not started, and the battery will be turned on when the vehicle is started later. A large current discharge occurs in the charging circuit, which leads to the adhesion of the switch on the charging circuit, avoiding the thermal runaway of the battery caused by overcharging of the lithium battery, and improving the safety of the battery.
  • the delay time t is set to meet the operating time of the key from the ACC gear to the ON gear, for example, it can be set to 10s, 30s or 60s. It can be understood that, in some embodiments, the circuit control method may also include the steps in any one of the embodiments in FIG. 1 to FIG. 5 , or a combination of the steps in these embodiments.
  • the charging circuit is controlled to be turned on when there is a device wake-up signal and the power supply terminal voltage is less than the sixth threshold.
  • the acid battery is charged to avoid the problem that the vehicle cannot be started due to the loss of lead-acid battery when the vehicle is left for a long time.
  • FIG. 7 is a schematic flowchart of a circuit control method provided by some embodiments of the present application. As shown in Figure 7, the circuit control method includes the following steps:
  • S601 Determine whether there is a device wake-up signal and whether the power terminal voltage is less than a sixth threshold
  • S702 Determine whether the SOC of the battery is greater than the seventh threshold and whether there is a fault alarm for the battery;
  • the SOC of the battery being greater than the seventh threshold is the third condition for the charging circuit to be turned on, and the absence of a fault alarm for the battery is the fourth condition for the charging circuit to be turned on.
  • the lithium battery When the vehicle is left for a long time, if the lithium battery continues to charge the lead-acid battery, the lithium battery may be over-discharged. Overdischarge will increase the internal pressure of the lithium battery, destroy the reversibility of the positive and negative active materials, and significantly reduce the capacity. Therefore, by setting the seventh threshold, if the SOC of the battery is less than or equal to the seventh threshold, it means that the battery is not suitable for re-discharging. At this time, the third condition is not met, and the charging circuit cannot be turned on, so as to avoid when the vehicle is left for a long time. , The lithium battery continues to charge the lead-acid battery and the lithium battery is over-discharged.
  • the charging circuit When the SOC of the battery is greater than the seventh threshold, the charging circuit is turned on, and the lithium battery charges the lead-acid battery.
  • the seventh threshold can be set according to the discharge cut-off SOC value of the lithium battery. For example, the seventh threshold is set to 15%.
  • the battery If the battery has a fault alarm, the battery cannot be charged, otherwise it will easily lead to safety problems. Only when the battery does not have a fault alarm and the fourth condition is met, the conduction of the charging circuit can be controlled to avoid safety problems.
  • S703 controls the first switch unit in the charging circuit to be turned on only when the above conditions are met, so that the charging circuit is turned on.
  • the charging circuit is controlled to be turned on when the SOC of the battery is greater than the seventh threshold and there is no fault alarm for the battery, so as to avoid the lithium battery from being overheated. Discharge and safety issues.
  • Fig. 8 is a schematic flowchart of a circuit control method provided by some embodiments of the present application. As shown in Figure 8, the circuit control method includes the following steps:
  • S801 In the first conduction state, determine whether the conduction time of the charging circuit is greater than an eighth threshold
  • the conduction time of the charging circuit being greater than the eighth threshold is the first condition for the charging circuit to be disconnected.
  • the first conduction state is the first conduction state in the embodiment shown in FIG. 6 or FIG.
  • the charging circuit of the battery is controlled to be turned on. At this time, the conducting state of the charging circuit is different from the conducting state of the charging circuit in the embodiments shown in FIGS. 1-5 .
  • the lithium battery can be used to charge the lead-acid battery through the above-mentioned embodiments shown in Figures 6-7.
  • the lithium battery charges the lead-acid battery to the electric energy needed to start the vehicle once, and then the charging can be stopped. Therefore, by setting the eighth threshold, when the conduction time of the charging circuit is greater than the eighth threshold, it means that the power of the lead-acid battery can meet the electric energy required for the vehicle to start once, and the charging circuit can be disconnected to stop charging.
  • the eighth threshold can be set according to the time for charging the lead-acid battery to meet the electric energy required for one start of the vehicle.
  • a fourth instruction may be sent to the first switch unit in the charging circuit through the BMU interface on the BMS, so as to control the first switch unit in the charging circuit to be turned off, so that the charging circuit is turned off.
  • the fourth instruction may be a high-low level signal.
  • other conditions for disconnection of the charging circuit can also be set, for example, the absence of a device wake-up signal is the second condition for the charging circuit to be disconnected, and the absence of a battery failure alarm is the third condition for the charging circuit to be disconnected.
  • the above-mentioned first condition, second condition and third condition are sufficient conditions for judging whether the charging circuit needs to be disconnected after the charging circuit of the battery is turned on. When any of the above conditions is satisfied, the first switch unit in the charging circuit can be controlled to be turned off, so that the charging circuit is turned off.
  • the charging circuit is controlled to be disconnected, which not only ensures that the lithium battery is charged for the lead-acid battery to meet the vehicle's primary
  • the electric energy required for starting can also avoid over-discharging of the lithium battery.
  • Fig. 9 is a schematic flowchart of a circuit control method provided by some embodiments of the present application. As shown in Figure 9, the circuit control method includes the following steps:
  • S901 Determine whether the SOC of the battery is greater than a seventh threshold
  • S902 If the SOC of the battery is greater than the seventh threshold, issue a fifth instruction, the fifth instruction is used to control the second switch unit in the discharge circuit of the battery to close, so that the discharge circuit is turned on, and the discharge circuit is connected to the battery on the device. Circuits of electrical equipment.
  • the discharge circuit is a circuit connecting the battery on the device and the electric device, specifically, it may be the discharge circuit B connecting the lithium battery and the electric device in FIG. 2 , and the discharge circuit B1 in FIG. 3 .
  • the second switch unit may be K2 in FIG. 2 , which may be a relay or other element capable of turning on and off the circuit. It can be understood that the second switch unit is located inside the lithium battery.
  • the SOC of the battery being greater than the seventh threshold is the first condition for the discharge circuit to be turned on.
  • Lithium batteries are the source of power for electrical devices, such as the batteries that power the parking air conditioner.
  • the electrical equipment works for a long time, if the lithium battery continues to supply power to the electrical equipment, it may cause the lithium battery to over discharge. Overdischarge will increase the internal pressure of the lithium battery, destroy the reversibility of the positive and negative active materials, and significantly reduce the capacity. Therefore, by setting the seventh threshold, if the SOC of the battery is less than or equal to the seventh threshold, it means that the battery is not suitable for discharging. At this time, the first condition is not met, and the discharge circuit cannot be turned on, so as to avoid continuous use of lithium batteries. Lithium battery overdischarge caused by equipment power supply.
  • the discharge circuit When the SOC of the battery is greater than the seventh threshold, the discharge circuit is turned on, and the lithium battery supplies power to the electrical equipment.
  • the seventh threshold can be set according to the discharge cut-off SOC value of the lithium battery. For example, the seventh threshold is set to 15%.
  • a fifth command may be sent to the second switch unit in the discharge circuit through the BMU interface on the BMS, so as to control the second switch unit in the discharge circuit to close, so that the discharge circuit is turned on.
  • the fifth instruction may be a high-low level signal.
  • other conditions for the conduction of the discharge circuit can also be set, for example, the presence of a device wake-up signal is the second condition that the discharge circuit can be conducted, and the absence of a battery failure alarm is the third condition that the discharge circuit can be conducted.
  • the first condition, the second condition and the third condition together serve as a necessary condition for judging whether the discharge circuit can be turned on.
  • the second switch unit in the discharge circuit is controlled to be closed, so that the discharge circuit is turned on.
  • the discharge circuit of the battery is controlled to be turned on, so as to avoid over-discharging of the lithium battery.
  • FIG. 10 is a schematic flowchart of a circuit control method provided by some embodiments of the present application. As shown in Figure 10, the circuit control method includes the following steps:
  • the absence of a device wake-up signal is the first condition for the discharge circuit to be disconnected
  • the battery fault alarm is the second condition for the discharge circuit to be disconnected
  • the SOC of the battery is less than or equal to the seventh threshold is the first condition for the discharge circuit to be disconnected.
  • the lithium battery does not need to supply power to the electrical equipment, which does not meet the first condition, and there is no need to control the discharge circuit to be turned on.
  • the battery If the battery has a fault alarm, the battery cannot be discharged, otherwise it will easily lead to safety problems. At this time, the second condition is met, and it is necessary to control the disconnection of the discharge circuit to avoid safety problems.
  • the seventh threshold if the SOC of the battery is less than or equal to the seventh threshold, it means that the battery is not suitable for discharging. At this time, the third and third conditions are met, and the discharge circuit needs to be disconnected, so as to avoid continuous use of lithium batteries. Lithium battery overdischarge caused by equipment power supply.
  • the seventh threshold can be set according to the discharge cut-off SOC value of the lithium battery. For example, the seventh threshold is set to 15%.
  • the above first condition, second condition and third condition are sufficient conditions for judging whether the discharge circuit needs to be disconnected after the discharge circuit of the battery is turned on. Therefore, when any one of the above conditions is met in S1002, the second switch unit in the discharge circuit may be controlled to be turned off, so that the discharge circuit is turned off.
  • a sixth instruction may be sent to the second switch unit in the discharge circuit through the BMU interface on the BMS, so as to control the second switch unit in the discharge circuit to be turned off, so that the discharge circuit is disconnected.
  • the sixth instruction may be a high-low level signal.
  • the circuit control method may also include the steps in the embodiment shown in FIG. 9 .
  • the control discharge circuit is disconnected to avoid over-discharge of the lithium battery and safety problems.
  • FIG. 11 is a schematic structural diagram of a battery controller provided by some embodiments of the present application.
  • the battery controller 1100 includes: one or more processors 1101 working individually or jointly, and the processors 1101 It is used to execute the steps of the circuit control method in the above-mentioned embodiments.
  • Fig. 12 is a schematic structural diagram of a battery management system provided by some embodiments of the present application.
  • the battery management system 1200 includes: at least one processor 1201; and a memory 1202 communicatively connected to the at least one processor 1201 ; Wherein, the memory 1202 stores instructions that can be executed by the at least one processor 1201, and the instructions are executed by the at least one processor 1201, so that the at least one processor 1201 implements the above-mentioned embodiment The steps of the circuit control method.
  • FIG. 13 is a schematic structural diagram of a battery provided by some embodiments of the present application.
  • the battery 1300 includes the battery controller 1100 as shown in FIG. 11 .
  • FIG. 14 is a schematic structural diagram of a battery provided by some embodiments of the present application.
  • the battery 1400 includes the battery management system 1200 shown in FIG. 12 .
  • FIG. 15 is a schematic structural diagram of an electrical device provided by some embodiments of the present application. As shown in FIG. 15 , the electrical device 1500 includes the battery 1300 or the battery 1400 in the above embodiments.
  • Fig. 16 is a schematic structural diagram of a vehicle provided by some embodiments of the present application.
  • a vehicle 1600 includes a lithium battery 1601, a generator 1602 and a vehicle wake-up switch 1603; wherein, the lithium battery 1601 and the generator 1602 connected to form a charging circuit, the lithium battery 1601 includes a battery management system 1604, the battery management system 1604 is used for:
  • the charging circuit Judging whether the power supply terminal voltage of the charging circuit of the lithium battery on the vehicle is greater than the first threshold, and whether the rate of change within the first period of time is less than the second threshold, the charging circuit is connected to the lithium battery on the vehicle and A circuit of a generator, the voltage at the power supply terminal is the output voltage of the generator;
  • a first instruction is issued, and the first instruction is used to control the The first switch unit in the charging circuit is closed, so that the charging circuit is turned on.

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Abstract

本申请实施例涉及电池技术领域，提供了一种电路控制方法、电池控制器、电池管理***、电池、用电装置和车辆。电路控制方法包括：获取装置唤醒信号；判断装置上的电池的充电电路的电源端电压是否大于第一阈值，且在第一时长内的变化率是否小于第二阈值，充电电路为连接装置上的电池与发电机的电路，电源端电压为发电机的输出电压；在装置上的电池的充电电路的电源端电压大于第一阈值，且在第一时长内的变化率小于第二阈值的情况下，发出第一指令，使得充电电路导通。通过上述方式，能够避免在装置未启动时电池的充电电路导通，后续启动装置时使锂电池发生过充造成电池发生热失控，提高电池的安全性。

Description

电路控制方法、电池及其控制器和管理***、用电装置 技术领域
本申请实施例涉及电池技术领域，具体涉及一种电路控制方法、电池控制器、电池管理***、电池、用电装置和车辆。
背景技术
电池被广泛应用于电子设备，例如手机、笔记本电脑、电瓶车、汽车、飞机、轮船、玩具汽车、玩具轮船、玩具飞机和电动工具等等。
在电池技术的发展中，安全问题是一个不可忽视的问题，尤其当电池发生过充时，容易引起严重的安全事故。因此，如何避免电池过充以提高电池的安全性能，是该领域中一直备受关注的一个问题。
发明内容
鉴于上述问题，本申请实施例提供了一种电路控制方法、电池控制器、电池管理***、电池、用电装置和车辆，其能防止电池过充，提高电池的安全性能。
根据本申请实施例的第一方面，提供了一种电路控制方法，包括：获取装置唤醒信号；判断所述装置上的电池的充电电路的电源端电压是否大于第一阈值，且在第一时长内的变化率是否小于第二阈值，所述充电电路为连接所述装置上的电池与发电机的电路，所述电源端电压为所述发电机的输出电压；在所述装置上的电池的充电电路的电源端电压大于第一阈值，且在第一时长内的变化率小于第二阈值的情况下，发出第一指令，所述第一指令用于控制所述充电电路中的第一开关单元闭合，使得所述充电电路导通。
本申请实施例的电路控制方法通过获取装置唤醒信号、充电电路的电源端电压，并判断充电电路的电源端电压是否大于第一阈值且在第一时长内的变化率是否小于第二阈值，由于仅在装置启动后才存在装置唤醒信号、充电电路的电源端电压大于第一阈值以及第一时长内的变化率小于第二阈值，因此该方法通过控制电池的充电电路在均满足上述条件时导通，可以 使电池的充电电路导通时装置已启动，避免在装置未启动时电池的充电电路导通，后续启动装置时使电池的充电电路出现大电流放电，导致充电电路上的开关粘连，避免锂电池发生过充造成电池发生热失控，提高电池的安全性。
在一些实施例中，所述方法还包括：判断所述电池的荷电状态SOC是否大于第三阈值、所述电池是否存在故障报警以及所述电池的电池单体温度是否处于第一范围；所述在所述装置上的电池的充电电路的电源端电压大于第一阈值，且在第一时长内的变化率小于第二阈值的情况下，发出第一指令，进一步包括：在所述装置上的电池的充电电路的电源端电压大于第一阈值、第一时长内的变化率小于第二阈值、所述电池的SOC大于第三阈值、所述电池不存在故障报警，且所述电池的电池单体温度处于第一范围的情况下，发出第一指令。
上述实施例中，通过判断电池的SOC是否大于第三阈值、电池是否存在故障报警以及电池的电池单体温度是否处于第一范围，仅在电池的SOC大于第三阈值、电池不存在故障报警，且电池的电池单体温度处于第一范围的情况下控制电池的充电电路导通，可以避免电池浮充以及安全问题。
在一些实施例中，所述方法还包括：在所述电池的充电电路导通后，判断所述电池的充电电流在第二时长内变化率是否大于第四阈值，或者所述电池中电池单体的电压是否大于或等于第五阈值，或者所述电池是否存在故障报警，或者所述电池单体的温度是否不处于第一范围，或者所述电池的SOC是否小于或等于第三阈值；在所述电池的充电电流在第二时长内变化率大于第四阈值，或者所述电池中电池单体的电压大于或等于第五阈值，或者所述电池存在故障报警，或者所述电池单体的温度不处于第一范围，或者所述电池的SOC小于或等于第三阈值的情况下，发出第二指令，所述第二指令用于控制所述充电电路中的第一开关单元断开，使得所述充电电路断开。
上述实施例中，通过判断电池的SOC是否大于第三阈值、电池是否存在故障报警以及电池的电池单体温度是否处于第一范围，仅在电池的 SOC大于第三阈值、电池不存在故障报警，且电池的电池单体温度处于第一范围的情况下控制电池的充电电路导通，可以避免电池浮充以及安全问题。
在一些实施例中，所述方法还包括：判断是否存在装置唤醒信号以及所述电源端电压是否小于第六阈值；在存在装置唤醒信号，且所述电源端电压小于第六阈值的情况下，发出第三指令，所述第三指令用于控制所述充电电路中的第一开关单元闭合，使得所述充电电路导通，所述充电电路处于第一导通状态。
上述实施例中，通过判断是否存在装置唤醒信号以及电源端电压是否小于第六阈值，在存在装置唤醒信号，且电源端电压小于第六阈值的情况下控制充电电路导通，由锂电池为铅酸电池充电，避免出现车辆长时间放置时由于铅酸电池亏电，导致车辆无法启动的问题。
在一些实施例中，所述方法还包括：判断所述电池的SOC是否大于第三七阈值以及所述电池是否存在故障报警；所述在存在装置唤醒信号，且所述电源端电压小于第六阈值的情况下，发出第三指令，进一步包括：在存在装置唤醒信号、所述电源端电压小于第六阈值、所述电池的SOC大于第七三阈值，且所述电池不存在故障报警的情况下，发出第三指令。
上述实施例中，通过判断电池的SOC是否大于第七阈值以及电池是否存在故障报警，在电池的SOC大于第七阈值，且电池不存在故障报警的情况下控制充电电路导通，避免锂电池过放电以及出现安全问题。
在一些实施例中，所述方法还包括：在所述第一导通状态下，判断所述充电电路导通时间是否大于第八七阈值；若所述充电电路导通时间大于第八七阈值，发出第四指令，所述第四指令用于控制所述充电电路中的第一开关单元断开，使得所述充电电路断开。
上述实施例中，通过判断充电电路导通时间是否大于第八阈值，在充电电路导通时间大于第八阈值时，控制充电电路断开，既保证锂电池为铅酸电池充电至能满足车辆一次启动所需的电能，又能避免锂电池过放电。
在一些实施例中，所述方法还包括：判断所述电池的SOC是否大于第 七三阈值；若所述电池的SOC大于第七三阈值，发出第五指令，所述第五指令用于控制所述电池的放电电路中的第二开关单元闭合，使得所述放电电路导通，所述放电电路为连接所述装置上的电池与用电设备的电路。
上述实施例中，通过判断电池的SOC是否大于第七阈值，在电池的SOC大于第七阈值时，控制电池的放电电路导通，避免锂电池过放电。
在一些实施例中，所述方法还包括：在所述电池的放电电路导通后，判断是否存在所述装置唤醒信号，或者所述电池是否存在故障报警，或者所述电池的SOC是否小于或等于大于第七三阈值；在存在所述装置唤醒信号，或者所述电池存在故障报警，或者所述电池的SOC小于或等于大于第七三阈值的情况下，发出第六指令，所述第六指令用于控制所述放电电路中的第二开关单元断开，使得所述放电电路断开。
上述实施例中，通过判断是否不存在装置唤醒信号，或者电池是否存在故障报警，或者电池的SOC是否小于或等于第七阈值，在不存在装置唤醒信号，或者电池存在故障报警，或者电池的SOC小于或等于第七阈值的情况下，控制放电电路断开，避免锂电池过放电以及出现安全问题。
根据本申请实施例的第二方面，提供了一种电池控制器，包括：一个或多个处理器，单独地或共同地工作，所述处理器用于执行如上所述的电路控制方法的步骤。
根据本申请实施例的第三方面，提供了一种电池管理***，包括：至少一个处理器；以及，与所述至少一个处理器通信连接的存储器；其中，所述存储器存储有可被所述至少一个处理器执行的指令，所述指令被所述至少一个处理器执行，以使所述至少一个处理器实现如上所述的电路控制方法的步骤。
根据本申请实施例的第四方面，提供了一种电池，包括：如上所述的电池控制器、或者如上所述的电池管理***。
根据本申请实施例的第五方面，提供了一种用电装置，包括如上所述的电池，所述电池用于提供电能。
根据本申请实施例的第六方面，提供了一种车辆，包括锂电池、发电 机和车辆唤醒开关；其中，所述锂电池和所述发电机连接，形成充电电路，所述锂电池包括电池管理***，所述电池管理***用于：获取车辆唤醒信号；判断所述车辆上的锂电池的充电电路的电源端电压是否大于第一阈值，且在第一时长内的变化率是否小于第二阈值，所述充电电路为连接所述车辆上的锂电池与发电机的电路，所述电源端电压为所述发电机的输出电压；在所述车辆上的电池的充电电路的电源端电压大于第一阈值，且在第一时长内的变化率小于第二阈值的情况下，发出第一指令，所述第一指令用于控制所述充电电路中的第一开关单元闭合，使得所述充电电路导通。
上述说明仅是本申请技术方案的概述，为了能够更清楚了解本申请的技术手段，而可依照说明书的内容予以实施，并且为了让本申请的上述和其它目的、特征和优点能够更明显易懂，以下特举本申请的具体实施方式。
附图说明
下面将参考附图来描述本申请示例性实施例的特征、优点和技术效果。
图1是本申请一些实施例提供的电路控制方法的流程示意图；
图2是应用图1方法的用电装置的电力***结构框图；
图3是应用图1方法的电池的电路结构图；
图4是本申请一些实施例提供的电路控制方法的流程示意图；
图5是本申请一些实施例提供的电路控制方法的流程示意图；
图6是本申请一些实施例提供的电路控制方法的流程示意图；
图7是本申请一些实施例提供的电路控制方法的流程示意图；
图8是本申请一些实施例提供的电路控制方法的流程示意图；
图9是本申请一些实施例提供的电路控制方法的流程示意图；
图10是本申请一些实施例提供的电路控制方法的流程示意图；
图11是本申请的一些实施例提供的电池控制器的结构示意图；
图12是本申请的一些实施例提供的电池管理***的结构示意图；
图13是本申请的一些实施例提供的电池的结构示意图；
图14是本申请的一些实施例提供的电池的结构示意图；
图15是本申请的一些实施例提供的用电装置的结构示意图；
图16是本申请的一些实施例提供的车辆的结构示意图。
具体实施方式
为使本申请实施例的目的、技术方案和优点更加清楚，下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
除非另有定义，本申请所使用的所有的技术和科学术语与属于本申请的技术领域的技术人员通常理解的含义相同；本申请中在申请的说明书中所使用的术语只是为了描述具体的实施例的目的，不是旨在于限制本申请；本申请的说明书和权利要求书及上述附图说明中的术语“包括”和“具有”以及它们的任何变形，意图在于覆盖不排他的包含。本申请的说明书和权利要求书或上述附图中的术语“第一”、“第二”等是用于区别不同对象，而不是用于描述特定顺序或主次关系。在本申请的描述中，除非另有说明，“多个”的含义是两个或两个以上。
在本申请中提及“实施例”意味着，结合实施例描述的特定特征、结构或特性可以包含在本申请的至少一个实施例中。在说明书中的各个位置出现该短语并不一定均是指相同的实施例，也不是与其它实施例互斥的独立的或备选的实施例。本领域技术人员显式地和隐式地理解的是，本申请所描述的实施例可以与其它实施例相结合。
如上所述，应当强调，当在本说明书中使用术语“包括/包含”时，用于明确表明表示所述特征、整数、步骤或组件的存在，但不排除存在或添加一个或更多个其他特征、整数、步骤、部件或成组的特征、整数、步骤、部件。如本申请所用，单数形式“一个”、“一”和“该”也包括复数形式，除非上下文另有明确指示
本说明书中的用词“一”、“一个”可以表示一个，但也可与“至少一个”或“一个或多个”的含义一致。术语“约”一般表示提及的数值加 上或减去10％，或更具体地是加上或减去5％。在权利要求书中使用的术语“或”，除非明确表示其仅指可替代的方案，否则其表示“和/或”的意思。
本申请中术语“和/或”，仅仅是一种描述关联对象的关联关系，表示可以存在三种关系，例如，A和/或B，可以表示：单独存在A，同时存在A和B，单独存在B这三种情况。另外，本申请中字符“/”，一般表示前后关联对象是一种“或”的关系。
本领域中所提到的电池按是否可充电可以分为一次性电池和可充电电池。一次性电池(Primary Battery)俗称“用完即弃”电池及原电池，因为它们的电量耗尽后，无法再充电使用，只能丢弃。可充电电池又称二次电池(Secondary Battery)或二级电池、蓄电池。可充电电池的制作材料和工艺与一次性电池不同，其优点是在充电后可多次循环使用，可充电电池的输出电流负荷力要比大部分一次性电池高。目前常见的可充电电池的类型有：铅酸电池、镍氢电池和锂离子电池。锂离子电池具有重量轻、容量大(容量是同重量的镍氢电池的1.5倍～2倍)、无记忆效应等优点，且具有很低的自放电率，因而即使价格相对较高，仍然得到了普遍应用。
本申请实施例中所描述的电池是指可充电电池。下文中将主要以铅酸电池和锂离子电池为例来描述本申请的构思。应当理解的是，其他任意适当类型的可充电电池都是适用的。本申请的实施例所提到的电池是指包括一个或多个电池单体(也可以称为电芯)以提供更高的电压和容量的单一的物理模块。例如，本申请中所提到的电池可以包括电池模块或电池包等。电池单体包括正极极片、负极极片、电解液和隔离膜，是组成电池模块和电池包的基本结构单元。锂离子电池常用的正极材料有钴酸锂、锰酸锂、镍酸锂、磷酸铁锂以及三元材料(例如镍钴锰酸锂)等，常用的负极材料包括碳材料(例如石墨)及硅基材料等，常用的隔离膜材料包括聚乙烯(polyethylene，PE)或聚丙烯(polypropylene，PP)为主的聚烯烃(Polyolefin)类材料。电池单体一般按封装的方式分成三种：柱形电池单体、方形电池单体和软包电池单体。
多个电池单体可经由电极端子而被串联和/或并联在一起以应用于各种 应用场合。在一些诸如电动汽车等的大功率应用场合，电池的应用包括三个层次：电池单体、电池模块和电池包。电池模块是为了从外部冲击、热、振动等中保护电池单体，将一定数目的电池单体电连接在一起并放入一个框架中而形成的。电池包则是装入汽车的电池***的最终状态。目前的大部分电池包是在一个或多个电池模块上装配电池管理***(Battery Management System，BMS)、热管理部件等各种控制和保护***而制成的。随着技术的发展，电池模块这个层次可以被省略，也即，直接由电池单体形成电池包。这一改进使得电池***的重量能量密度、体积能量密度得到提升的同时零部件数量显著下降。本申请中所提到的电池包括电池模块或电池包。
目前，车辆上的电源主要用于发动机启动，一般采用铅酸电池作为电源，或采用锂电池作为电源。随着社会经济水平的提高，对车辆的环保节能和舒适度要求也逐步提高，因此相应的车载设备也应运而生。例如驻车空调便解决了用户对车内环境空气温度、湿度、流速等舒适性的需求。因此，车辆上的电源既要满足各种环境下发动机启动的要求，同时也要满足车辆在驻车时为驻车空调等车载用电设备提供电力的要求。
铅酸电池价格较低、质量稳定，但重量大、自放电率较高，寿命较短。锂电池重量轻、体积小、自放电率低、寿命较长，但大容量高倍率的锂电池价格较贵，且无法满足低温下的发动机启动要求。因此，通常采用铅酸电池并联锂电池作为车用启动驻车电源，其中铅酸电池主要用于发动机启动，锂电池主要为驻车空调提供动力。
但是，采用铅酸电池并联锂电池作为车用启动驻车电源时，如果在锂电池充电电路开关闭合时启动车辆，锂电池充电电路将出现大电流放电，导致充电电路上的开关(例如继电器)粘连，从而导致锂电池发生过充，造成电池发生热失控，引起电池着火等安全事故。
鉴于此，本申请提供了一种电路控制方法、电池控制器、电池管理***、电池、用电装置和车辆，并将在下文中具体阐述其设计。可以理解的是，本申请实施例描述的电路控制方法、电池控制器、电池管理***、电池适用于各种使用电池的装置，特别是车辆。以下实施例为了方便说明， 以在车辆中的应用为例进行说明。
图1是本申请一些实施例提供的电路控制方法的流程示意图。该电路控制方法100可应用于用电装置中的电池，进一步的，可应用于电池的BMS，下文以该方法应用于车辆上电池的BMS为例来描述本申请的构思。电路控制方法包括如下步骤：
S101：获取装置唤醒信号；
S102：判断装置上的电池的充电电路的电源端电压是否大于第一阈值，且在第一时长内的变化率是否小于第二阈值，充电电路为连接装置上的电池与发电机的电路，电源端电压为发电机的输出电压；
S103：在装置上的电池的充电电路的电源端电压大于第一阈值，且在第一时长内的变化率小于第二阈值的情况下，发出第一指令，第一指令用于控制充电电路中的第一开关单元闭合，使得充电电路导通。
图2是应用图1方法的用电装置的电力***结构框图。请参考图2所示，用电装置包括驻车电源(本实施例中以锂电池为例)、铅酸电池、发电机、发动机、车辆唤醒开关和用电设备。锂电池的第一端口P 11分别和发电机、铅酸电池的第一端口P 21连接，形成充电电路A；锂电池的第二端口P 12与用电设备连接，形成锂电池与用电设备之间的放电电路B。铅酸电池的第一端口P 21还和发动机连接，形成为发动机启动提供电力的电路C。锂电池的第三端口P 13与车辆唤醒开关连接，用于接收装置唤醒信号。
充电电路为连接装置上的电池与发电机的电路，具体的，可以为图2中连接锂电池与发电机、铅酸电池的充电电路A。图3是应用图1方法的电池的电路结构图，充电电路可以为图3中的充电电路A1。
装置唤醒信号是用于启动装置的电信号，例如在车辆中，车辆钥匙孔的ON档位为KL15，其一端连接车载电源，另一端连接BMS。点火之前，KL15开关断开，没有信号输入，BMS不工作；点火之后，KL15开关闭合，使能电源管理芯片，并向BMS发送KL15硬线唤醒信号唤醒BMS，从而启动车辆。因此，在车辆中装置唤醒信号可以为KL15硬线唤醒信号，在车辆点火后BMS获取到该信号。
存在装置唤醒信号为充电电路可以导通的第一条件，装置上的电池的充电电路的电源端电压大于第一阈值为充电电路可以导通的第二条件，装置上的电池的充电电路的电源端电压在第一时长内的变化率小于第二阈值为充电电路可以导通的第三条件。
若不存在装置唤醒信号，不满足第一条件，说明车辆未启动，此时若使充电电路导通将可能导致出现前文的锂电池充电电路将出现大电流放电，从而导致锂电池发生过充，造成电池发生热失控的问题。存在装置唤醒信号，满足第一条件，说明车辆已启动，可以使充电电路导通。
为了进一步避免在车辆未启动时充电电路导通，还通过BMS采集电池的一些参数并进行相应的判断。例如可采集电池的充电电路的电源端电压。电源端电压为发电机的输出电压，例如为图3中连接到发电机的第一端口的a点电压。a点位于充电电路A1上第一开关单元K1的外侧(这里“外”的含义是指连接到电池外部)，a点电压即为充电电路A1上第一开关单元K1的外侧电压。可以理解的是，由于a点也连接到铅酸电池的第一端口，因此该外测电压也为铅酸电池的电压。可以通过将a点连接到BMS的采样端口，实现对a点电压的采样。第一开关单元K1可以是继电器等可以实现电路的导通和断开的元件。可以理解的是，第一开关单元位于锂电池内部。
可以通过为电池的充电电路的电源端电压设置第一阈值，若该电压小于或等于第一阈值，不满足第二条件，说明车辆未启动，不能使充电电路导通。若该电压大于第一阈值，满足第二条件，说明车辆已启动，可以使充电电路导通。
通常情况下，在长时间停车后，铅酸电池静置后电压可能高于锂电池电压。车辆启动后，发动机转速≥怠速后，发电机的输出电压处于正常状态，一般会高于铅酸电池静置后的最高电压。因此，第一阈值可以根据发电机的输出电压以及铅酸电池静置后的最高电压进行设置。可以将第一阈值设置为小于发电机的输出电压以及大于铅酸电池满充后静置超过一定时长后的最高电压。例如，发电机的输出电压为28±0.3V，铅酸电池静置300s后的最高电压由29V降到26V左右，则将第一阈值设 置为大于26V且小于27.7V的值，例如27V。若充电电路的电源端电压小于或等于第一阈值，说明车辆未启动。若该电压大于第一阈值，说明车辆已启动。上述一定时长可以根据铅酸电池静置后电压下降到某个稳定值的时长进行设置，例如将该一定时长设置为铅酸电池静置后电压下降到某个稳定值所需的最短时长。
铅酸电池满充静置后电压可能高于锂电池电压，但是铅酸电池满充后，若车辆熄火，也即铅酸电池的充电电路断电，静置一定时长后，铅酸电池的电压将有一定下降。因此，还可以通过为电池的充电电路的电源端电压在第一时长内的变化率设置第二阈值，若该变化率大于或等于第二阈值，不满足第三条件，说明车辆已断电未启动，不能使充电电路导通。若该变化率小于第二阈值，满足第三条件，说明车辆已启动，可以使充电电路导通。
BMS根据获取的电源端电压可以计算电源端电压在第一时长内的变化率并将其与第二阈值做比较。第一时长可以根据铅酸电池满充且断电静置后电压变化率较为明显的时间范围确定，第二阈值可以根据铅酸电池满充后的最高电压和断电静置经一定时长后的最高电压之间的变化率的最小值进行设置。可以将第二阈值设置为小于铅酸电池满充后的最高电压和断电静置经一定时长后的最高电压之间的变化率的最小值。例如，铅酸电池满充后电压变化率较为明显的时间范围为5分钟(300s)，则可以将第一时长设置为300s。铅酸电池满充后的最高电压为29V，断电静置300s后电压下降到26V，则可以将第二阈值设置为小于(29-26)/29＝10.34％的值，例如10％。
综上，S103在上述第一条件、第二条件和第三条件均满足时，才控制充电电路中的第一开关单元闭合，使得充电电路导通。
可以理解的是，在不满足上述第一条件、第二条件和第三条件中任一条件时，均不会使充电电路导通，从而保持充电电路的断开状态，或者使充电电路断开。
可以通过BMS上的电池管理单元(Battery Management Unit，BMU)接口，向充电电路中的第一开关单元发出第一指令，从而控制充电电路 中的第一开关单元闭合，使得充电电路导通。该第一指令可以是高低电平信号。
本申请实施例的电路控制方法通过获取装置唤醒信号、充电电路的电源端电压，并判断充电电路的电源端电压是否大于第一阈值且在第一时长内的变化率是否小于第二阈值，由于仅在装置启动后才存在装置唤醒信号、充电电路的电源端电压大于第一阈值以及第一时长内的变化率小于第二阈值，因此该方法通过控制电池的充电电路在均满足上述条件时导通，可以使电池的充电电路导通时装置已启动，避免在装置未启动时电池的充电电路导通，后续启动装置时使电池的充电电路出现大电流放电，导致充电电路上的开关粘连，避免锂电池发生过充造成电池发生热失控，提高电池的安全性。
在一些实施例中，还可以设置充电电路导通的其他条件。图4是本申请一些实施例提供的电路控制方法的流程示意图。如图4所示，该电路控制方法包括如下步骤：
S101：获取装置唤醒信号；
S102：判断装置上的电池的充电电路的电源端电压是否大于第一阈值，且在第一时长内的变化率是否小于第二阈值，充电电路为连接装置上的电池与发电机的电路，电源端电压为发电机的输出电压；
S403：判断电池的SOC是否大于第三阈值、电池是否存在故障报警以及电池的电池单体温度是否处于第一范围；
S404：在装置上的电池的充电电路的电源端电压大于第一阈值、第一时长内的变化率小于第二阈值、电池的SOC大于第三阈值、电池不存在故障报警，且电池的电池单体温度处于第一范围的情况下，发出第一指令，第一指令用于控制充电电路中的第一开关单元闭合，使得充电电路导通。
其中，S101和S102的具体实现过程与前述实施例中S101和S102基本相同，实现过程可参考前文的描述。
电池的SOC大于第三阈值为充电电路可以导通的第四条件，电池不存在故障报警为充电电路可以导通的第五条件，电池的电池单体温度处于第一范围为充电电路可以导通的第六条件。
SOC是指荷电状态(State of Charge)。BMS通过获取锂电池的SOC，并判断SOC是否大于第三阈值。第三阈值可以根据锂电池满充、其充电电路断开后，电池单体退极化导致锂电池的单体电压下降后的值确定。例如，第三阈值为95％。因为锂电池满充、其充电电路断开后，电池单体退极化将导致锂电池的单体电压下降，若此时使充电电路闭合，将导致浮充。因此，将SOC大于第三阈值作为充电电路可以导通的第四条件，仅在SOC大于第三阈值时，才可以控制充电电路导通，避免出现上述浮充问题。
若电池存在故障报警，则电池不能进行充电操作，否则容易导致安全问题。仅在电池不存在故障报警时，满足第五条件，才可以控制充电电路导通，避免出现安全问题。
电池充电时，需要保证其内部的电池单体为温度处于允许充电的范围内，否则容易导致安全问题。第一范围即为该允许充电的范围，例如为0-55℃。仅在电池的电池单体温度处于第一范围时，满足第六条件，才可以控制充电电路导通，避免出现安全问题。
上述第四条件、第五条件和第六条件和前文的第一条件、第二条件和第三条件一起，作为判断充电电路是否可以导通的必要条件。因此，S404在上述条件均满足时，才控制充电电路中的第一开关单元闭合，使得充电电路导通。
可以理解的是，在不满足上述条件中任一条件时，均不会使充电电路导通，从而保持充电电路的断开状态，或者使充电电路断开。
上述实施例中，通过判断电池的SOC是否大于第三阈值、电池是否存在故障报警以及电池的电池单体温度是否处于第一范围，仅在电池的SOC大于第三阈值、电池不存在故障报警，且电池的电池单体温度处于第一范围的情况下控制电池的充电电路导通，可以避免电池浮充以及安全问题。
在一些实施例中，还提供了电池的充电电路导通后如何控制其断开的技术方案。图5是本申请一些实施例提供的电路控制方法的流程示意图。如图5所示，该电路控制方法包括如下步骤：
S501：在电池的充电电路导通后，判断电池的充电电流在第二时长内变化率是否大于第四阈值，或者电池中电池单体的电压是否大于或等于第五阈值，或者电池是否存在故障报警，或者电池单体的温度是否不处于第一范围；
S502：在电池的充电电流在第二时长内变化率大于第四阈值，或者电池中电池单体的电压大于或等于第五阈值，或者电池存在故障报警，或者电池单体的温度不处于第一范围的情况下，发出第二指令，第二指令用于控制充电电路中的第一开关单元断开，使得充电电路断开。
其中，电池的充电电流在第二时长内变化率大于第四阈值为充电电路需要断开的第一条件，电池中电池单体的电压大于或等于第五阈值为充电电路需要断开的第二条件，电池存在故障报警为充电电路需要断开的第三条件，电池单体的温度不处于第一范围为充电电路需要断开的第四条件。
通常情况下，在车辆启动后，电池的充电电路导通，发电机为锂电池充电。车辆熄火后若铅酸电池的电压大于第一阈值(例如＞27V)，此时铅酸电池将为锂电池充电，充电电路保持导通。熄火后立马启动时，若充电电路导通，充电电路将出现大电流放电，导致充电电路上的开关(例如继电器)粘连，从而导致锂电池发生过充，造成电池发生热失控，引起电池着火等安全事故。因此，需要设置适用于此种情况下的控制电池的充电电路断开的条件，例如车辆熄火(未启动)则电池的充电电路需要断开。
车辆启动后，发电机给锂电池充电，电池的充电电流为正常值，若突然熄火，充电电流将快速掉落至0，因此可以通过设置电池的充电电流在第二时长内变化率大于第四阈值为充电电路需要断开的第一条件，若电池的充电电流在第二时长内变化率小于或等于第四阈值，不满足第一条件，说明车辆已启动为熄火，无需使充电电路断开，充电电路可以 保持导通。若电池的充电电流在第二时长内变化率大于第四阈值满足第一条件，说明车辆已熄火，需要使充电电路断开，避免出现上述的锂电池过充的问题。
BMS根据获取的电池的充电电流可以计算充电电流在第二时长内的变化率并将其与第四阈值做比较。由于发电机输出电流从正常值变化到无输出大概需要某个时长，因此，可以根据该时长和电流从正常值变化到无输出的变化率设置第二时长和第四阈值。例如，发电机输出电流从正常值110A变化到无输出0A大概需要1s，因此，可以将第二时长设置为1s，第四阈值为110A。
电池充电时需要进行过充保护，防止过充。因此，可以通过设置第五阈值进行电池的过充保护。第五阈值可以根据电池的过充保护机制进行设置，例如将第五阈值设置为3.65V。若电池中电池单体的电压大于或等于第五阈值，满足第二条件，该情况下需要使充电电路断开，避免锂电池过充。若电池中电池单体的电压小于第五阈值，不满足第二条件，该情况下将不需要使充电电路断开，充电电路可以保持导通。
若电池存在故障报警，则电池不能进行充电操作，否则容易导致安全问题。此时满足第三条件，需要控制充电电路断开，避免出现安全问题。
电池充电时，需要保证其内部的电池单体为温度处于允许充电的范围内，否则容易导致安全问题。第一范围即为该允许充电的范围，例如为0-55℃。电池的电池单体温度不处于第一范围时，满足第四条件，需要控制充电电路断开，避免出现安全问题。
上述第一条件、第二条件、第三条件和第四条件，作为电池的充电电路导通后判断充电电路是否需要断开的充分条件。因此，S502在满足上述任一条件时，就可以控制充电电路中的第一开关单元断开，使得充电电路断开。
可以通过BMS上的BMU接口，向充电电路中的第一开关单元发出第二指令，从而控制充电电路中的第一开关单元断开，使得充电电路断开。该第二指令可以是高低电平信号。
可以理解的是，在一些实施例中，电路控制方法还可以包括图1-图4任一实施例中的步骤，或者这些实施例中的步骤的组合。
在一些实施例中，若不存在装置唤醒信号，则说明车辆未启动，此时也需要控制充电电路断开。
上述实施例中，通过判断电池的充电电流在第二时长内变化率是否大于第四阈值，或者电池中电池单体的电压是否大于或等于第五阈值，或者电池是否存在故障报警，或者电池单体的温度是否不处于第一范围，在电池的充电电流在第二时长内变化率大于第四阈值，或者电池中电池单体的电压大于或等于第五阈值，或者电池存在故障报警，或者电池单体的温度不处于第一范围的情况下控制充电电路断开，从而保证在车辆未启动时断开充电电路，避免锂电池过充以及出现安全问题。
上述实施例中，通过判断电池的SOC是否大于第三阈值、电池是否存在故障报警以及电池的电池单体温度是否处于第一范围，仅在电池的SOC大于第三阈值、电池不存在故障报警，且电池的电池单体温度处于第一范围的情况下控制电池的充电电路导通，可以避免电池浮充以及安全问题。
铅酸电池由于其重量大、自放电率高，每月可达20％到30％，寿命较短。当车辆长时间放置时，由于铅酸电池亏电，导致车辆无法启动。因此，在一些实施例中，还提供了对于电池长时间放置未使用后如何控制其充电电路导通的技术方案。图6是本申请一些实施例提供的电路控制方法的流程示意图。如图6所示，该电路控制方法包括如下步骤：
S601：判断是否存在装置唤醒信号以及电源端电压是否小于第六阈值；
S602：在存在装置唤醒信号，且电源端电压小于第六阈值的情况下，发出第三指令，第三指令用于控制充电电路中的第一开关单元闭合，使得充电电路导通，充电电路处于第一导通状态。
第六阈值可以根据铅酸电池亏电时电压的最大值进行设置，可以将第六阈值设置为铅酸电池亏电时电压的最大值。例如，铅酸电池在亏电状态的电压为16V-22V左右，则可以将第六阈值设置为22V。当电源端 电压小于该值时，说明铅酸电池处于亏电状态，可以使充电电路导通，为铅酸电池充电，可以为后续车辆启动提供电能，延长铅酸电池的使用寿命，延长车辆放置时间。
其中，存在装置唤醒信号为充电电路可以导通的第一条件，电源端电压小于第六阈值为充电电路可以导通的第二条件。该第一条件和第二条件共同作为判断充电电路是否可以导通的必要条件。因此，S602在上述条件均满足时，才控制充电电路中的第一开关单元闭合，使得充电电路导通。
可以理解的是，在不满足上述条件中任一条件时，均不会使充电电路导通，从而保持充电电路的断开状态，或者使充电电路断开。
可以通过BMS上的BMU接口，向充电电路中的第一开关单元发出第三指令，从而控制充电电路中的第一开关单元闭合，使得充电电路导通。该第三指令可以是高低电平信号。
在一些实施例中，步骤S602中还可以加入延迟条件，例如在存在装置唤醒信号，且电源端电压小于第六阈值的情况下，延迟时间t发出第三指令，使得充电电路导通。当钥匙***车辆上的钥匙孔并旋转时，首先位于ACC档位，此时(还未到打火的ON档位)BMS就可以检测到装置唤醒信号(KL15)，如果此时又检测到电源端电压小于第六阈值，就发出第三指令使得充电电路导通。在充电电路导通的情况下打火启动车辆，将从锂电池放电给发动机启动，并造成前文所述的电池发生热失控，引起电池着火等安全事故。因此，通过设置一定的延迟时间t，再使充电电路导通，可以使电池的充电电路导通时车辆已启动，避免在车辆未启动时电池的充电电路导通，后续启动车辆时使电池的充电电路出现大电流放电，导致充电电路上的开关粘连，避免锂电池发生过充造成电池发生热失控，提高电池的安全性。延迟时间t被设置为满足钥匙从ACC档位到ON档位的操作时长，例如可以设置为10s、30s或60s。可以理解的是，在一些实施例中，电路控制方法还可以包括图1-图5任一实施例中的步骤，或者这些实施例中的步骤的组合。
上述实施例中，通过判断是否存在装置唤醒信号以及电源端电压是否小于第六阈值，在存在装置唤醒信号，且电源端电压小于第六阈值的情况下控制充电电路导通，由锂电池为铅酸电池充电，避免出现车辆长时间放置时由于铅酸电池亏电，导致车辆无法启动的问题。
在一些实施例中，在图6所示实施例的基础上，还可以设置充电电路导通的其他条件。图7是本申请一些实施例提供的电路控制方法的流程示意图。如图7所示，该电路控制方法包括如下步骤：
S601：判断是否存在装置唤醒信号以及电源端电压是否小于第六阈值；
S702：判断电池的SOC是否大于第七阈值以及电池是否存在故障报警；
S703：在存在装置唤醒信号、电源端电压小于第六阈值、电池的SOC大于第七阈值，且电池不存在故障报警的情况下，发出第三指令，第三指令用于控制充电电路中的第一开关单元闭合，使得充电电路导通，充电电路处于第一导通状态。
其中，S601的具体实现过程与前述实施例中S601基本相同，实现过程可参考前文的描述。
电池的SOC大于第七阈值为充电电路可以导通的第三条件，电池不存在故障报警为充电电路可以导通的第四条件。
车辆长时间放置时，若持续由锂电池为铅酸电池充电，将可能导致锂电池过放电。过放电会使锂电池内压升高，正负极活性物质可逆性受到破坏，容量也会有明显衰减。因此，可通过设置第七阈值，若电池的SOC小于或等于第七阈值，说明电池已不适宜再放电，此时不满足第三条件，不能使充电电路导通，从而避免车辆长时间放置时，锂电池持续为铅酸电池充电导致的锂电池过放电。当电池的SOC大于第七阈值时，才使充电电路导通，锂电池为铅酸电池充电。第七阈值可以根据锂电池的放电截止SOC值设置。例如将第七阈值设置为15％。
若电池存在故障报警，则电池不能进行充电操作，否则容易导致安全问题。仅在电池不存在故障报警时，满足第四条件，才可以控制充电电路导通，避免出现安全问题。
上述第三条件和第四条件和S601中的第一条件、第二条件一起，作为判断充电电路是否可以导通的必要条件。因此，S703在上述条件均满足时，才控制充电电路中的第一开关单元闭合，使得充电电路导通。
可以理解的是，在不满足上述条件中任一条件时，均不会使充电电路导通，从而保持充电电路的断开状态，或者使充电电路断开。
上述实施例中，通过判断电池的SOC是否大于第七阈值以及电池是否存在故障报警，在电池的SOC大于第七阈值，且电池不存在故障报警的情况下控制充电电路导通，避免锂电池过放电以及出现安全问题。
在一些实施例中，还提供了电池长时间放置控制其充电电路导通后，如何控制充电电路断开的技术方案。图8是本申请一些实施例提供的电路控制方法的流程示意图。如图8所示，该电路控制方法包括如下步骤：
S801：在第一导通状态下，判断充电电路导通时间是否大于第八阈值；
S802：若充电电路导通时间大于第八阈值，发出第四指令，第四指令用于控制充电电路中的第一开关单元断开，使得充电电路断开。
充电电路导通时间大于第八阈值为充电电路需要断开的第一条件。第一导通状态，即为图6或图7所示实施例中的第一导通状态，也即电
池长时间放置后控制电池的充电电路导通，此时充电电路所处的导通状态，以区别于图1-图5所示实施例中充电电路所处的导通状态。
车辆长时间放置后，为了解决铅酸电池亏电，导致车辆无法启动的问题，通过上述图6-图7所示实施例可以由锂电池为铅酸电池充电。锂电池为铅酸电池充电至能满足车辆一次启动所需的电能，即可停止充电。因此，可通过设置第八阈值，当充电电路导通时间大于该第八阈值时，说明铅酸电池的电量已能满足车辆一次启动所需的电能，可以断开充电电路，停止充电。第八阈值可以根据为铅酸电池充电至能满足车辆一次启动所需的电能的时间设置。
可以通过BMS上的BMU接口，向充电电路中的第一开关单元发出第四指令，从而控制充电电路中的第一开关单元断开，使得充电电路断开。该第四指令可以是高低电平信号。
在一些实施例中，还可以设置充电电路断开的其他条件，例如不存在装置唤醒信号为充电电路需要断开的第二条件，电池不存在故障报警为充电电路需要断开的第三条件。上述第一条件、第二条件和第三条件，作为电池的充电电路导通后判断充电电路是否需要断开的充分条件。在满足上述任一条件时，就可以控制充电电路中的第一开关单元断开，使得充电电路断开。
上述实施例中，通过判断充电电路导通时间是否大于第八阈值，在充电电路导通时间大于第八阈值时，控制充电电路断开，既保证锂电池为铅酸电池充电至能满足车辆一次启动所需的电能，又能避免锂电池过放电。
在一些实施例中，还提供了如何控制电池的放电电路导通的技术方案。图9是本申请一些实施例提供的电路控制方法的流程示意图。如图9所示，该电路控制方法包括如下步骤：
S901：判断电池的SOC是否大于第七阈值；
S902：若电池的SOC大于第七阈值，发出第五指令，第五指令用于控制电池的放电电路中的第二开关单元闭合，使得放电电路导通，放电电路为连接装置上的电池与用电设备的电路。
其中，放电电路为连接装置上的电池与用电设备的电路，具体的，可以为图2中连接锂电池与用电设备的放电电路B，图3中的放电电路B1。第二开关单元可以为图2中K2，其可以是继电器等可以实现电路的导通和断开的元件。可以理解的是，第二开关单元位于锂电池内部。
电池的SOC大于第七阈值为放电电路可以导通的第一条件。
锂电池是为用电设备供电的电源，例如为驻车空调提供动力的电池。用电设备长时间工作时，若持续由锂电池为用电设备供电，将可能导致锂电池过放电。过放电会使锂电池内压升高，正负极活性物质可逆性受到破坏，容量也会有明显衰减。因此，可通过设置第七阈值，若电池的 SOC小于或等于第七阈值，说明电池不适宜放电，此时不满足第一条件，不能使放电电路导通，从而避免持续由锂电池为用电设备供电导致的锂电池过放电。当电池的SOC大于第七阈值时，才使放电电路导通，锂电池为用电设备供电。第七阈值可以根据锂电池的放电截止SOC值设置。例如将第七阈值设置为15％。
可以通过BMS上的BMU接口，向放电电路中的第二开关单元发出第五指令，从而控制放电电路中的第二开关单元闭合，使得放电电路导通。该第五指令可以是高低电平信号。
在一些实施例中，还可以设置放电电路导通的其他条件，例如存在装置唤醒信号为放电电路可以导通的第二条件，电池不存在故障报警为放电电路可以导通的第三条件。第一条件、第二条件和第三条件一起，作为判断放电电路是否可以导通的必要条件。在上述条件均满足时，才控制放电电路中的第二开关单元闭合，使得放电电路导通。
可以理解的是，在不满足上述条件中任一条件时，均不会使放电电路导通，从而保持放电电路的断开状态，或者使放电电路断开。
上述实施例中，通过判断电池的SOC是否大于第七阈值，在电池的SOC大于第七阈值时，控制电池的放电电路导通，避免锂电池过放电。
在一些实施例中，还提供了电池的放电电路导通后如何控制其断开的技术方案。图10是本申请一些实施例提供的电路控制方法的流程示意图。如图10所示，该电路控制方法包括如下步骤：
S1001：在电池的放电电路导通后，判断是否不存在装置唤醒信号，或者电池是否存在故障报警，或者电池的SOC是否小于或等于第七阈值；
S1002：在不存在装置唤醒信号，或者电池存在故障报警，或者电池的SOC小于或等于第七阈值的情况下，发出第六指令，第六指令用于控制放电电路中的第二开关单元断开，使得放电电路断开。
其中，不存在装置唤醒信号为放电电路需要断开的第一条件，电池存在故障报警为放电电路需要断开的第二条件，电池的SOC小于或等于第七阈值为放电电路需要断开的第三条件。
若不存在装置唤醒信号，则说明车辆未启动，此时无需由锂电池为用电设备供电，不符合第一条件，无需控制放电电路导通。
若电池存在故障报警，则电池不能进行放电操作，否则容易导致安全问题。此时满足第二条件，需要控制放电电路断开，避免出现安全问题。
用电设备长时间工作时，若持续由锂电池为用电设备供电，将可能导致锂电池过放电。过放电会使锂电池内压升高，正负极活性物质可逆性受到破坏，容量也会有明显衰减。因此，可通过设置第七阈值，若电池的SOC小于或等于第七阈值，说明电池不适宜放电，此时满足第、三条件，需要使放电电路断开，从而避免持续由锂电池为用电设备供电导致的锂电池过放电。第七阈值可以根据锂电池的放电截止SOC值设置。例如将第七阈值设置为15％。
上述第一条件、第二条件和第三条件，作为电池的放电电路导通后判断放电电路是否需要断开的充分条件。因此，S1002在满足上述任一条件时，就可以控制放电电路中的第二开关单元断开，使得放电电路断开。
可以通过BMS上的BMU接口，向放电电路中的第二开关单元发出第六指令，从而控制放电电路中的第二开关单元断开，使得放电电路断开。该第六指令可以是高低电平信号。
可以理解的是，在一些实施例中，电路控制方法还可以包括图9所示实施例中的步骤。
上述实施例中，通过判断是否不存在装置唤醒信号，或者电池是否存在故障报警，或者电池的SOC是否小于或等于第七阈值，在不存在装置唤醒信号，或者电池存在故障报警，或者电池的SOC小于或等于第七阈值的情况下，控制放电电路断开，避免锂电池过放电以及出现安全问题。
上文中结合图1至图10描述了本申请实施例的电路控制方法，下面将结合图11描述本申请实施例的电池控制器，其中未详细描述的部分可参见前述各实施例。图11是本申请的一些实施例提供的电池控制器的结 构示意图，如图11所示，电池控制器1100包括：一个或多个处理器1101，单独地或共同地工作，所述处理器1101用于执行上述实施例中的电路控制方法的步骤。
下面将结合图12描述本申请实施例的电池管理***，其中未详细描述的部分可参见前述各实施例。图12是本申请的一些实施例提供的电池管理***的结构示意图，如图12所示，电池管理***1200包括：至少一个处理器1201；以及与所述至少一个处理器1201通信连接的存储器1202；其中，所述存储器1202存储有可被所述至少一个处理器1201执行的指令，所述指令被所述至少一个处理器1201执行，以使所述至少一个处理器1201实现上述实施例中的电路控制方法的步骤。
下面将结合图13描述本申请实施例的电池，其中未详细描述的部分可参见前述各实施例。图13是本申请的一些实施例提供的电池的结构示意图，如图13所示，电池1300包括如图11所示的电池控制器1100。
下面将结合图14描述本申请实施例的电池，其中未详细描述的部分可参见前述各实施例。图14是本申请的一些实施例提供的电池的结构示意图，如图14所示，电池1400包括如图12所示的电池管理***1200。
下面将结合图15描述本申请实施例的用电装置，其中未详细描述的部分可参见前述各实施例。图15是本申请的一些实施例提供的用电装置的结构示意图，如图15所示，用电装置1500包括如上实施例的电池1300或电池1400。
下面将结合图16描述本申请实施例的车辆，其中未详细描述的部分可参见前述各实施例。图16是本申请的一些实施例提供的车辆的结构示意图，如图16所示，车辆1600包括锂电池1601、发电机1602和车辆唤醒开关1603；其中，所述锂电池1601和所述发电机1602连接，形成充电电路，所述锂电池1601包括电池管理***1604，所述电池管理***1604用于：
获取车辆唤醒信号；
判断所述车辆上的锂电池的充电电路的电源端电压是否大于第一阈值，且在第一时长内的变化率是否小于第二阈值，所述充电电路为连接所述车 辆上的锂电池与发电机的电路，所述电源端电压为所述发电机的输出电压；
在所述车辆上的电池的充电电路的电源端电压大于第一阈值，且在第一时长内的变化率小于第二阈值的情况下，发出第一指令，所述第一指令用于控制所述充电电路中的第一开关单元闭合，使得所述充电电路导通。
最后应说明的是：以上各实施例仅用以说明本申请的技术方案，而非对其限制；尽管参照前述各实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分或者全部技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的范围，其均应涵盖在本申请的权利要求和说明书的范围当中。尤其是，只要不存在结构冲突，各个实施例中所提到的各项技术特征均可以任意方式组合起来。本申请并不局限于文中公开的特定实施例，而是包括落入权利要求的范围内的所有技术方案。

Claims (13)

  1. 一种电路控制方法，其特征在于，包括：
    获取装置唤醒信号；
    判断所述装置上的电池的充电电路的电源端电压是否大于第一阈值，且在第一时长内的变化率是否小于第二阈值，所述充电电路为连接所述装置上的电池与发电机的电路，所述电源端电压为所述发电机的输出电压；
    在所述装置上的电池的充电电路的电源端电压大于第一阈值，且在第一时长内的变化率小于第二阈值的情况下，发出第一指令，所述第一指令用于控制所述充电电路中的第一开关单元闭合，使得所述充电电路导通。
  2. 如权利要求1所述的方法，其特征在于，所述方法还包括：
    判断所述电池的荷电状态SOC是否大于第三阈值、所述电池是否存在故障报警以及所述电池的电池单体温度是否处于第一范围；
    所述在所述装置上的电池的充电电路的电源端电压大于第一阈值，且在第一时长内的变化率小于第二阈值的情况下，发出第一指令，进一步包括：
    在所述装置上的电池的充电电路的电源端电压大于第一阈值、第一时长内的变化率小于第二阈值、所述电池的SOC大于第三阈值、所述电池不存在故障报警，且所述电池的电池单体温度处于第一范围的情况下，发出第一指令。
  3. 如权利要求1或2所述的方法，其特征在于，所述方法还包括：
    在所述电池的充电电路导通后，判断所述电池的充电电流在第二时长内变化率是否大于第四阈值，或者所述电池中电池单体的电压是否大于或等于第五阈值，或者所述电池是否存在故障报警，或者所述电池单体的温度是否不处于第一范围；
    在所述电池的充电电流在第二时长内变化率大于第四阈值，或者所述电池中电池单体的电压大于或等于第五阈值，或者所述电池存在故障报警，或者所述电池单体的温度不处于第一范围的情况下，发出第二指令，所述第二指令用于控制所述充电电路中的第一开关单元断开，使得所述充电电路断开。
  4. 如权利要求1-3任一项所述的方法，其特征在于，所述方法还包括：
    判断是否存在装置唤醒信号以及所述电源端电压是否小于第六阈值；
    在存在装置唤醒信号，且所述电源端电压小于第六阈值的情况下，发出第三指令，所述第三指令用于控制所述充电电路中的第一开关单元闭合，使得所述充电电路导通，所述充电电路处于第一导通状态。
  5. 如权利要求4所述的方法，其特征在于，所述方法还包括：
    判断所述电池的SOC是否大于第七阈值以及所述电池是否存在故障报警；
    所述在存在装置唤醒信号，且所述电源端电压小于第六阈值的情况下，发出第三指令，进一步包括：
    在存在装置唤醒信号、所述电源端电压小于第六阈值、所述电池的SOC大于第七阈值，且所述电池不存在故障报警的情况下，发出第三指令。
  6. 如权利要求5所述的方法，其特征在于，所述方法还包括：
    在所述第一导通状态下，判断所述充电电路导通时间是否大于第八阈值；
    若所述充电电路导通时间大于第八阈值，发出第四指令，所述第四指令用于控制所述充电电路中的第一开关单元断开，使得所述充电电路断开。
  7. 如权利要求1-6任一项所述的方法，其特征在于，所述方法还包括：
    判断所述电池的SOC是否大于第七阈值；
    若所述电池的SOC大于第七阈值，发出第五指令，所述第五指令用于控制所述电池的放电电路中的第二开关单元闭合，使得所述放电电路导通，所述放电电路为连接所述装置上的电池与用电设备的电路。
  8. 如权利要求7所述的方法，其特征在于，所述方法还包括：
    在所述电池的放电电路导通后，判断是否存在所述装置唤醒信号，或者所述电池是否存在故障报警，或者所述电池的SOC是否小于或等于第七阈值；
    在存在所述装置唤醒信号，或者所述电池存在故障报警，或者所述电池的SOC小于或等于第七阈值的情况下，发出第六指令，所述第六指令用于控制所述放电电路中的第二开关单元断开，使得所述放电电路断开。
  9. 一种电池控制器，其特征在于，包括：一个或多个处理器，单独地或共同地工作，所述处理器用于执行如权利要求1-8中任一项所述的电路控制方法的步骤。
  10. 一种电池管理***，其特征在于，包括：
    至少一个处理器；以及，
    与所述至少一个处理器通信连接的存储器；其中，
    所述存储器存储有可被所述至少一个处理器执行的指令，所述指令被所述至少一个处理器执行，以使所述至少一个处理器实现如权利要求1-8中任一项所述的电路控制方法的步骤。
  11. 一种电池，其特征在于，包括：权利要求9所述的电池控制器、或者权利要求10所述的电池管理***。
  12. 一种用电装置，其特征在于，包括如权利要求11所述的电池，所述电池用于提供电能。
  13. 一种车辆，其特征在于，包括锂电池、发电机和车辆唤醒开关；其中，所述锂电池和所述发电机连接，形成充电电路，所述锂电池包括电池管理***，所述电池管理***用于：
    获取车辆唤醒信号；
    判断所述车辆上的锂电池的充电电路的电源端电压是否大于第一阈值，且在第一时长内的变化率是否小于第二阈值，所述充电电路为连接所述车辆上的锂电池与发电机的电路，所述电源端电压为所述发电机的输出电压；
    在所述车辆上的电池的充电电路的电源端电压大于第一阈值，且在第一时长内的变化率小于第二阈值的情况下，发出第一指令，所述第一指令用于控制所述充电电路中的第一开关单元闭合，使得所述充电电路导通。
PCT/CN2021/122068 2021-09-30 2021-09-30 电路控制方法、电池及其控制器和管理***、用电装置 WO2023050264A1 (zh)

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CN202180054561.8A CN116235381A (zh) 2021-09-30 2021-09-30 电路控制方法、电池及其控制器和管理***、用电装置
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JP2023546251A JP7449456B2 (ja) 2021-09-30 2021-09-30 回路制御方法、電池およびそのコントローラと管理システム、受電装置
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