Automobile parking starting lithium ion battery circuit and automobile

Abstract

The application discloses a lithium ion battery circuit for automobile parking and starting and an automobile. The battery circuit comprises a battery module, a plurality of capacitor modules, a plurality of switch modules and a control module. The battery module is connected in parallel with an engine. Each capacitor module is connected in parallel with the battery module. Each capacitor module comprises a parallel capacitor module and a series capacitor module, and the parallel capacitor module is connected in parallel with the series capacitor module. Each switch module is connected between the battery module and each capacitor module. The control module is connected with the plurality of switch modules. When starting the generator, the control module controls the plurality of switch modules to sequentially connect each capacitor module with the battery module, thereby providing starting current for the engine. The application provides starting large current for the engine through the capacitor module, and sequentially connects each capacitor module with the battery module to provide starting large current for the engine for a long time, thereby solving the problems caused by lead-acid storage batteries and / or lithium ion batteries as starting power supply.

Description

TECHNICAL FIELD

[0001] The application relates to the technical field of batteries, in particular to a lithium ion battery circuit for vehicle parking and starting and a vehicle. BACKGROUND

[0002] At present, the capacity loss of a storage battery is great when the storage battery is used for parking. Generally, during driving, the engine drives the generator to charge the battery, but in the case of parking, the generator stops working, and at this time, it is in a single discharging state.

[0003] In the search for a parking battery, lead-acid storage batteries cannot meet the above technical requirements due to low energy density (only about 1 / 3 of that of lithium ion batteries) and short cycle life (about 1 / 3 of that of lithium ion batteries).

[0004] The volume specific energy and weight specific energy of lithium batteries are more than 3 times higher than those of lead-acid batteries, and lithium batteries are smaller in size, lighter in weight and longer in cycle life, and fully meet the above battery requirements.

[0005] The parking battery mainly provides energy for the air conditioner and automobile electrical appliances of the vehicle during parking, and meets the requirements of large current starting of the vehicle (generally, the starting current of a truck is greater than 1000A-1500A, and the starting time is 3-5s). The lead-acid storage battery is used for starting when the truck is parked, but the lead-acid storage battery cannot meet the requirements of large current discharge for starting and long time discharge for parking, so in order to ensure the power supply of the air conditioner and other automobile electrical appliances, the capacity of the starting lead-acid storage battery is generally increased, but when the starting lead-acid storage battery is used as a parking storage battery, the discharge mode greatly shortens the service life of the storage battery, and the service life is generally not more than one year. After more than one year, the lead-acid storage battery will be scrapped due to short circuit caused by the falling of the plate.

[0006] With the rapid decline in the price of lithium batteries in recent years and the increasing safety performance, people have begun to focus on parking air conditioner lithium batteries.

[0007] A lithium battery usually consists of three parts: an electric core, a BMS (a protection board) and a shell. The parking air conditioner lithium battery is charged on a truck, and the battery environment is complex, so the BMS is very easy to be damaged. Moreover, when the BMS of the parking and starting lithium ion battery uses a MOSFET as a switch, the large current in the starting moment will damage the MOSFET. SUMMARY

[0008] In view of the deficiencies of the prior art, the present application aims to provide a lithium ion battery circuit for automobile parking and starting, which uses a capacitor module to provide a large starting current for an engine, thereby solving the problems that a lead-acid storage battery cannot meet the large starting current discharge and the long-time parking current discharge, and / or the problem that a lithium ion battery providing a large starting current for an engine can damage a MOSFET.

[0009] According to a first aspect of the present application, there is provided a lithium ion battery circuit for automobile parking and starting, comprising:

[0010] a battery module connected in parallel with the engine;

[0011] a plurality of capacitor modules, each connected in parallel with the battery module, each capacitor module comprising a parallel capacitor module and a series capacitor module, the parallel capacitor module being connected in parallel with the series capacitor module;

[0012] a plurality of switch modules, each connected between the battery module and each capacitor module;

[0013] a control module connected with the plurality of switch modules, the control module being configured to sequentially connect each capacitor module with the battery module by controlling the plurality of switch modules when starting the engine, thereby providing a starting current for the engine.

[0014] The lithium ion battery circuit for automobile parking and starting of the present application provides a large starting current for an engine by means of a capacitor module, and provides a large starting current for the engine for a long time by sequentially connecting each capacitor module with the battery module, thereby solving the problems that a lead-acid storage battery cannot meet the large starting current discharge and the long-time parking current discharge, and / or the problem that a lithium ion battery providing a large starting current for an engine can damage a MOSFET.

[0015] In some embodiments, the interval time between the start of the connection of the two capacitor modules in front and back with the battery module is equal to the discharge time of the first capacitor module in front among the two capacitor modules in front and back plus a first preset time.

[0016] In some embodiments, the discharge time T1 of the parallel capacitor module is RxC1ln(E / Vt), and the discharge time T2 of the series capacitor module is RxC2ln(E / Vt), wherein R is the internal resistance of the battery module, C1 is the capacitance of the parallel capacitor module, E is the voltage value before the discharge of the capacitor module, Vt is the voltage value of the capacitor module after the discharge varying with time t, and C2 is the capacitance of the series capacitor module.

[0017] In some embodiments, the discharge time of the parallel capacitor modules is the maximum of T1 and T2.

[0018] In some embodiments, the discharge current of the parallel capacitor modules is:

[0019] ;

[0020] the discharge current of the series capacitor modules is:

[0021] .

[0022] In some embodiments, the battery module is further connected in parallel with a generator, the generator is driven to rotate by an engine, the generator charges the plurality of capacitor modules when the engine is operating normally, and the control module disconnects the plurality of capacitor modules from the battery module at a second preset time.

[0023] In some embodiments, the parallel capacitor modules include a plurality of first capacitors connected in parallel, and the series capacitor modules include a plurality of second capacitors connected in series.

[0024] In some embodiments, the control module includes:

[0025] a plurality of driving modules, each of the driving modules being connected with each of the switch modules;

[0026] a control chip connected with the plurality of driving modules, the control chip controlling the plurality of switch modules to sequentially connect each of the capacitor modules with the battery module through the plurality of driving modules.

[0027] In some embodiments, the switch module is a double-coil relay, the drive module comprises a first MOS tube, a first diode, a second diode and a second MOS tube, the drain of the first MOS tube is connected with a first end of the double-coil relay, the source of the first MOS tube is grounded, the source and the gate of the first MOS tube are connected through a third resistor and a fourth capacitor respectively, the gate of the first MOS tube is connected with a first end of the control chip through a second resistor and a first resistor in series, the second resistor and the first resistor are grounded through a third capacitor, the first end of the second diode is connected with the first end of the double-coil relay, the second end of the second diode is connected with a second end of the double-coil relay, the second end of the first diode is connected with the second end of the second diode, the first end of the first diode is connected with a third end of the double-coil relay, the drain of the second MOS tube is connected with the third end of the double-coil relay, the source of the second MOS tube is grounded, the source and the gate of the second MOS tube are connected through a sixth resistor and a sixth capacitor respectively, the gate of the second MOS tube is connected with a second end of the control chip through a fifth resistor and a fourth resistor in series, the fifth resistor and the fourth resistor are grounded through a fifth capacitor.

[0028] According to a second aspect of the present application, there is provided an automobile comprising the above-mentioned automobile parking and starting lithium ion battery circuit.

[0029] Compared with the prior art, the automobile parking and starting lithium ion battery circuit and the automobile of the present application provide a large starting current for the engine through the capacitor module, and provide a large starting current for the engine for a long time by sequentially connecting each capacitor module with the battery module, so as to solve the problems that the lead-acid storage battery cannot meet the large starting current discharge and the long-time parking current discharge, and / or the lithium ion battery may damage the MOSFET when providing a large starting current for the engine. BRIEF DESCRIPTION OF DRAWINGS

[0030] Figure 1 A schematic diagram of the automobile parking and starting lithium ion battery circuit according to an embodiment of the present application;

[0031] Figure 2 A connection diagram of the control module and the switch module of the automobile parking and starting lithium ion battery circuit according to an embodiment of the present application;

[0032] Figure 3 A discharge time and peak current relationship diagram of the capacitor module of the automobile parking and starting lithium ion battery circuit according to an embodiment of the present application.

[0033] The battery module 100, the plurality of capacitor modules 200, the parallel capacitor module 210, the series capacitor module 220, the plurality of switch modules 300, the control module 400, the driving module 410, the control chip 420, the engine 500, and the generator 600. DETAILED DESCRIPTION

[0034] The application will be further described below in conjunction with the accompanying drawings.

[0035] According to a first aspect of the application, Figures 1-2 A lithium ion battery circuit for starting a car is shown schematically according to an embodiment of the application. As Figures 1-2 shown, the lithium ion battery circuit for starting a car includes a battery module 100, a plurality of capacitor modules 200, a plurality of switch modules 300, and a control module 400. The battery module 100 is connected in parallel with an engine 500. Each capacitor module 200 is connected in parallel with the battery module 100. Each capacitor module 200 includes a parallel capacitor module 210 and a series capacitor module 220, and the parallel capacitor module 210 is connected in parallel with the series capacitor module 220. Each switch module 300 is connected between the battery module 100 and each capacitor module 200. The control module 400 is connected with the plurality of switch modules 300. When starting the engine 500, the control module 400 controls the plurality of switch modules 300 to sequentially connect each capacitor module 200 with the battery module 100, thereby providing a starting current for the engine 500.

[0036] As Figure 1 shown, the battery module 100 can be 8 lithium iron phosphate cells connected in series and 1 connected in parallel. The voltage of the corresponding battery module 100 is 8*3.2=25.6V. Of course, the voltage of the battery module 100 can also be adjusted according to actual needs, so that the voltage value of the battery module 100 meets the actual demand. In addition, a discharge MOS tube Q1 and a charging MOS tube Q2 are connected in series between the negative electrode of the battery module 100 and the engine 500. Of course, the discharge MOS tube Q1 and the charging MOS tube Q2 can also not be connected in series between the negative electrode of the battery module 100 and the engine 500, i.e., the negative electrode of the battery module 100 is directly connected with the engine 500.

[0037] For better illustration, the embodiment is explained with three capacitive modules 200, of course, the number of capacitive modules 200 is only for better illustration, and the number of capacitive modules 200 can be adjusted according to actual needs, wherein the circuits of the three capacitive modules 200 are consistent, and the circuits of the parallel capacitive module 210 and the series capacitive module 220 in each capacitive module 200 are also consistent, wherein the parallel capacitive module 210 includes a plurality of series first capacitors C1, specifically, the number of first capacitors C1 can be four or five, and the specification of the first capacitor C1 can be 4700uF 35V, and the corresponding capacitive capacity of the parallel capacitive module 210 is 0.0188F or 0.0235F, and the series capacitive module 220 includes a plurality of series second capacitors C2, specifically, the number of second capacitors C2 can be ten or eleven, and the specification of the second capacitor C2 can be 30F 3V, and the corresponding capacitive capacity of the series capacitive module 220 is 3F / 2.7273F, of course, the number of first capacitors C1 and second capacitors C2 can be adjusted according to actual needs, and the specification of the first capacitors C1 and second capacitors C2 can also be adjusted according to actual needs.

[0038] As shown in Figure 1 and 2 , the number of switch modules 300 is consistent with the number of capacitive modules 200, and the switch module 300 is a double-coil relay, and the numbers of the three double-coil relays can be S1, S2 and S3 in turn, and the model of the double-coil relay can be HFE19-90-12HT22(445), which can withstand 2400A 10ms and the contact will not be welded.

[0039] As shown in Figure 2 , the control module 400 includes a plurality of driving modules 410 and a control chip 420, wherein the number of driving modules 410 is consistent with the number of switch modules 300, and each driving module 410 is connected with each switch module 300; the control chip 420 is connected with a plurality of driving modules 410, and the control chip 420 controls a plurality of switch modules 410 to make each capacitive module 200 communicate with the battery module 100 in turn through a plurality of driving modules 410, and the model of the control chip 420 can be NANO100 single-chip microcomputer, of course, the control chip 420 can also be other models of chips that can control the switch module 300.

[0040] Since the circuits of the plurality of drive modules 410 are consistent, only the specific circuit of one of the drive modules 410 is described, and the other drive modules 410 can be referred to the drive module 410. In particular, the drive module 410 includes a first MOS tube Q101, a first diode D101, a second diode D102, and a second MOS tube Q102. The drain of the first MOS tube Q101 is connected to the first end of the double-coil relay S1, and the source of the first MOS tube Q101 is grounded. The source and the gate of the first MOS tube Q101 are connected through a third resistor R103 and a fourth capacitor C104, respectively. The gate of the first MOS tube Q101 is connected to the first end (PC0) of the control chip 420 through a second resistor R102 and a first resistor R101 connected in series. The second resistor R102 and the first resistor R101 are grounded through a third capacitor C103. The first end of the second diode D102 is connected to the first end of the double-coil relay S1, and the second end of the second diode D102 is connected to the second end of the double-coil relay S1. The second end of the first diode D101 is connected to the second end of the second diode D102, and the first end of the first diode D101 is connected to the third end of the double-coil relay S1. The drain of the second MOS tube Q102 is connected to the third end of the double-coil relay S1, and the source of the second MOS tube Q102 is grounded. The source and the gate of the second MOS tube Q102 are connected through a sixth resistor R106 and a sixth capacitor C106, respectively. The gate of the second MOS tube Q102 is connected to the second end (PC1) of the control chip 420 through a fifth resistor R105 and a fourth resistor R104 connected in series. The fifth resistor R105 and the fourth resistor R104 are grounded through a fifth capacitor C105. It should be noted that the drive module 410 for controlling the double-coil relay S2 is connected to the pin PB0 and the pin PB1 of the control chip 420, and the drive module 410 for controlling the double-coil relay S3 is connected to the pin PA10 and the pin PA11 of the control chip 420. The prefixes first, second, and the like of the electronic components are only for distinguishing different electronic components, and do not limit the order thereof.

[0041] The interval time between the start of the communication of the two capacitor modules 200 in front and back and the battery module 100 is equal to the discharge time of the first preset value time of the first capacitor module 200 in the two capacitor modules 200 in front and back, that is, after the communication of the first capacitor module 200 and the battery module 100, the second capacitor module 200 must be connected after the first capacitor module 200 is discharged and delayed for a first preset value time, wherein the first preset value time is 0.5 ms.

[0042] The discharge time T1 of the parallel capacitor module 210 is R*C1*ln(E / Vt), and the discharge time T2 of the series capacitor module 220 is R*C2*ln(E / Vt), wherein R is the internal resistance of the battery module 100, C1 is the capacitance of the parallel capacitor module 210, E is the voltage value of the capacitor module 100 before discharge, Vt is the voltage value of the capacitor module 100 after discharge with time t, and C2 is the capacitance of the series capacitor module 220.

[0043] Taking the voltage value of the battery module 100 as 25.6V, the number of the first capacitor C1 as four, and the number of the second capacitor C2 as eleven as an example, wherein the internal resistance of the battery module 100 is 8*0.4mΩ, and the voltage value of the capacitor module 200 before discharge is 25.6V, and the final voltage of the capacitor module 200 after discharge is 18V, i.e. the final voltage value of Vt is 18V, and T1=R*C1*ln(E / Vt)=0.4mΩ*8*4*4700uF*ln(25.6 / 18)≈0.021ms, and T2=R*C2*ln(E / Vt)=0.4mΩ*8*(30 / 11F)*ln(25.6 / 18)≈3.077ms.

[0044] The discharge time of the capacitor module 200 is the maximum value of T1 and T2, and since the parallel capacitor module 210 and the series capacitor module 220 are connected in parallel, the parallel capacitor module 210 and the series capacitor module 220 are connected to the engine 500 at the same time, so the discharge time of the capacitor module 200 is the maximum value of T1 and T2, i.e. the discharge time of the capacitor module 200 is 3.077ms, and the interval time between the two capacitor modules 200 connected in front and back and the battery module 100 is 3.577ms.

[0045] The discharge current of the parallel capacitor module 210 is:

[0046] ;

[0047] The discharge current of the series capacitor module 220 is:

[0048] ;

[0049] Correspondingly,

[0050] ;

[0051] ;

[0052] The discharge time of the capacitor module 200 and the peak current relationship diagram are as follows: Figure 3As shown, the discharge current of the capacitor module 200 can meet the requirement of the starting current of general truck which is greater than 1000A-1500A.

[0053] The battery module 100 is also connected in parallel with the generator 600. When the engine 500 works normally, the generator 600 is driven to rotate by the engine 500, and the generator 600 charges the plurality of capacitor modules 200. The control module 400 disconnects the plurality of capacitor modules 200 from the battery module 100 at the second preset time. When the engine 500 works normally, the engine 500 drives the generator 600 to rotate and generate electricity. The electricity generated by the generator 600 can charge the capacitor modules 200 and the battery module 100. The charging time (the second preset time) can be calculated according to the voltage value of 25.6V before the capacitor module 200 is discharged, the final voltage of 18V after the capacitor module 200 is discharged, and the generation parameters of the generator 600. Generally, the second preset time is about 10ms.

[0054] The control process of the lithium ion battery circuit for starting the car in the embodiment is as follows:

[0055] (1) When the PC0 pin of the control chip 420 is high, the first MOS tube Q101 is turned on, and the starting coil of the double-coil relay S1 is powered to attract the relay (after power-on, even if the starting coil is powered off, the relay can still be kept in the attracted state). After the double-coil relay S1 is attracted, the first capacitor module 200 is connected to the battery module 100 to start the engine 500. The parallel capacitor module 210 and the series capacitor module 220 are discharged at the same time. The parallel capacitor module 210 is discharged in 0.021ms, and the series capacitor module 220 is discharged in 3.077ms. The discharge time of the above capacitor module 200 is 3.077ms.

[0056] (2) After the double-coil relay S1 is attracted for 3.577ms, the PB0 pin of the control chip 420 outputs a high level, and the first MOS tube Q201 in the second capacitor module 200 (since the circuits of the driving modules 410 are the same, different numbers are used to distinguish the first MOS tubes in different driving modules 410) is turned on. The starting coil of the double-coil relay S2 is powered to attract the relay, and the second capacitor module 200 is connected to the battery module 100. The discharge time of the second capacitor module 200 is also 3.077ms.

[0057] (3) After the double-coil relay S2 is attracted for 3.577 ms, the PA10 pin of the control chip 420 outputs a high level, the first MOS tube Q301 (as the circuits of the driving modules 410 are consistent, different numbers are used to distinguish the first MOS tubes in different driving modules 410) in the third capacitor module 200 is turned on, the starting coil of the double-coil relay S3 is electrified, the relay is attracted, the third capacitor module 200 is connected to the battery module 100, and the discharge time of the third capacitor module 200 is also 3.077 ms.

[0058] (4) After the above three capacitor modules 200 complete the discharge, the battery module 100 continues to provide a large current for starting the automobile engine 500, and after 3-5 s, the engine 500 is started and begins to work normally; after the engine 500 works normally, the engine 500 drives the generator 600 to work and charge the battery module 100 and the capacitor module 200, and the capacitor module 200 is charged in about 10 ms, at this time, the PC1, PB1 and PA11 pins of the control chip 420 output a high level, the second MOS tube Q102 in the first capacitor module 200, the second MOS tube Q202 in the second capacitor module 200 and the second MOS tube Q302 in the third capacitor module 200 are turned on (as the circuits of the driving modules 410 are consistent, different numbers are used to distinguish the second MOS tubes in different driving modules 410), the double-coil relays S1, S2 and S3 are reset, and the first capacitor module 200, the second capacitor module 200 and the third capacitor module 200 are disconnected from the battery module 100, thereby realizing a complete control process.

[0059] The automobile parking and starting lithium ion battery circuit can provide a large current for starting the engine 500 through the capacitor module 200, and can provide a large current for starting the engine 500 for a long time by connecting each capacitor module 200 to the battery module 100 in sequence, so as to solve the problems that the lead-acid storage battery cannot meet the large current discharge for starting and the long-time discharge of the parking current, and / or the problem that the lithium ion battery may damage the MOSFET when providing a large current for starting the engine.

[0060] According to a second aspect of the present application, there is provided an automobile, such as Figure 1As shown, the automobile comprises the above-mentioned automobile parking starting lithium ion battery circuit, an engine 500 and a generator 600, wherein the engine 500 is connected in parallel with the battery module 100, the generator 600 is connected in parallel with the battery module 100, the engine 500 drives the generator 600 to rotate; and a discharge MOS tube Q1 and a charging MOS tube Q2 are further connected in series between the negative electrode of the battery module 100 and the engine 500. Of course, the discharge MOS tube Q1 and the charging MOS tube Q2 can also not be connected in series between the negative electrode of the battery module 100 and the engine 500, that is, the negative electrode of the battery module 100 is directly connected with the engine 500.

[0061] The above only describes some embodiments of the present application. For those skilled in the art, without departing from the concept of the present application, several modifications and improvements can be made, which are all within the protection scope of the present application.

Claims

1. An automobile parking starting lithium ion battery circuit, characterized by, The application relates to a battery module, a plurality of capacitor modules and a control module. The battery module is connected in parallel with an engine. Each capacitor module is connected in parallel with the battery module and comprises a parallel capacitor module and a series capacitor module. Each switch module is connected between the battery module and each capacitor module. The control module is connected with the plurality of switch modules. The control module controls the plurality of switch modules to sequentially connect each capacitor module with the battery module to provide a starting current for the engine when starting the engine. The control module comprises a plurality of drive modules and a control chip. Each drive module is connected with each switch module. The control chip controls the plurality of drive modules to control the plurality of switch modules to sequentially connect each capacitor module with the battery module.

2. The automotive parking starting lithium-ion battery circuit according to claim 1, wherein The switch module is a double-coil relay.

3. The automotive parking starting lithium-ion battery circuit according to claim 2, characterized in that, The drive module comprises a first MOS tube, a first diode, a second diode and a second MOS tube.

4. The automotive parking starting lithium-ion battery circuit according to claim 3, characterized by, The drain of the first MOS tube is connected with a first end of the double-coil relay. The source of the first MOS tube is grounded. The source and the gate of the first MOS tube are connected through a third resistor and a fourth capacitor respectively. The gate of the first MOS tube is connected with a first end of the control chip through a second resistor and a first resistor in series. The second resistor and the first resistor are grounded through a third capacitor. The first end of the first diode is connected with a third end of the double-coil relay. The drain of the second MOS tube is connected with the third end of the double-coil relay. The source of the second MOS tube is grounded. The source and the gate of the second MOS tube are connected through a sixth resistor and a sixth capacitor respectively. The gate of the second MOS tube is connected with a second end of the control chip through a fifth resistor and a fourth resistor in series. The fifth resistor and the fourth resistor are grounded through a fifth capacitor. The interval time when two capacitor modules connected in series and the battery module start to be connected is equal to the discharge time of the first capacitor module plus a first preset time. The discharge time T1 of the parallel capacitor module is RxC1ln(E / Vt) and the discharge time T2 of the series capacitor module is RxC2ln(E / Vt), wherein R is the internal resistance of the battery module, C1 is the capacitor capacity of the parallel capacitor module, E is the voltage value before the capacitor module is discharged, Vt is the voltage value of the capacitor module after being discharged, C2 is the capacitor capacity of the series capacitor module. The discharge time of the capacitor module is the maximum value of T1 and T2.

5. The automotive parking starting lithium-ion battery circuit according to claim 3, wherein, The discharge current of the parallel capacitor module: ； The discharge current of the series capacitor module: 。 6. The automotive parking starting lithium-ion battery circuit according to any one of claims 1-5, characterized in that, The battery module is also connected in parallel with a generator, the generator is driven to rotate by the engine, the generator charges the plurality of capacitor modules when the engine is working normally, and the control module disconnects the plurality of capacitor modules from the battery module at a second preset time.

7. The automotive parking starting lithium-ion battery circuit according to any one of claims 1-5, characterized in that, The parallel capacitor module includes a plurality of first capacitors connected in parallel, and the series capacitor module includes a plurality of second capacitors connected in series.

8. An automobile characterized by comprising: The lithium ion battery circuit for automobile parking and starting according to any one of claims 1-7.

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