Distributed lithium battery pack network control method for industrial vehicle

Abstract

The invention discloses a distributed lithium battery networking control method for an industrial vehicle, and the method comprises the steps: enabling a plurality of standardized lithium batteries to be connected with a main control unit through a CAN bus, and automatically completing the self-adaptive distribution of ID and the self-synchronization of Baud rate when a new standardized lithium battery is connected; when a single standardized lithium battery fails or has low electric quantity, the main control unit firstly disconnects a start-stop relay of the standardized lithium battery and disconnects a contactor after confirming off-line, a worker can quickly replace the standardized lithium battery, and the remaining battery continuously supplies power to ensure that the whole vehicle works uninterruptedly; the total capacity of the system is the sum of the rated capacities of the standardized lithium batteries, the residual capacity is the sum of the real-time residual capacities of the standardized lithium batteries, and when the residual capacity is lower than a preset threshold value of the whole vehicle, the whole vehicle stops working. According to the method, a plurality of standardized lithium batteries form a distributed networking system, CAN bus dynamic communication and a self-adaptive control algorithm are combined, and the problems that an existing industrial vehicle lithium battery system is low in reliability, poor in universality, inconvenient to maintain, interrupted in power supply and the like are solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of industrial vehicle energy control, and in particular to a distributed lithium battery group network control method for industrial vehicles. BACKGROUND

[0002] The lithium battery system used by the existing industrial vehicles has the following technical defects: 1. Insufficient reliability: the overall battery pack design is adopted, when a single battery cell fails, the entire battery system will be paralyzed, and the entire vehicle will be unable to work, and the entire battery must be repaired or replaced, which seriously affects the continuity of operation; 2. Poor universality: the battery pack structure is bound to the vehicle battery box, when the vehicle model is changed or the battery box size is adjusted, the battery pack cannot be adapted, and needs to be redesigned and customized, increasing the equipment maintenance cost; 3. Low maintenance efficiency: the battery pack has high integration, when a single module fails, the entire battery needs to be disassembled for maintenance, which is complex and time-consuming, and the vehicle needs to be shut down for a long time during the maintenance process; 4. Power interruption problem: the vehicle needs to be powered off when charging, and cannot continue to work during the charging process, which greatly restricts the continuity of high-frequency operation scenarios.

[0003] In view of the above problems, the present application provides a distributed lithium battery group network control method, which solves the pain points of the existing industrial vehicle lithium battery system through modular design and dynamic networking technology. SUMMARY

[0004] The purpose of the present application is to provide a distributed lithium battery group network control method for industrial vehicles to solve the problems raised in the background art.

[0005] To achieve the above purpose, the present application provides a distributed lithium battery group network control method for industrial vehicles, comprising the following steps: A lithium battery group network system composed of a plurality of standardized lithium battery groups is constructed, each standardized lithium battery group is connected with a master control unit through a CAN bus, and is configured with a slave BMS, a relay and a contactor; When a new standardized lithium battery is connected to the network system, the slave BMS is powered on for self-checking, obtains the bus ID through the adaptive allocation algorithm, and listens to the CAN bus to capture the existing baud rate, and automatically switches the baud rate to match it; The standardized lithium battery sends its parameters to the master control unit through CAN message, the master control unit checks the parameters, if the conditions are met, the relay is attracted to allow the lithium battery to be connected to the network, and the total capacity and the remaining capacity of the network system are recalculated and updated, and the information is sent to the vehicle; When a standardized lithium battery fails or is low on power, the main control unit receives the corresponding CAN message and disconnects the relay that controls the lithium battery. After detecting that the lithium battery no longer sends CAN messages and has no voltage output, the contactor is disconnected and the staff removes the lithium battery. The remaining normal standardized lithium batteries continue to power the entire vehicle. When the remaining capacity of the networking system is less than P% of the vehicle capacity, the vehicle stops working.

[0006] Preferably, the adaptive allocation algorithm includes: the newly connected standardized lithium battery automatically scans the existing ID of the network. If there are N standardized lithium batteries in the networking system, the ID of the standardized lithium battery is N+1; if a standardized lithium battery in the networking system is removed to form a vacant ID, the newly connected standardized lithium battery will give priority to replacing the smallest vacant ID.

[0007] Preferably, the parameters of the standardized lithium battery sent via CAN messages include capacity, SOC and voltage.

[0008] Preferably, the conditions for the main control unit to verify the parameters include: the battery is not in low power state, there is no fault, the baud rate is consistent with the baud rate of the vehicle, and the ID allocation is correct.

[0009] Preferably, when a standardized lithium battery fails, the specific processing steps are as follows: After the slave BMS of the faulty lithium battery detects an internal fault, it sends the fault information to the master control unit via CAN message; After receiving the fault information, the main control unit sends a disconnection command to the faulty lithium battery to control its relay to disconnect; The main control unit starts the monitoring timer and sends a status query command to the faulty lithium battery after waiting for T seconds. If no response is received and no CAN message and voltage output are detected, a disconnect contactor command is sent to disconnect the contactor. The main control unit sends a fault alarm, prompting you to remove the faulty lithium battery, and the remaining standardized normal lithium batteries continue to provide power.

[0010] Preferably, when the standardized lithium battery is at low power, the specific processing steps are as follows: When the slave BMS of the low-power standardized lithium battery detects that the power level is lower than the set threshold, it sends a low-power information to the master control unit via a CAN message; After receiving the low-battery information, the main control unit performs a battery balance analysis. If the remaining standardized lithium batteries can support the load, a disconnection command is sent to the low-battery lithium battery to control its relay to disconnect. The main control unit starts the monitoring timer and sends a status query to the low-power lithium battery after waiting for T seconds. If no response is received and no CAN message and voltage output are detected, a disconnect contactor command is sent to disconnect the contactor. The master control unit sends a replacement notification to prompt the staff to remove the low-battery lithium battery, and the remaining normal standardized lithium batteries continue to supply power.

[0011] Preferably, the total capacity of the networking system is the sum of the rated capacities of the standardized lithium batteries, and the remaining capacity of the networking system is the sum of the real-time remaining capacities of the standardized lithium batteries.

[0012] Preferably, each standardized lithium battery group is equipped with a separate instrument, which can display the ID of the standardized lithium battery in the networking system and has a fault alarm function.

[0013] Preferably, the internal faults include overvoltage, overtemperature, and short circuit.

[0014] Preferably, the standardized lithium battery group adopts a modular structure and can adapt to industrial vehicle battery boxes of different structures and sizes.

[0015] Compared with the prior art, the present application has the following advantages: (1) The networking system composed of multiple standardized lithium battery groups in a modular structure can ensure the continuous normal operation of the vehicle when a faulty or low-battery standardized lithium battery is removed; (2) The single standardized lithium battery group is designed as a modular battery structure, which can be flexibly adapted when the battery box of the vehicle changes, and has higher universality; and the standardized lithium batteries are connected in parallel through physical contactors, and the master control unit centrally manages the on-off of the contactors to ensure the continuity of power supply and realize uninterrupted power supply for industrial vehicles; (3) The present application uses CAN bus communication, supports multi-host distributed architecture, and is suitable for high real-time and high reliability scenarios of industrial vehicles; and the CAN bus supports more nodes and is suitable for vehicle multi-module expansion; (4) The present application uses an ID allocation mechanism to realize deterministic scanning and filling and Baud rate self-synchronization, solving the problem of Baud rate difference of different vehicles or batteries out of the factory. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 is the timing diagram of the power-on working process of the standardized lithium battery of the present application; Figure 2 is the timing diagram of the working process of the low-battery standardized lithium battery disconnecting from the networking system of the present application; Figure 3 is the timing diagram of the working process of the faulty standardized lithium battery disconnecting from the networking system of the present application; Figure 4 is a diagram of connecting N standardized lithium batteries in parallel through contactors of the present application; Figure 5 is a diagram of the specific operation steps of the adaptive ID allocation of the present application. DETAILED DESCRIPTION

[0017] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0018] The present application provides a kind of industrial vehicle with distributed lithium battery group network control method, comprising the following steps: Lithium battery group network system is constructed by a plurality of standard lithium battery groups, each standard lithium battery group is connected with master control unit by CAN bus, and each is configured with slave BMS, relay and contactor; When new standard lithium battery is accessed to group network system, slave BMS is powered on and then self-inspected, obtains bus ID by adaptive distribution algorithm, and listens to CAN bus to capture existing baud rate, and automatically switches own baud rate to match it; Standard lithium battery sends its own parameters to master control unit by CAN message, and master control unit verifies the parameters, and if it meets the conditions, controls the relay to attract, allows the standard lithium battery to be connected to the network, simultaneously re-counts and updates the total capacity and residual capacity of group network system, and sends information to the whole vehicle; When standard lithium battery fails or has low power, master control unit receives corresponding CAN message, controls the relay of the standard lithium battery to be disconnected, after detecting that the standard lithium battery no longer sends CAN message and has no voltage output, the contactor is disconnected, the standard lithium battery is taken away by staff, and other normal standard lithium batteries continue to supply power to the whole vehicle; When the residual capacity of group network system is less than the vehicle capacity value P%, i.e., less than the preset minimum capacity threshold, the vehicle stops working.

[0019] Preferably, the specifications (including capacity, SOC and voltage), size and shape of each standard lithium battery in the present application are consistent, a single standard lithium battery group includes a standard lithium battery and the same BMS, relay and contactor configured, and is incorporated into group network system in the form of modular structure.

[0020] In some embodiments, when a single standardized lithium battery enters the networking system, the sampling line is accessed, the battery relay is closed, and the capacity and other conditions of the battery are fed back to the master control unit through CAN message, the master control unit judges that the battery meets the conditions and controls the contactor to be closed; the standardized lithium battery enters the networking system, and the baud rate and ID of the standardized lithium battery are initialized to eliminate communication conflicts, and then the bus ID and bus baud rate are adaptively allocated; since the baud rates of different lithium batteries when leaving the factory may be inconsistent (such as 250 kbps / 500 kbps), direct parallel connection may cause CAN bus communication disorder; in addition, the baud rates used by different industrial vehicles may also be inconsistent, and the automatic initialization of the lithium battery when entering the networking system can effectively improve the universality of the standardized lithium battery.

[0021] In the application, CAN bus communication is adopted, a multi-host distributed architecture is supported, and the application is suitable for high real-time and high reliability scenarios of industrial vehicles; and the CAN bus supports more nodes (theoretically 110 nodes) and is suitable for vehicle multi-module expansion.

[0022] As shown in Figure 5 As a preferred embodiment, the adaptive allocation algorithm includes that the newly accessed standardized lithium battery automatically scans the existing ID of the network, if there are N standardized lithium batteries in the networking system, the ID of the standardized lithium battery is N+1; if a standardized lithium battery is taken away to form a vacancy ID in the networking system, the newly accessed standardized lithium battery replaces the smallest vacancy ID in priority.

[0023] The application adopts an ID allocation mechanism to realize deterministic scanning and filling: after a new battery is inserted, the existing ID of the network is actively scanned, and the smallest vacancy ID is automatically filled; and baud rate self-synchronization: the new battery listens to the bus baud rate and adaptively matches, solving the problem of different vehicle or battery factory baud rate differences.

[0024] As a preferred embodiment, the parameters of the standardized lithium battery sent through the CAN message include capacity, SOC and voltage.

[0025] As a preferred embodiment, the conditions for the master control unit to verify the parameters include: the battery is not in a low power state, has no fault, the baud rate is consistent with the vehicle baud rate, and the ID allocation is correct.

[0026] The application adopts a multiple verification mechanism: the master control unit confirms that the battery has no fault, is not in a low power state, the baud rate is consistent, and the ID is valid, and then closes the contactor to access the system.

[0027] As a preferred embodiment, when the standardized lithium battery fails, the specific processing steps are as follows: After the slave BMS of the faulty standardized lithium battery detects an internal fault, the master control unit is sent fault information through the CAN message; After the master control unit receives the fault information, it sends a disconnection instruction to the fault standardized lithium battery to control the relay to disconnect; The master control unit starts a monitoring timer, and after waiting for T seconds, it sends a state query instruction to the fault standardized lithium battery. If no response is received and no CAN message and voltage output are detected, a contactor disconnection instruction is sent to disconnect the contactor. The master control unit sends a fault alarm to prompt the staff to remove the fault standardized lithium battery, and the remaining normal standardized lithium batteries continue to supply power.

[0028] When the modular standardized lithium battery pack fails, the problem of the battery pack system can be quickly solved by replacing the standardized lithium battery. Only the fault standardized lithium battery needs to be repaired, and the battery pack system does not need to be repaired or replaced.

[0029] As a preferred embodiment, when the standardized lithium battery is low in power, the specific processing steps are as follows: When the slave BMS of the low-power standardized lithium battery detects that the power is lower than the set threshold, it sends low-power information to the master control unit through the CAN message. After the master control unit receives the low-power information, it performs power balance analysis. If the remaining standardized batteries can support the load, it sends a disconnection instruction to the low-power standardized lithium battery to control the relay to disconnect. The master control unit starts a monitoring timer, and after waiting for T seconds, it sends a state query to the low-power standardized lithium battery. If no response is received and no CAN message and voltage output are detected, a contactor disconnection instruction is sent to disconnect the contactor. The master control unit sends a replacement notification to prompt the staff to remove the low-power standardized lithium battery, and the remaining normal standardized lithium batteries continue to supply power.

[0030] When the vehicle power is low, only the low-power standardized lithium battery in the battery pack system needs to be replaced, and the vehicle can continue to work.

[0031] As a preferred embodiment, the total capacity of the networking system is the sum of the rated capacities of each standardized lithium battery, and the remaining capacity of the networking system is the sum of the real-time remaining capacities of each standardized lithium battery.

[0032] As a preferred embodiment, each standardized lithium battery pack is equipped with a separate instrument. The instrument can display the ID of the standardized lithium battery in the networking system and has a fault alarm function, which facilitates the positioning and removal of low-power and fault standardized lithium batteries.

[0033] As a preferred embodiment, the internal fault includes overvoltage, overtemperature, and short circuit.

[0034] As a preferred embodiment, the standardized lithium battery pack adopts a modular structure, includes a lithium battery and is configured with a BMS, a relay and a contactor, and can adapt to industrial vehicle battery boxes of different structural sizes.

[0035] As shown in Figure 1 , the power-on working process of the standardized lithium battery is as follows: S1, a new standardized lithium battery is inserted, a physical connection sampling line is connected, and then the BMS is powered on; S2, self-checking: checking the bus ID and baud rate; S3, the standardized lithium battery self-adapts to assign an ID: scanning the existing IDs of the network, such as existing IDs 1, 3, and 5, and automatically filling the smallest vacant ID = 2; S4, capacity reporting: sending the main control unit with its own parameters such as capacity 100Ah, SOC 80%, etc. through CAN message; S5, the main control unit allows networking: after receiving the CAN message, the main control unit judges that the standardized lithium battery meets the conditions, allows the standardized lithium battery to be networked, controls the start-stop relay to be attracted, and simultaneously needs to re-count the system capacity and the remaining capacity, and sends the system capacity and the remaining capacity information to the whole vehicle.

[0036] As shown in Figure 2 , the working process of a single standardized lithium battery with low power leaving the networking system is as follows: When the standardized lithium battery has low power, the main control unit receives the CAN message information of the standardized lithium battery, and controls the start-stop relay to be disconnected first; After the main control unit detects that the standardized lithium battery no longer sends CAN messages and voltage, the contactor is disconnected; the staff takes away the low-power lithium battery.

[0037] As shown in Figure 3 , the working process of a single standardized lithium battery with fault leaving the networking system is as follows: When the standardized lithium battery itself reports a fault, the main control unit receives the CAN message information, and controls the start-stop relay to be disconnected first; After the main control unit detects that the standardized lithium battery no longer sends CAN messages and voltage, the contactor is disconnected; the staff takes away the fault lithium battery.

[0038] As shown in Figure 4 , the structure of the standardized lithium battery is connected in parallel through the contactor, the standardized lithium battery pack is plug-and-play, and the universality is stronger than that of the fixed-size battery box. The standardized battery is connected in parallel through the physical contactor, the main control unit centrally manages the contactor on-off, ensures the continuity of power supply, and realizes uninterrupted power supply of the industrial vehicle.

[0039] As shown in Figure 5 , the adaptive ID assignment steps are as follows: The new standardized lithium battery is inserted to automatically scan the existing ID of the network, such as detecting ID 1, 3, 5, if there are multiple vacancies, then the smallest vacancy ID is preferentially assigned, ID = 2; If the existing ID 1, 2, 3 is detected, the ID is automatically filled, ID = 4.

[0040] It should be noted that the relational terms herein such as first and second and the like are used solely to distinguish one entity or action from another, without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises", "comprising", or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus.

[0041] Although embodiments of the present application have been shown and described, it is to be understood that various modifications, substitutions, alternatives, and variations can be made in the embodiments without departing from the spirit and scope of the present application as defined by the appended claims and their equivalents.

Claims

1. A distributed lithium battery network control method for industrial vehicles, characterized in that: The following steps are involved: Build a lithium battery networking system consisting of multiple standardized lithium battery packs. Each standardized lithium battery pack is connected to the master control unit via the CAN bus and is equipped with a slave control BMS, relays, and contactors. When a new standardized lithium battery is connected to the networking system, the slave BMS performs a self-test after powering on, obtains the bus ID through an adaptive allocation algorithm, monitors the CAN bus to capture the existing baud rate, and automatically switches its own baud rate to match it; The standardized lithium battery sends its own parameters to the main control unit via CAN messages. The main control unit verifies the parameters and controls the relay to energize if the conditions are met, allowing the lithium battery to be connected to the grid. At the same time, the total capacity and remaining capacity of the networking system are recalculated and updated, and the information is sent to the entire vehicle. When a standardized lithium battery fails or is low on power, the main control unit receives the corresponding CAN message and controls the relay of the lithium battery to disconnect. After detecting that the lithium battery no longer sends CAN messages and has no voltage output, the contactor is disconnected and the lithium battery is removed. The remaining normal standardized lithium batteries continue to power the entire vehicle. When the remaining capacity of the networking system is less than P% of the vehicle capacity, the vehicle stops working.

2. A distributed lithium battery network control method for industrial vehicles according to claim 1, characterized in that: The adaptive allocation algorithm includes: the newly connected standardized lithium battery automatically scans the existing ID of the network. If there are N standardized lithium batteries in the networking system, the ID of the standardized lithium battery is N+1; if a standardized lithium battery in the networking system is removed to form a vacant ID, the newly connected standardized lithium battery will give priority to replacing the smallest vacant ID.

3. The distributed lithium battery network control method for industrial vehicles according to claim 1, characterized in that: The standardized lithium battery's own parameters sent via CAN messages include capacity, SOC and voltage.

4. The distributed lithium battery network control method for industrial vehicles according to claim 1, characterized in that: The conditions for the main control unit to verify the parameters include: the battery is not in low power state, there is no fault, the baud rate is consistent with the baud rate of the vehicle, and the ID allocation is correct.

5. The distributed lithium battery network control method for industrial vehicles according to claim 1, characterized in that: When a standardized lithium battery fails, the specific processing steps are as follows: After the slave BMS of the faulty lithium battery detects an internal fault, it sends fault information to the master control unit via CAN message; After receiving the fault information, the main control unit sends a disconnection command to the faulty lithium battery to control its relay to disconnect; The main control unit starts the monitoring timer and sends a status query command to the faulty lithium battery after waiting for T seconds. If no response is received and no CAN message and voltage output are detected, a disconnect contactor command is sent to disconnect the contactor. The main control unit sends a fault alarm, prompting you to remove the faulty lithium battery, and the remaining normal standardized lithium batteries continue to provide power.

6. The distributed lithium battery network control method for industrial vehicles according to claim 1, characterized in that: When the standardized lithium battery is at low power, the specific processing steps are as follows: When the slave BMS of the low-power lithium battery detects that the power level is lower than the set threshold, it sends a low-power information to the master control unit via a CAN message; After receiving the low-battery information, the main control unit performs a battery balance analysis. If the remaining standardized lithium batteries can support the load, a disconnection command is sent to the low-battery lithium battery to control its relay to disconnect. The main control unit starts the monitoring timer and sends a status query to the low-power lithium battery after waiting for T seconds. If no response is received and no CAN message and voltage output are detected, a disconnect contactor command is sent to disconnect the contactor. The main control unit sends a replacement notification, prompting you to remove the low-battery lithium battery, and the remaining normal standardized lithium battery continues to provide power.

7. The distributed lithium battery network control method for industrial vehicles according to claim 1, characterized in that: The total capacity of the networking system is the sum of the rated capacities of the standardized lithium batteries, and the remaining capacity of the networking system is the sum of the real-time remaining capacities of the standardized lithium batteries.

8. The distributed lithium battery network control method for industrial vehicles according to claim 1, characterized in that: Each standardized lithium battery pack is equipped with a separate instrument that can display the ID of the standardized lithium battery in the networking system and has a fault alarm function.

9. The distributed lithium battery network control method for industrial vehicles according to claim 5, characterized in that: The internal faults include overvoltage, overtemperature and short circuit.

10. The distributed lithium battery network control method for industrial vehicles according to claim 1, characterized in that: The standardized lithium battery pack adopts a modular structure and can be adapted to industrial vehicle battery boxes of different structural sizes.

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