Battery pack, high-voltage electrical architecture system and vehicle

Abstract

The utility model relates to a battery pack, a high-voltage electrical architecture system and a vehicle, and the battery pack comprises a first module, a switch part, a fuse part, a second module and an acquisition part which is used for acquiring a current current value in the battery pack, and one end of the first module is electrically connected with a first input / output node of the battery pack; one end of the second module is electrically connected with a second input / output node of the battery pack, the other end of the second module is electrically connected with one end of the acquisition piece, the switch piece is connected with the fuse link in parallel, and a first parallel node of the switch piece and the fuse link is electrically connected with the other end of the first module; a second parallel connection node of the switch piece and the fuse piece is electrically connected with one end of the collecting piece, and when the current current value is larger than the preset current value, the switch piece is in a disconnected state, and the fuse piece is in a fused state; and when the current current value is smaller than or equal to the preset current value, the switch piece is in a closed state, and the fusing piece is in a non-fusing state. Therefore, active power-off protection can be realized under the abnormal condition of a high-voltage system, and the maintenance cost of the fuse is reduced.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicle technology, and in particular to a battery pack, a high-voltage electrical architecture system and a vehicle. Background Art

[0002] like Figure 1 As shown, in the existing high-voltage electrical architecture, a single main fuse is mostly connected in series in the middle of the module or on the outside of one end. When a system fault occurs, such as a short circuit, the high voltage can only be disconnected by overcurrent heating of the main fuse. This is a passive protection solution. The disconnection time depends on the specifications of the fuse and the current at the time of the fault. The consistency of system fault protection is poor. In addition, due to the fatigue effect generated during the use of the fuse, the normal impact current may also cause the fuse to disconnect, and the stability of the system is poor.

[0003] In addition, in the existing high-voltage electrical architecture, a large number of tests are required to verify the matching of the main fuse and the main positive and negative relays during the design process. The fuse is required to be disconnected and the relay is not stuck in the event of a fault. The verification test is cumbersome and consumes manpower and material resources. As the performance of automobiles becomes higher and higher, the specifications of the main fuses in the existing high-voltage electrical architecture are also increased accordingly, the price of single products increases, and the cost of maintenance and replacement is high. At the same time, different vehicles use different specifications, and it is difficult to achieve platform product design, which is not conducive to cost reduction of the entire vehicle.

[0004] For example, a high voltage electrical architecture system and a vehicle are disclosed in the related art, such as Figure 2 As shown, the high-voltage electrical architecture system includes a battery pack (10), the battery pack (10) has a whole pack input and output port (1) and includes a first module (2), a second module (3) and a BDU (4), wherein the whole pack input and output port (1) has a first connection end (11) and a second connection end (12), and the first connection end (11) of the whole pack input and output port (1), the first module (2), the BDU (4), the second module (3), and the second connection end (12) of the whole pack input and output port (1) are sequentially connected in series to form a loop. Through the above technical solution, the problem of the copper busbar being too long when the BDU is arranged on the second layer of the rear row is solved, and the main fuse is arranged in the middle position of the battery cell. However, when a system fault occurs, the consistency of the system fault protection is poor, and coupled with the fatigue effect generated during the use of the fuse, the stability of the system is poor, which needs to be solved urgently. Utility Model Content

[0005] The present application provides a battery pack, a high-voltage electrical architecture system and a vehicle to solve the problems of poor protection consistency of the existing high-voltage electrical architecture system, the risk of vehicle overheating and fire when a system failure occurs, fatigue effect during the use of the fuse, resulting in poor system stability, high-specification fuses, high maintenance and replacement costs, and increased workload for high-voltage system design verification.

[0006] A first aspect of the present application provides a battery pack, comprising: a first module, a switch, a fuse, a second module and a collection component for collecting the current current value in the battery pack, wherein one end of the first module is electrically connected to a first input / output node of the battery pack; one end of the second module is electrically connected to a second input / output node of the battery pack, and the other end of the second module is electrically connected to one end of the collection component; the switch and the fuse are connected in parallel, a first parallel node of the switch and the fuse is electrically connected to the other end of the first module, and a second parallel node of the switch and the fuse is electrically connected to one end of the collection component, and when the current current value is greater than a preset current value, the switch is in an open state, and the fuse is in a blown state; when the current current value is less than or equal to the preset current value, the switch is in a closed state, and the fuse is in an unblown state.

[0007] Optionally, the above-mentioned battery pack further includes: an energy storage component, wherein the energy storage component is connected in series with the fuse.

[0008] Optionally, the energy storage element is obtained by one capacitor or multiple capacitors connected in series.

[0009] Optionally, the switch element is at least one of a mechanical switch, a pyrotechnic switch, a relay and a power tube.

[0010] Optionally, the fuse is an arc-extinguishing fuse.

[0011] Optionally, the above-mentioned battery pack further includes: a first relay, one end of the first relay is electrically connected to the first input-output node of the battery pack, and the other end of the first relay is connected to one end of the first module.

[0012] Optionally, the battery pack further comprises: a second relay, one end of the second relay being electrically connected to the second input / output node of the battery pack, and the other end of the second relay being connected to one end of the second module.

[0013] Optionally, the above-mentioned battery pack also includes: a third relay, one end of the third relay is electrically connected to one end of the switch element and the first input-output node of the battery pack, and the other end of the third relay is connected to the other end of the first relay and one end of the first module; a resistor, the resistor is connected in series with the third relay, one end of the resistor is connected to the other end of the first relay and one end of the first module, and the other end of the resistor is connected to the other end of the third relay.

[0014] A third aspect of the present application provides a high-voltage electrical architecture system, which includes the above-mentioned battery pack.

[0015] A fourth aspect of the present application provides a vehicle comprising the above-mentioned high-voltage electrical architecture system.

[0016] In the above embodiment, one end of the first module is electrically connected to the first input-output node of the battery pack, one end of the second module is electrically connected to the second input-output node of the battery pack, the other end of the second module is electrically connected to one end of the collection component, the switch component and the fuse component are connected in parallel, the first parallel node of the switch component and the fuse component is electrically connected to the other end of the first module, and the second parallel node of the switch component and the fuse component is electrically connected to one end of the collection component. When the current current value is greater than the preset current value, the switch component is in an open state, and the fuse component is in a blown state; when the current current value is less than or equal to the preset current value, the switch component is in a closed state, and the fuse component is in an unblown state. Thus, the problems of poor protection consistency of the existing high-voltage electrical architecture system, the risk of overheating and fire of the vehicle when the system fails, and the fatigue effect during the use of the fuse, resulting in poor system stability, and high-specification fuses have high maintenance and replacement costs, which increases the workload of high-voltage system design verification. It can realize the active power-off protection function under abnormal conditions of the high-voltage system. The large-sized main fuse required for maintenance and replacement is changed into a small-sized arc-extinguishing fuse, which reduces the maintenance cost, avoids the phenomenon of vehicle breakdown caused by the main fuse being disconnected due to fatigue effect, simplifies the design verification of the high-voltage system, and improves vehicle stability and safety.

[0017] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0019] Figure 1 A schematic diagram of device connection of a high voltage electrical architecture system in the related art;

[0020] Figure 2 It is a structural schematic diagram of a high voltage electrical architecture system in the related technology;

[0021] Figure 3 is a structural diagram of a battery pack according to an embodiment of the present application;

[0022] Figure 4 A flowchart of a high voltage electrical architecture system according to an embodiment of the present application;

[0023] Figure 5 Schematic diagram of the structure of a high-voltage electrical architecture system according to another embodiment of the present application. DETAILED DESCRIPTION

[0024] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0025] The battery pack, high-voltage electrical architecture system and vehicle of the embodiment of the present application are described below with reference to the accompanying drawings. In view of the poor protection consistency of the existing high-voltage electrical architecture system mentioned in the background technology center, the risk of overheating and fire of the vehicle is easily caused when the system fails, and the fatigue effect is generated during the use of the fuse, resulting in poor stability of the system, and the high-specification fuse has high maintenance and replacement costs, which increases the workload of high-voltage system design verification. The present application provides a battery pack, wherein one end of the first module is electrically connected to the first input and output node of the battery pack, one end of the second module is electrically connected to the second input and output node of the battery pack, and the other end of the second module is electrically connected to one end of the collection component, the switch component and the fuse component are connected in parallel, the first parallel node of the switch component and the fuse component is electrically connected to the other end of the first module, and the second parallel node of the switch component and the fuse component is electrically connected to one end of the collection component. When the current current value is greater than the preset current value, the switch component is in a disconnected state, and the fuse component is in a blown state; when the current current value is less than or equal to the preset current value, the switch component is in a closed state, and the fuse component is in an unblown state. As a result, problems such as poor protection consistency of the existing high-voltage electrical architecture system, the risk of vehicle overheating and fire when a system failure occurs, fatigue effect during the use of the fuse, resulting in poor system stability, high maintenance and replacement costs of high-specification fuses, and increased workload of high-voltage system design verification are solved. The active power-off protection function under abnormal conditions of the high-voltage system can be realized, and the large-specification main fuse required for maintenance and replacement is changed to a small-specification arc-extinguishing fuse, which reduces maintenance costs, avoids the phenomenon of vehicle breakdown caused by the main fuse being disconnected due to fatigue effect, simplifies the high-voltage system design verification work, and improves vehicle stability and safety.

[0026] Specifically, Figure 3 A block diagram of a battery pack according to an embodiment of the present application.

[0027] like Figure 3 As shown, the battery pack 10 includes: a first module M1, a switch component S4, a fuse component F1, a second module M2 and a collection component 100 for collecting the current value in the battery pack 10.

[0028] The battery pack 10 includes a first input-output node DC link+ and a second input-output node DC link-.

[0029] Among them, one end of the first module M1 is electrically connected to the first input-output node DC link+ of the battery pack 10; one end of the second module M2 is electrically connected to the second input-output node DC link- of the battery pack 10, and the other end of the second module M2 is electrically connected to one end of the collection component 100; the switch component S4 and the fuse component F1 are connected in parallel, the first parallel node of the switch component S4 and the fuse component F1 is electrically connected to the other end of the first module M1, and the second parallel node of the switch component S4 and the fuse component F1 is electrically connected to one end of the collection component 100. When the current current value is greater than the preset current value, the switch component S4 is in an open state, and the fuse component F1 is in a blown state; when the current current value is less than or equal to the preset current value, the switch component S4 is in a closed state, and the fuse component F1 is in an unblown state.

[0030] In some embodiments, the fuse F1 is an arc-extinguishing fuse.

[0031] In some embodiments, the switch element S4 is at least one of a mechanical switch, a pyrotechnic switch, a relay and a power tube.

[0032] In the embodiment of the present application, the acquisition component 100 is a current sensor or other equipment for detecting induced current. Mechanical switches, pyrotechnic switches (pyrofuse), relays, and power tubes (such as IGBTs) can all be used as switch components S4. In order to reduce design costs, the embodiment of the present application selects a controllable mechanical switch as the switch component S4. The switch component S4 does not need to have an arc extinguishing function; the fuse component F1 has an arc extinguishing function, which is used to fuse and cut off the fault current when the current current value is greater than the preset current value.

[0033] It should be noted that the preset current value may be a current value pre-designed or calibrated for the vehicle, may be a threshold value obtained through a limited number of experiments, or may be a threshold value obtained through a limited number of computer simulations, and no specific limitation is made herein.

[0034] Optionally, in some embodiments, the battery pack 10 further comprises: an energy storage component, which is connected in series with the fuse F1. In some embodiments, the energy storage component is a capacitor C1 or a plurality of capacitors connected in series.

[0035] Optionally, in some embodiments, the battery pack 10 further includes: a first relay S1, one end of the first relay S1 is electrically connected to the first input-output node DC link+ of the battery pack 10, and the other end of the first relay S1 is connected to one end of the first module M1.

[0036] Optionally, in some embodiments, the battery pack 10 further includes: a second relay S2, one end of the second relay S2 is electrically connected to the second input-output node DC link- of the battery pack 10, and the other end of the second relay S2 is connected to one end of the second module M2.

[0037] Optionally, in some embodiments, the above-mentioned battery pack 10 also includes: a third relay S3, one end of the third relay S3 is electrically connected to one end of the switch element S4 and the first input and output node DC link+ of the battery pack 10, and the other end of the third relay S3 is connected to the other end of the first relay S1 and one end of the first module M1; a resistor R1, the resistor R1 is connected in series with the third relay S3, one end of the resistor R1 is connected to the other end of the first relay S1 and one end of the first module M1, and the other end of the resistor R1 is connected to the other end of the third relay S3.

[0038] In the embodiment of the present application, the first relay S1 is a main positive relay S1, the second relay S2 is a main negative relay S2, the third relay S3 is a pre-charge relay S3, and the resistor R1 is a pre-charge resistor R1.

[0039] Specifically, Figure 3 and Figure 4 As shown in (b), when the battery management controller controls the switch S4 to close, controls the pre-charge relay S3 and the main negative relay S2 to close, it means that the pre-charge of the battery pack 10 is completed, and controls the main positive relay S1 to close, and the pre-charge relay S3 to disconnect, which means that the battery pack 10 is powered on successfully.

[0040] The battery pack 10 uses an arc-extinguishing fuse F1 in series with a capacitor C1, and then a switch S4 in parallel. During the operation of the battery pack 10, current flows through the switch S4 and the fuse F1 at the same time. When the current sensor detects that the current current value is less than or equal to the preset current value, the switch S4 is closed and the fuse F1 is in an un-fused state. At this time, both the switch S4 and the fuse F1 have internal resistance, and the internal resistance of the switch S4 is much smaller than that of the fuse F1. The current passing through the arc-extinguishing fuse F1 is very small and can be basically ignored. Therefore, there is no fatigue effect caused by the impact current. When the current value on the switch S4 and the fuse F1 exceeds the preset current value, the battery management controller or other control device controls the switch S4 to disconnect. At this time, the current only flows through the fuse F1, and the fuse F1 heats up and melts quickly. Figure 4 As shown in (a), at this time, capacitor C1 is equivalent to a short circuit, thereby cutting off the high-voltage circuit and effectively protecting the vehicle and system. Among them, the capacitor takes into account the withstand voltage problem, and the fuse F1 can be connected in series with multiple capacitors.

[0041] During the operation of the battery pack 10, if the battery pack 10 meets the power-off condition, the battery management controller controls the main positive relay S1 and the main negative relay S2 to be disconnected, and controls the switch element S4 to be disconnected. At this time, the battery pack 10 is powered off. Figure 4 as shown in (c).

[0042] Therefore, by connecting the switch S4 and the arc-extinguishing fuse F1 in parallel, compared with the main fuse F2 (such as Figure 2 ) The specification and volume are reduced by an order of magnitude. For example, the specification of the main fuse F2 is 500A, while the arc-extinguishing fuse F1 only requires 50A. The large-specification main fuse required for maintenance and replacement becomes a small-specification arc-extinguishing fuse, thereby reducing maintenance costs.

[0043] As another embodiment of the present application, Figure 5 As shown, the embodiment of the present application uses a switch component S4 and an arc-extinguishing fuse F1 in parallel. When the current sensor detects that the current current value is less than or equal to the preset current value, the switch component S4 is closed and the fuse component F1 is in an un-blown state. When the current sensor detects that the current current value on the switch component S4 and the arc-extinguishing fuse F1 exceeds the preset current value, the battery management controller controls the switch component S4 to disconnect. After opening, the current passes through the arc-extinguishing fuse F1, and the arc-extinguishing fuse F1 heats up and blows quickly, thereby cutting off the high-voltage circuit and effectively protecting the vehicle and the system.

[0044] exist Figure 5 In the embodiment, the arc-extinguishing fuse F1 is connected in parallel with the switch S4, one end of the acquisition component 100 is respectively connected to one end of the arc-extinguishing fuse F1 and one end of the switch S4, the other end of the acquisition component 100 is connected to the second module M2, the other end of the second module M2 is connected to one end of the main negative relay S2, the other end of the main negative relay S2 is electrically connected to the second input-output node DClink- of the battery pack 10, one end of the first module M1 is respectively connected to the other end of the arc-extinguishing fuse F1 and the other end of the switch S4, the other end of the first module M1 is connected to one end of the pre-charging resistor R1 and one end of the main positive relay S1, the other end of the main positive relay S1 is electrically connected to the first input-output node DC link+ of the battery pack 10, the other end of the pre-charging resistor R1 is connected to one end of the pre-charging relay S3, the other end of the pre-charging relay S3 is respectively electrically connected to the other end of the main positive relay S1 and the first input-output node DC link+ of the battery pack 10.

[0045] In summary, the technical effects of the embodiments of the present application are as follows:

[0046] 1. The active power-off function of the high-voltage electrical architecture system is realized. When a fault current is detected, the high voltage can be quickly disconnected to ensure the safety of the vehicle and users. The system power-off time is consistent and robust. At the same time, it also solves the contradiction between the large-specification main fuse required for high performance of the vehicle and the small fault current during low-temperature and low-SOC short circuit, avoiding the phenomenon of long disconnection time causing vehicle heating and fire.

[0047] 2. Under normal circumstances of the arc-extinguishing fuse (when the power-off switch is closed), the current passing through is very small and can be basically ignored. There is no fatigue effect caused by the impact current, and the service life is not reduced, which improves the stability of the system.

[0048] 3. Matching verification test of main fuse and relay is no longer required, saving manpower and material resources. At the same time, arc-extinguishing fuse can be designed as a platform to reduce vehicle cost.

[0049] According to the battery pack proposed in the embodiment of the present application, one end of the first module is electrically connected to the first input-output node of the battery pack, one end of the second module is electrically connected to the second input-output node of the battery pack, the other end of the second module is electrically connected to one end of the collection component, the switch component and the fuse component are connected in parallel, the first parallel node of the switch component and the fuse component is electrically connected to the other end of the first module, and the second parallel node of the switch component and the fuse component is electrically connected to one end of the collection component. When the current current value is greater than the preset current value, the switch component is in an open state and the fuse component is in a blown state; when the current current value is less than or equal to the preset current value, the switch component is in a closed state and the fuse component is in an unblown state. As a result, problems such as poor protection consistency of the existing high-voltage electrical architecture system, the risk of vehicle overheating and fire when a system failure occurs, fatigue effect during the use of the fuse, poor system stability, high maintenance and replacement costs of high-specification fuses, and increased workload of high-voltage system design verification are solved. The active power-off protection function in abnormal conditions of the high-voltage system can be realized, saving maintenance costs, avoiding the phenomenon of vehicle breakdown caused by disconnection of the main fuse due to fatigue effect, simplifying the design verification work of the high-voltage system, saving manpower and material resources, and improving vehicle stability and safety.

[0050] An embodiment of the present application also provides a high-voltage electrical architecture system, which includes the above-mentioned battery pack.

[0051] The high-voltage electrical architecture system proposed in the embodiment of the present application solves the problems of poor protection consistency of the existing high-voltage electrical architecture system, the risk of vehicle overheating and fire when a system failure occurs, and the fatigue effect produced during the use of the fuse, which causes poor system stability. In addition, the maintenance and replacement costs of high-specification fuses are high, which increases the workload of high-voltage system design verification. The system can realize the active power-off protection function under abnormal conditions of the high-voltage system, save maintenance costs, avoid the phenomenon of vehicle breakdown caused by disconnection of the main fuse due to fatigue effect, simplify the design verification work of the high-voltage system, save manpower and material resources, and improve vehicle stability and safety.

[0052] An embodiment of the present application also provides a vehicle, which includes the above-mentioned high-voltage electrical architecture system.

[0053] The vehicle proposed in the embodiment of the present application solves the problems of poor protection consistency of the existing high-voltage electrical architecture system, the risk of vehicle overheating and fire when a system failure occurs, fatigue effect during the use of the fuse, resulting in poor system stability, high maintenance and replacement costs of high-specification fuses, and increased workload of high-voltage system design verification. The active power-off protection function under abnormal conditions of the high-voltage system can be implemented, saving maintenance costs, avoiding the phenomenon of vehicle breakdown caused by disconnection of the main fuse due to fatigue effect, simplifying the high-voltage system design verification work, saving manpower and material resources, and improving vehicle stability and safety.

[0054] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "some examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0055] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, "a" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0056] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiment, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

Claims

1. A battery pack, characterized in that: include: A first module, a switch component, a fuse component, a second module and a collection component for collecting the current value in the battery pack, wherein: One end of the first module is electrically connected to a first input / output node of the battery pack; One end of the second module is electrically connected to the second input / output node of the battery pack, and the other end of the second module is electrically connected to one end of the collection component; The switch component and the fuse component are connected in parallel, a first parallel node of the switch component and the fuse component is electrically connected to the other end of the first module, and a second parallel node of the switch component and the fuse component is electrically connected to one end of the acquisition component. When the current current value is greater than a preset current value, the switch component is in an open state, and the fuse component is in a blown state; when the current current value is less than or equal to the preset current value, the switch component is in a closed state, and the fuse component is in an unblown state.

2. The battery pack according to claim 1, characterized in that: Also includes: An energy storage component is connected in series with the fuse component.

3. The battery pack according to claim 2, characterized in that: The energy storage element is obtained by one capacitor or a plurality of capacitors connected in series.

4. The battery pack according to any one of claims 1 to 3, characterized in that: The switch element is at least one of a mechanical switch, a pyrotechnic switch, a relay and a power tube.

5. The battery pack according to claim 4, characterized in that: The fuse is an arc-extinguishing fuse.

6. The battery pack according to claim 5, characterized in that: Also includes: A first relay, wherein one end of the first relay is electrically connected to a first input / output node of the battery pack, and the other end of the first relay is connected to one end of the first module.

7. The battery pack according to claim 6, characterized in that , also includes: A second relay, one end of the second relay is electrically connected to the second input-output node of the battery pack, and the other end of the second relay is connected to one end of the second module.

8. The battery pack according to claim 7, characterized in that: Also includes: a third relay, one end of the third relay being electrically connected to one end of the switch element and the first input / output node of the battery pack, and the other end of the third relay being electrically connected to the other end of the first relay and one end of the first module; A resistor is connected in series with the third relay, one end of the resistor is respectively connected to the other end of the first relay and one end of the first module, and the other end of the resistor is connected to the other end of the third relay.

9. A high voltage electrical architecture system, characterized in that: include: A battery pack as claimed in any one of claims 1 to 8.

10. A vehicle, characterized in that: include: The high voltage electrical architecture system as claimed in claim 9.

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