Storage battery control circuit for commercial vehicle
By adopting the parallel resistor module and an abnormality processing mechanism in the commercial vehicle power management system, the current acquisition error and lack of alarm are solved, and high-precision current acquisition and abnormality processing are realized to ensure the safety of the system and users.
Patent Information
- Application Number
- CN202421656817.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-07-14
- Publication Date
- 2025-07-29
- Estimated Expiration
- 2034-07-14
AI Technical Summary
The existing commercial vehicle power management system cannot accurately collect current in the battery, resulting in accumulating SOC errors and lack of an abnormal alarm system, which leads to inability to process timely when the battery temperature or current exceeds the standard, affecting system functions and user use.
The parallel resistor module is used to collect large current and small current, and three abnormal situation processing mechanisms are set up, including early warning, alarm and fault processing, and real-time monitoring and management are carried out through the BMS battery control board and the PEM safety module.
It realizes high-precision current acquisition under large and small currents, avoids the accumulation of SOC errors, and promptly handles in abnormal situations, protects system functions and user safety.
Smart Images
Figure CN223168046U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to an application of a storage battery, in particular to a storage battery control circuit for commercial vehicles. Background Art
[0002] As a carrier for long-distance transportation and special vehicle modification, the power supply situation of the upper-mounted equipment on commercial vehicles has always received extensive attention. The research on the comprehensive control of the power supply of commercial vehicles will be an important core module for the intelligent management inside commercial vehicles, capable of providing functions such as the intelligent management of the vehicle's comprehensive power supply and the remote control of all vehicle electrical equipment. The main advantages are high system circuit integration, intelligent control, mobile phone remote control, wireless remote upgrade, intelligent security, central control of the comprehensive power supply, etc.
[0003] At present, in addition to the vehicle chassis electrical system, vehicle manufacturers or modification factories need to install a power management system on the vehicle for the power supply and distribution of electrical equipment on the vehicle. However, in the existing power management system, the accurate acquisition of the current in the storage battery cannot be achieved, resulting in the accumulation of SOC errors caused by current acquisition errors during long-term charge and discharge processes. Moreover, in the existing power management system, there is no abnormal alarm system, so when the battery temperature exceeds the rated value or the current exceeds the rated value, it cannot be processed in time, causing damage to the system function, as well as impacts on the bus voltage, current, and user use. Summary of the Invention
[0004] In view of the above technical problems, the utility model provides a storage battery control circuit for commercial vehicles. In this storage battery control circuit for commercial vehicles, the sampling resistor module uses two resistors in parallel to separately collect large currents and small currents, so as to achieve high collection accuracy under large currents and small currents, and avoid the accumulation of SOC errors caused by current acquisition errors during long-term charge and discharge processes. Moreover, there are three levels of abnormal situation handling applications set. When the battery temperature exceeds the rated value or the working current exceeds the rated value, an alarm can be sent and derating processing can be performed, rather than directly shutting down, to avoid affecting the system function and the bus voltage and user use.
[0005] To this end, the technical solution of the present utility model is a battery control circuit for a commercial vehicle, which includes a BMS battery control board. The BMS battery control board is provided with a high-level data line connection port and a low-level data line connection port. The BMS battery control board is provided with a charging MOS transistor Q3 and a discharging MOS transistor Q4. An electrical signal connection is established between the drain terminals of the charging MOS transistor Q3 and the discharging MOS transistor Q4. A capacitor C1 and a resistor R5A are connected between the drain terminals of the charging MOS transistor Q3 and the discharging MOS transistor Q4. The drain terminals of the charging MOS transistor Q3 and the discharging MOS transistor Q4 are simultaneously electrically connected to one end of the capacitor C1 and the resistor R5A. The other ends of the capacitor C1 and the resistor R5A are simultaneously electrically connected to the gate terminals of the charging MOS transistor Q3 and the discharging MOS transistor Q4, and are connected to the MOS control system;
[0006] A sampling resistor R3A and a sampling resistor R4A are provided at the source terminal of the discharging MOS transistor Q4. The source terminal of the discharging MOS transistor Q4 is electrically connected to one end of the sampling resistor R3A and the sampling resistor R4A respectively. The other ends of the sampling resistor R3A and the sampling resistor R4A are electrically connected and are commonly connected to a battery pack, and are electrically connected to the negative terminal of the battery pack. The positive terminal of the battery pack is connected to a PEM safety module, and the other end of the PEM safety module is connected to the battery pack positive output line B+;
[0007] The source terminal of the discharging MOS transistor Q4 is simultaneously connected to a pre-charging MOS transistor Q2. The source terminal of the discharging MOS transistor Q4 is electrically connected to the source terminal of the pre-charging MOS transistor Q2. The gate terminal of the pre-charging MOS transistor Q2 is connected to the MOS control system. The drain terminal of the pre-charging MOS transistor Q2 is connected to a pre-charge resistor R2A. The drain terminal of the pre-charging MOS transistor Q2 is electrically connected to one end of the pre-charge resistor R2A. The other end of the pre-charge resistor R2A is connected to a current-limiting resistor R1A and is electrically connected to one end of the current-limiting resistor R1A. The other end of the current-limiting resistor R1A is connected to a current-limiting MOS transistor Q1 and is electrically connected to the drain terminal of the current-limiting MOS transistor Q1. The gate terminal of the current-limiting MOS transistor Q1 is connected to the MOS control system. The source terminal of the current-limiting MOS transistor Q1 is electrically connected to the source terminal of the charging MOS transistor Q3 and is simultaneously connected to the battery pack negative output line B-. The connection end between the pre-charge resistor R2A and the current-limiting resistor R1A is electrically connected to the drain terminal of the charging MOS transistor Q3;
[0008] The current-limiting MOS transistor Q1 and the current-limiting resistor R1A form a current-limiting module, and the pre-charging MOS transistor Q2 and the pre-charge resistor R2A form a pre-charging module.
[0009] Preferably, the PEM safety module adopts an intelligent MOS control with temperature and current detection and sampling functions.
[0010] Preferably, the PEM safety module adopts a safety module control that can collect temperature, current, combustible gas and has a fire extinguishing function.
[0011] Preferably, the PEM safety module is controlled by a fuse alone.
[0012] The beneficial effect of the present utility model is that the sampling resistors R3A and R4A are arranged in a parallel resistance manner to collect large current and small current respectively, so as to achieve higher accuracy in different situations of large current and small current, and avoid the accumulation of SOC errors caused by current acquisition errors during long-term charge and discharge processes;
[0013] The battery management adopts a master-slave structure. One battery serves as the master, communicates externally, and manages the internal batteries internally. The battery pack can access two or more batteries. Among them, the batteries with BMS battery control boards that comply with master-slave control can be connected to this battery management system. Each battery has a BMS battery control board, a charging MOS tube Q3, a discharging MOS tube Q4, a current-limiting MOS tube Q1, a current-limiting resistor R1A, a pre-charge MOS tube Q2, a pre-charge resistor R2A, and a PEM safety module inside, which can realize independent charge and discharge, sampling, protection and safety control. Description of the Drawings
[0014] Figure 1 is the logic topology diagram of the multi-power energy management module of the present invention;
[0015] Figure 2 is the logic topology diagram of the multi-power energy supply application module of the present invention;
[0016] Figure 3 is the logic topology diagram of the multi-power energy flow and information flow of the present invention;
[0017] Figure 4 is the multi-power energy flow diagram of the present invention;
[0018] Figure 5 is the multi-power signal flow diagram of the present invention;
[0019] Figure 6 is the logic block diagram of the energy scheduling algorithm in the present invention;
[0020] Figure 7 is the logic circuit diagram of the battery module in the present invention;
[0021] Figure 8 is the logic control block diagram of the battery module in the present invention;
[0022] Figure 9 is the conventional engine speed and power curve diagram;
[0023] Figure 10It is the rotational speed and power curve diagram of the on-vehicle generator in the present invention;
[0024] Figure 11 It is the control schematic diagram of using the retrofit generator in the present invention;
[0025] Figure 12 It is the logic block diagram of the device application address signal in the present invention. Detailed implementation manners
[0026] The present invention will be further described below in conjunction with embodiments.
[0027] Through Figures 1 - 12 It can be seen that the multi-power energy supply application management system for commercial vehicles includes an energy supply application module and an energy management module. The energy supply application module includes a DC power supply module, an AC power supply module, an energy supply control module, on-vehicle AC loads, and on-vehicle DC loads. The energy supply application module also includes a DC bus and an AC bus.
[0028] The DC power supply module is electrically connected to the DC bus, and the DC power supply module realizes DC power transmission through the DC bus.
[0029] The energy supply control module is electrically connected to the DC bus and the AC bus respectively.
[0030] The energy supply control module is electrically connected to the on-vehicle AC loads to provide AC power for the on-vehicle AC loads, and the energy supply control module is electrically connected to the on-vehicle DC loads to provide DC power for the on-vehicle DC loads.
[0031] The AC power supply module is electrically connected to the AC bus, and the AC power supply module realizes AC power transmission through the AC bus. The AC bus is also electrically connected to the on-vehicle AC loads at the same time.
[0032] The DC power supply module includes a battery module, a DC generator, and a photovoltaic charger.
[0033] The battery module is electrically connected to the DC bus, and the DC generator and the DC bus are electrically connected through a DC-DC conversion module. The photovoltaic charger and the DC bus are electrically connected through a DC-DC conversion module.
[0034] The AC power supply module includes mains 220V, a charging pile, and a diesel AC generator. Mains 220V, the charging pile, and the diesel AC generator are electrically connected to the AC bus respectively.
[0035] The energy supply control module is provided with a DC power supply input port, an AC power supply input port, a DC power supply output port, an AC power supply output port, a charging and inversion integrated machine, a DC-DC conversion module, a PDU energy distribution module, a USB module, and a Bluetooth module. The charging and inversion integrated machine is provided with a plurality of AC interfaces and DC interfaces.
[0036] Specifically, multiple interfaces on the integrated charging and inversion machine can achieve conversions such as AC220V - DC48V, AC220V - AC220V direct connection, etc., and can be selectively connected according to the actual voltage conversion applied.
[0037] The DC - DC conversion module includes DC12V - DC48V, DC48V - DC12V, DC60V - DC48V, etc., and can be selectively connected according to the actual DC conversion applied.
[0038] The AC interface on the integrated charging and inversion machine is electrically connected to the AC power supply input port, the other end of the AC power supply input port is electrically connected to the AC bus, the other AC interface on the integrated charging and inversion machine is electrically connected to the AC power supply output port, the AC power supply output port is electrically connected to the vehicle-mounted AC load, the DC interface on the integrated charging and inversion machine is electrically connected to the DC power supply input port, the other end of the DC power supply input port is electrically connected to the DC bus, and the DC interface on the integrated charging and inversion machine is electrically connected to the battery module, which can charge the battery in reverse to achieve bidirectional conduction transmission.
[0039] One end of the DC - DC conversion module on the energy supply control module is electrically connected to the DC power supply input port, the other end of the DC power supply input port is electrically connected to the DC bus, the other end of the DC - DC conversion module is respectively electrically connected to the PDU energy distribution module and the USB module, the other end of the PDU energy distribution module is electrically connected to the DC power supply output port, the other end of the DC power supply output port is electrically connected to the vehicle-mounted DC load, the other end of the USB module is electrically connected to the DC power supply output port, and the other end of the DC power supply output port is electrically connected to the vehicle-mounted DC load.
[0040] The energy supply control module is also provided with an EMS domain control module. The EMS domain control module is electrically connected to the end of the DC power supply input port far from the DC power supply module, and a central control screen is provided at the other end of the EMS domain control module, and the central control screen is electrically connected to the EMS domain control module.
[0041] By setting the EMS domain control module, the integrated charging and inversion machine, the DC - DC conversion module, the PDU energy distribution module, the USB module, and the Bluetooth module on the same integrated module, and connecting the external DC - DC conversion module, photovoltaic charger, battery, mains 220V, etc. through communication, through the control of the EMS domain control module, the communication of energy and information and the scheduling of energy are realized.
[0042] The energy management module includes a central control screen. One end of the central control screen is provided with a cloud server and a mobile phone terminal. Signals are transmitted to and from each other among the cloud server, the mobile phone terminal, and the central control screen through a communication bus. The other end of the central control screen and the EMS domain control module transmit signals to and from each other through a communication bus. The other end of the central control screen is also provided with a residential domain control module, a security domain control module, and a vehicle domain control module. Signals are transmitted to and from each other between the central control screen and the residential domain control module, the security domain control module, and the vehicle domain control module through a communication bus.
[0043] The EMS domain control module transmits signals to and from each other with the charging and inversion integrated machine, the DC-DC conversion module, the PDU energy distribution module, and the DC power supply module through a communication bus. The EMS domain control module transmits signals to and from each other with the USB module and the AC power supply module through an IO module.
[0044] The EMS domain control module and the mobile phone terminal transmit signals to and from each other through a Bluetooth module.
[0045] The battery module is provided with a BMS battery control board and a battery. The battery is electrically connected to the BMS battery control board. The other end of the BMS battery control board is electrically connected to the input end of the DC bus.
[0046] The BMS battery control board is provided with a high-level data line connection port and a low-level data line connection port.
[0047] The BMS battery control board is provided with a charging MOS transistor Q3 and a discharging MOS transistor Q4. The drain terminals of the charging MOS transistor Q3 and the discharging MOS transistor Q4 are electrically connected. A capacitor C1 and a resistor R5A are connected between the drain terminals of the charging MOS transistor Q3 and the discharging MOS transistor Q4. The drain terminals of the charging MOS transistor Q3 and the discharging MOS transistor Q4 are simultaneously electrically connected to one ends of the capacitor C1 and the resistor R5A. The other ends of the capacitor C1 and the resistor R5A are simultaneously electrically connected to the gate terminals of the charging MOS transistor Q3 and the discharging MOS transistor Q4 and are connected to the MOS control system.
[0048] The source terminal of the discharging MOS transistor Q4 is provided with a sampling resistor R3A and a sampling resistor R4A. The source terminal of the discharging MOS transistor Q4 is electrically connected to one ends of the sampling resistor R3A and the sampling resistor R4A respectively. The other ends of the sampling resistor R3A and the sampling resistor R4A are electrically connected and are commonly connected to a battery and are electrically connected to the negative terminal of the battery. The positive terminal of the battery is connected to a PEM safety module. The other end of the PEM safety module is connected to the battery positive output line B+.
[0049] The source terminal of the discharge MOS transistor Q4 is simultaneously connected to the pre-charge MOS transistor Q2. The source terminals of the discharge MOS transistor Q4 and the pre-charge MOS transistor Q2 are electrically connected. The gate terminal of the pre-charge MOS transistor Q2 is connected to the MOS control system. The drain terminal of the pre-charge MOS transistor Q2 is connected to a pre-charge resistor R2A. The drain terminal of the pre-charge MOS transistor Q2 and one end of the pre-charge resistor R2A are electrically connected. The other end of the pre-charge resistor R2A is connected to a current-limiting resistor R1A, and is electrically connected to one end of the current-limiting resistor R1A. The other end of the current-limiting resistor R1A is connected to a current-limiting MOS transistor Q1, and is electrically connected to the drain terminal of the current-limiting MOS transistor Q1. The gate terminal of the current-limiting MOS transistor Q1 is connected to the MOS control system. The source terminal of the current-limiting MOS transistor Q1 and the source terminal of the charging MOS transistor Q3 are electrically connected, and are simultaneously connected to the negative output line B- of the battery. The connection terminal between the pre-charge resistor R2A and the current-limiting resistor R1A is electrically connected to the drain terminal of the charging MOS transistor Q3.
[0050] The current-limiting MOS transistor Q1 and the current-limiting resistor R1A form a current-limiting module, and the pre-charge MOS transistor Q2 and the pre-charge resistor R2A form a pre-charge module.
[0051] The PEM safety module adopts intelligent MOS control with temperature and current detection and sampling functions. The PEM safety module can also adopt a safety module control that can collect temperature, current, combustible gas and has a fire extinguishing function, which can achieve a higher level of safety configuration and realize the fault control in the early stage of the battery.
[0052] The PEM safety module can also be controlled by a fuse alone.
[0053] The residential domain control module includes a cooking system module, a water use system module, and a purification system module.
[0054] The security domain control module includes an audio-visual monitoring module, an intrusion detection module, and a height limit detection module.
[0055] The vehicle domain control module includes a vehicle information module, a navigation and positioning module, and a rental control module.
[0056] The main function of the EMS domain control module is to collect the input and output information of the energy of the charging and inversion integrated machine, the DC-DC conversion module, etc., and also includes temperature, power, status values, fault values, etc., and performs coordinated control to achieve the optimal configuration and distribution of energy. It can achieve priority use control, such as photovoltaic energy and giving priority to using the power supply of the vehicle in front according to the engine status, isolate the faulty equipment and disconnect it from the DC bus. The connected equipment includes the charging and inversion integrated machine, the DC-DC conversion module, the BMS battery control board, the photovoltaic charger, etc.
[0057] The residential domain control module realizes the intelligent interconnection and intelligent control of the intelligent energy management system, cooking and food storage system, water storage and purification system, air conditioning and air purification system, audio-visual entertainment system, sleep monitoring system, etc., as well as the definition of scenario modes and one-key switching.
[0058] Specifically, the water storage and purification system can detect water level information, judge the water storage and purification status according to user and water level information, and issue corresponding fault warnings.
[0059] The cooking and food storage system can detect gases such as combustible gas and CO, give alarms and control the refrigerator. For intelligent refrigerators, information can be transmitted between the refrigerator and the central control screen through wifi to realize the functions of an intelligent refrigerator.
[0060] The air conditioning and air purification system can detect and display the indoor and outdoor temperature and humidity, and can also detect PM2.5 and PM10. According to the temperature, humidity and air quality, the air conditioning parameters are adjusted to realize the adjustment of the temperature, humidity and air quality in the vehicle.
[0061] The security domain control module has the functions of intrusion detection, active safety and intelligent monitoring. Intrusion detection can detect the intrusion situation of the vehicle in the locked state through infrared light and the status of doors and windows, and send it to the user's mobile phone through the system for prompt alarm. Active safety mainly focuses on the vehicle height limit problem during driving, and real-time detection of inclination and tire pressure is carried out to prevent corresponding vehicle failures. The devices connected to the security domain control module include video monitoring, infrared sensors, door and window travel switches, obstacle ultrasonic sensors, inclination sensors, tire pressure sensors, etc.
[0062] Specifically, active safety can also handle and notify abnormal problems such as combustible gas leakage, water leakage, power abnormality, and tire pressure abnormality alarm in a timely manner to ensure the safety of people, vehicles, objects, water, electricity and gas, and also has a one-key emergency call function.
[0063] The vehicle domain control module can realize vehicle status information such as automatic positioning, campsite recommendation, vehicle fuel consumption, and driving mileage to ensure the safety of vehicle driving. At the same time, it has relevant technical support for rental transactions such as one-key car reservation and digital keys on the rental platform.
[0064] Specifically, the main function of this vehicle domain control is to monitor vehicle information, such as engine status, generator status, driving speed, door lock information, positioning information, etc. According to needs, the energy of the generator of the vehicle in front is recovered, and functions such as remote opening and closing of the vehicle are realized in cooperation with the cloud server. The devices connected to it include the vehicle chassis domain control, navigator, etc. It classifies addresses according to devices, and devices can apply for addresses. The domain control assigns addresses to devices according to the device type and the application of newly connected devices. After successful registration and assignment, the device and the domain control will write the address domain, and the device installer needs to confirm it to ensure the use safety.
[0065] Domain control devices are arranged in sequence according to different device address spaces. The address space and parameter storage address are incremented in the form of address space plus device serial number. If a new device is added, it is arranged according to the new device address and content, such as:
[0066] The EMS domain control module address is 02, so the device under the EMS domain control module is 0x20000. The charging and inverter integrated address is 1, so the charging and inverter integrated device is 0x21***. The DC-DC converter module address is 2, so the DC-DC converter module address is 0x22***. Other devices are similar, as shown in the figure:
[0067] Equipment Base Address Remarks EMS Domain Control Module 0x20000 Energy Management Domain Control Base Address Integrated Charger and Inverter 0x21000 Can Connect 15 Integrated Chargers and Inverters, 0x21100 - 0x21F00 DC - DC Conversion Module 0x22000 BMS Battery Control Board 0x23000 DC Generator 0x24000 AC Generator 0x25000 PDU Power Distribution Module 0x26000 ... ...
[0068] The address of the first integrated charger / inverter under the EMS domain control module is 0x21100, and its parameter addressing is:
[0069]
[0070] If a second charging and inverter is added, the base address is 21200, and its parameter addressing is:
[0071]
[0072] The communication bus includes CAN bus and 485 bus. When charging and inverter integrated devices, DC-DC conversion modules and other devices are connected, they must be connected to the communication network in a unified data format. In order to maintain the openness of the communication interface, the interface can allow other types of devices to access. However, when accessing, they must be converted according to the corresponding communication protocol and connected to the interface converter.
[0073] Taking the DC-DC converter module device application address under the CAN bus as an example, the steps for applying for and confirming the address are as follows:
[0074] Step 1: The device initiates an address request message 0x22FF0, which includes a device serial code.
[0075] Step 2: After receiving 0x22FF0, the EMS sends a data frame with the assigned address and device serial number according to the time sequence of the received device applications.
[0076] Step 3: If the device fails to apply for an address, it will try again after a period of time until it successfully applies for an address.
[0077] Step 4: The EMS domain control module records the device serial code and the corresponding device address on the EMS domain control module. At the same time, the address of the device returned by the EMS domain control module is received by the device with the corresponding device serial code, and the device address is set and saved.
[0078] Step 5: The EMS domain control module and the device communicate according to the allocated address, based on the content and format of the communication protocol.
[0079] Step 6: If the device that has been assigned an address does not respond without being commanded to sleep or exit by the EMS domain control module, the EMS domain control module will retain the address and feedback an error to the user through the central control screen and the cloud server until the problem is solved.
[0080] In the case of no communication between the device and the EMS domain control module, disconnect the input and output from the power bus to isolate the fault and avoid power bus faults or fluctuations caused by out-of-control situations.
[0081] When reconnecting due to communication problems, the EMS domain control module determines the allowable input and output voltages and currents based on the current power source and load conditions. After the EMS domain control module establishes a connection with the device and information is exchanged, the device cuts into the power bus according to the instructions of the EMS domain control module. In the case of no response from the device, the EMS domain control module comprehensively judges the power line information. When there is still no communication on the power line, cut off its input and output interfaces and give an alarm prompt. If a new device is replaced, the new device applying for an address will preferentially use the address where the error has occurred, and communicate according to the new address and the device serial code after allocation.
[0082] The DC bus includes a DC12V DC bus, a DC24V DC bus, and a DC48V DC bus.
[0083] A management method for a multi-power energy supply application management system of a commercial vehicle includes the following:
[0084] The DC power supply module outputs direct current, and the output direct current is electrically connected to the DC interface on the charging and inversion integrated machine to provide direct current for the charging and inversion integrated machine. After the direct current is voltage-converted inside the charging and inversion integrated machine, it is electrically connected to the AC interface on the charging and inversion integrated machine, and the AC interface on the charging and inversion integrated machine provides alternating current for the on-vehicle AC load to meet the normal operation of the AC load equipment.
[0085] The direct current output by the DC power supply module is also electrically connected to the EMS domain control module to provide direct current for the EMS domain control module. At the same time, the EMS domain control module, the mobile phone terminal, the central control screen, and the cloud server are electrically connected to each other.
[0086] The direct current output by the DC power supply module is also electrically connected to the PDU energy distribution module to provide direct current for the PDU energy distribution module. The PDU energy distribution module provides direct current for the on-vehicle DC load to meet the normal operation of the on-vehicle DC load equipment.
[0087] The direct current output by the DC power supply module is electrically connected to the USB module at the same time. The USB module provides direct current for in-vehicle DC loads, meeting the normal operation of in-vehicle DC load devices.
[0088] The AC power supply module outputs alternating current. The output alternating current provides alternating current for in-vehicle AC loads and is electrically connected to the AC interface on the charging and inversion integrated machine at the same time to provide alternating current for the charging and inversion integrated machine.
[0089] The EMS domain control module collects the signals of the DC power supply module, PDU power distribution module, DC-DC conversion module, and charging and inversion integrated machine respectively to achieve signal transmission and control.
[0090] The EMS domain control module communicates with the mobile phone terminal and the central control screen respectively to achieve signal transmission.
[0091] The EMS domain control module is signal-connected to the battery on the DC power supply module. The EMS domain control module collects the power information of the battery and realizes signal transmission with the battery.
[0092] The EMS domain control module is signal-connected to the DC-DC conversion module. The EMS domain control module collects the electrical signals on the DC-DC conversion module and realizes signal transmission with the DC-DC conversion module.
[0093] The mobile phone terminal and the cloud server are connected through 4G, 5G or wifi signals to achieve signal transmission between the mobile phone terminal and the cloud server.
[0094] The central control screen and the cloud server are connected through the cloud to achieve signal transmission between the central control screen and the cloud server.
[0095] The mobile phone terminal and the central control screen are connected through wifi signals or Bluetooth signals to achieve signal transmission between the mobile phone terminal and the central control screen.
[0096] The EMS domain control module and the mobile phone terminal are connected through Bluetooth signals to achieve signal transmission between the EMS domain control module and the mobile phone terminal. To prevent emergency communication between the mobile phone terminal and the EMS domain control module in the case of no signal or damage to the central control screen, retain the basic power supply and equipment control, which can improve the safety and reliability of the overall system. The central control screen has a wireless router function, connects to the network through 4G / 5G, and provides a WLAN function.
[0097] When a DC generator is connected, the DC generator outputs direct current. After being converted by the DC-DC conversion module, the converted direct current is electrically connected to the DC interface on the charging and inversion integrated machine to provide direct current for the charging and inversion integrated machine. After the voltage conversion inside the charging and inversion integrated machine, the direct current is electrically connected to the AC interface on the charging and inversion integrated machine. The AC interface on the charging and inversion integrated machine provides alternating current for in-vehicle AC loads, meeting the normal operation of AC load devices.
[0098] The converted direct current is electrically connected to the battery module at the same time, providing direct current for the battery module, and the battery module controls the power energy of the multi-power energy supply application management system for commercial vehicles.
[0099] The battery module provides direct current for the EMS domain control module. At the same time, the battery module converts the direct current through the DC-DC conversion module. The converted direct current provides direct current for the USB module and the PDU energy distribution module respectively. The USB module and the PDU energy distribution module provide direct current for the on-vehicle DC load respectively, meeting the normal operation of the on-vehicle DC load equipment.
[0100] The specific method for controlling the power energy of the multi-power energy supply application management system for commercial vehicles through the battery module is as follows:
[0101] Step (1): According to the total battery capacity C n , state of charge SOC, state of health SOH, temperature t and charging current I c (t), discharge current I d (t), and the relationship expressions between temperature t, rated charging rate P c (t), discharge rate P d (t) to determine the current maximum allowable charging I cmax or maximum discharge current I dmax .
[0102] Maximum charging current: I cmax = C n × SOC × SOH × I c (t) × P c (t)
[0103] Maximum discharge current: I dmax = C n × SOC × SOH × I d (t) × P d (t)
[0104] Among them, for SOC estimation, the ampere-hour integration method, terminal voltage estimation method, and Kalman filtering method can be used for SOC estimation.
[0105] Pc(t) and Pd(t) are the relationships between temperature and charging current, which are normalized function expressions, and there are the following relationships:
[0106]
[0107]
[0108] According to different battery types and manufacturers, the coefficients are different. For the convenience of calculation, after obtaining data through experiments, data fitting is carried out to obtain curve data. The fitting is not limited to the polynomial function expression. Similarly, there is a similar expression for Pd(t). When this value is zero, it represents the state of prohibited charging or discharging.
[0109] Step (2): The battery information status is obtained by the BMS battery control board and sent to each connected device. Each device reports the load conditions and the conditions of the input source to the EMS domain control module. After receiving them, the EMS domain control module performs calculations, and the instantaneous energy scheduling satisfies the principle of power input balance, that is:
[0110]
[0111] Since there is a conversion efficiency η i (t and a power limit normalization function σ i (t, the above formula can be written as:
[0112]
[0113] On the AC bus and the DC bus, the voltages are kept balanced and consistent. Therefore, power balance can be converted into the control of current, that is:
[0114]
[0115] Step (3): The EMS domain control module schedules the input and output energy according to the input, output conditions and requests of the connected devices. The scheduling algorithm takes the lowest system operation cost, the best environmental protection, the highest safety, and the best fit with user usage habits as the optimization goals.
[0116] The system cost Cp takes the comprehensive cost of the power generation cost Cp1, the power purchase cost Cp2, the equipment cost Cp3, the maintenance and repair cost Cp4, and the demand response cost Cp5 as the optimization goal, that is:
[0117]
[0118] The environmental protection takes the total carbon emissions Cc as the optimization goal. The carbon emissions take the total power generation of the photovoltaic Cc1, the power generation of the vehicle in front Cc2, the commercial power Cc3, and the diesel generator Cc4 as the optimization goal, that is:
[0119]
[0120] The safety comprehensive Cf takes the equipment safety Cf1, the personnel safety Cf2, and the collaborative scheduling safety Cf3 as the assessment goals, that is:
[0121]
[0122] The comprehensive user habit Cm takes the time coupling degree Cm1 and the energy coupling degree Cm2 as the assessment targets, that is:
[0123]
[0124] Step (4): Each device inputs and outputs energy according to the allocation of the EMS domain control module. Generally, the input and output are commanded by the EMS domain control module. At the same time, each device has an emergency switch to ensure that the basic functions of individual devices can be realized in case of the failure of the overall system to meet the basic functional requirements.
[0125] Step (5): Each device detects its own input voltage, input current, output voltage, output current, temperature and other conditions. In case of abnormal conditions, it reports the status and enters the abnormal handling program. The abnormal handling program is to disconnect from the bus and alarm. The EMS domain control module conducts the overall scheduling of the system according to the severity of the device abnormal conditions.
[0126] When a photovoltaic charger is connected, the photovoltaic charger outputs direct current, which is converted by the DC-DC conversion module. The converted direct current is electrically connected to the DC interface on the charging and inversion integrated machine to provide direct current for the charging and inversion integrated machine.
[0127] When the commercial power of 220V is connected, the output AC220V voltage of the commercial power provides alternating current for the on-vehicle AC load, and at the same time is electrically connected to the AC interface on the charging and inversion integrated machine to provide alternating current for the charging and inversion integrated machine.
[0128] When a charging pile is connected, the output AC220V voltage of the charging pile provides alternating current for the on-vehicle AC load, and at the same time is electrically connected to the AC interface on the charging and inversion integrated machine to provide alternating current for the charging and inversion integrated machine.
[0129] When a diesel AC generator is connected, the output AC220V voltage of the diesel AC generator provides alternating current for the on-vehicle AC load, and at the same time is electrically connected to the AC interface on the charging and inversion integrated machine, and can also provide alternating current for the charging and inversion integrated machine.
[0130] Since the DC interface on the charging and inversion integrated machine is electrically connected to the battery module, when the DC power supply module or the AC power supply module provides electric energy for the charging and inversion integrated machine, the charging and inversion integrated machine can charge the battery module.
[0131] In step (1), the SOC estimation uses the Kalman filtering method for SOC estimation.
[0132] In step (3), since each device and system is a function of time, in order to implement the optimization algorithm in the embedded system, the basic data formed by the existing devices and systems is combined with the utilization of the original data and the prediction of the future for energy scheduling.
[0133] In step (3), the energy scheduling algorithm includes the following steps:
[0134] Step (3-1): Preset the input and distribution model and initialize the model according to the pre-set voltage, power range, SOC and other information.
[0135] Step (3-2): Preset the hyperplane power input and output weights through model parameters.
[0136] Step (3-3): Power input and output are performed according to preset weights.
[0137] Step (3-4): Divide each source, load and internal energy storage component into independent sub-areas, assign fixed weights when the control system structure remains unchanged, and re-assign fixed weights when the control system changes and according to the communication authentication access of the connected device.
[0138] The allowable range values are calculated based on the voltage, power, current, temperature, maximum power, and efficiency of each input, and the allowable voltage range values of each output current and power are calculated.
[0139] Step (3-5): Cross-match each input signal and output signal, select the optimal value of each input signal and output signal, and eliminate the combination planes that do not meet the solution.
[0140] Step (3-6): Iterate and determine whether the global optimal solution is reached and whether the solution enters the dead zone. If the global optimal solution is reached, store the current configuration parameters; otherwise, return to step (3-4).
[0141] Steps (3-7): The global optimal solution has been reached. After configuring the input and output signals, the output is performed according to the optimized parameters. At the same time, a 1-hour source load prediction is performed based on the system capacity, SOC, power, light intensity, etc.
[0142] Step (3-8): Execute the strategy within 2 minutes. If the source and load are within the predicted range and time, continue to execute the original strategy and preset allocation model. Otherwise, go to step (3-4) for recalculation.
[0143] In step (5), abnormal situation processing is divided into three levels, namely early warning, alarm, and fault.
[0144] When the abnormality level is warning, the warning status is reported and the status information of the BMS battery control board 1 is read. If there is no abnormality, it continues to work according to the issued control strategy.
[0145] When the abnormal level is an alarm, report the alarm status, perform derating work, and read the status information of the BMS battery control board 1. If there is no abnormality, continue to work according to the issued control strategy.
[0146] When the abnormal level is a fault, report the fault status and cut off the working state to stop working.
[0147] Specifically, the DC generator includes the original vehicle DC generator and the retrofitted DC generator, and both generators use excitation generators.
[0148] When the original vehicle DC generator is connected, judge the status of the original vehicle DC generator according to the driving conditions of the vehicle, the reserve power of the engine, the voltage, current, and temperature of the generator, and determine the currently available power output by the original vehicle DC generator. When the voltage at the DC generator terminal remains constant, the output current determines the output power.
[0149] The sum of the original vehicle usage power Pr and the charging power Ps of the energy storage battery should be less than Pmax, and when the temperature changes, the output Pmax also changes with the temperature, that is:
[0150] Pr + Ps < Pmax Pmax = UI(T)
[0151] The application relationship between the charging current of the original vehicle DC generator between the reserve power of the engine and the maximum power of the original vehicle generator is:
[0152] Pc = min[APeg, Pmax].
[0153] A is the available coefficient of the engine reserve power, and the value < 1.
[0154] The specific calculation steps for charging using the original vehicle DC generator are as follows:
[0155] Step (a): Calculate the available power of the engine according to the DC engine speed and the available coefficient of the engine reserve power.
[0156] Step (b): Calculate the maximum output power of the DC generator according to the speed of the DC engine and the speed ratio.
[0157] Step (c): Determine the maximum current Icmax currently allowed to be output by the DC generator according to the temperature of the DC generator.
[0158] Step (d): Calculate the current required by the generator according to the control strategy: Icin < Icmax.
[0159] Step (e): Detect the speed and temperature of the DC engine to determine the optimal Icin and report it to the upper-level control system.
[0160] When connecting an after-installed DC generator, based on the original vehicle's DC generator, another DC generator is installed separately so that the original vehicle's DC generator and the after-installed DC generator do not affect each other, reducing the coupling between them. The after-installed DC generator uses a high-power DC generator to improve the utilization rate of the reserve power in the original vehicle's DC engine. For example, if the original vehicle's DC generator is selected as 12V / 1.5kW and the after-installed DC generator is selected as 60V / 5kW, the after-installed DC generator uses a DC-DC conversion module with a BUCK-BOOST structure to charge the battery module. At this time, Icin is the input current of the DC-DC conversion module.
[0161] Specifically, the after-installed DC generator is a hybrid-excitation DC generator. An excitation coil L1 is provided inside the hybrid-excitation DC generator. By adjusting the excitation current on the excitation coil L1, the excitation intensity of the DC generator is changed to control the output current Ic of the DC generator.
[0162] When controlling the power energy of this multi-power energy supply application management system for commercial vehicles through the battery module, the positive output line B+ of the battery is connected to the positive electrode of the battery through the PEM safety module. The negative output line B- of the battery is connected to the negative electrode of the battery through the charging MOS tube Q3, the discharging MOS tube Q4, and the sampling resistor R3A. The charging MOS tube Q3 and the discharging MOS tube Q4 are arranged in an opposite manner. When both the charging MOS tube Q3 and the discharging MOS tube Q4 are disconnected, no current flows in both directions. When it is necessary to prohibit charging and discharging, the charging MOS tube Q3 and the discharging MOS tube Q4 can be directly disconnected.
[0163] Specifically, when the battery charge reaches 100% or the temperature value is higher than the threshold, the charging MOS tube Q3 and the discharging MOS tube Q4 are disconnected, and at the same time, the current-limiting module branch is closed and the pre-charging module branch is closed. At this time, if there is an external charging circuit, it will charge with a very small current. Since this current is basically equal to the consumption of the battery system, overcharging will not occur. If the battery needs to output power to a load, it will be detected that there is an output current flowing through the resistor. At this time, the output current is a negative current, and the charging MOS tube Q3 and the discharging MOS tube Q4 are quickly turned on to realize the discharge of the battery.
[0164] When the battery reaches 0% or the temperature is lower than the threshold, disconnect the charging MOS transistor Q3 and the discharging MOS transistor Q4, and at the same time close the current-limiting module branch and the pre-charging module branch. At this time, there is still a load connected to the external circuit of the circuit, and it will discharge with a very small current. If the battery is connected to the charging circuit, an input current flowing through the resistor will be detected. At this time, the input current is a positive current. Quickly turn on the charging and discharging MOSs to achieve battery charging. When the battery reaches 0% and there is always a load, at this time, the battery voltage will continue to decrease. When it is lower than a certain threshold, the BMS battery control board is turned off, and at the same time, the current-limiting module branch and the pre-charging module branch are also turned off. The battery will be in a state of no current output, which can ensure that the battery will not be over-discharged. At this time, if an external charging power supply is connected, it will first wake up the BMS battery control board. The BMS battery control board then closes the current-limiting module branch and the pre-charging module branch. When it detects that parameters such as voltage and current return to normal, it turns on the charging MOS transistor Q3 and the discharging MOS transistor Q4 to achieve battery charging.
[0165] Finally, the intelligent control of the battery charge and discharge is realized, meeting the unified control of the individual control and the centralized control of the battery.
[0166] The battery management adopts a master-slave structure. One battery is used as the master, communicating externally and managing the internal batteries internally. Two or more batteries can be connected to the battery. Among them, the battery with a BMS battery control board that follows the master-slave control can be connected to this battery management system. Each battery has a BMS battery control board, a charging MOS transistor Q3, a discharging MOS transistor Q4, a current-limiting MOS transistor Q1, a current-limiting resistor R1A, a pre-charging MOS transistor Q2, a pre-charging resistor R2A, and a PEM safety module inside, which can realize independent charge and discharge, sampling, protection, and safety control.
[0167] By setting the sampling resistor R3A and the sampling resistor R4A in parallel resistance mode, the large current and the small current are collected respectively to achieve higher accuracy in different situations of large current and small current, as well as self-calibration and cumulative quantity calibration within the entire measurement range, avoiding the accumulation of SOC errors caused by current acquisition errors during long-term charge and discharge processes.
[0168] For the convenience of application, a removable battery is generally also equipped. This address application mode can access a portable power supply. The portable power supply can usually be used as a mobile power supply. It can be connected to the battery system for charging, or taken away and used as a mobile power supply in camping or other occasions. By being equipped with an energy interface and a communication interface, seamless access to the mobile power supply can be realized.
[0169] Since the mobile power supply can be used independently of the system, its power and voltage are in an unpredictable state. Therefore, portable mobile power supplies usually come with a DC-DC module. The DC-DC structure is a Buck-Boost topology, which can convert the voltage of the DC bus and the voltage and charging current of the battery, and control the current, so as to give priority to the use of the portable power supply. In case of emergency, the portable power supply can discharge to the power system.
[0170] The carried DC-DC module can also be converted into the voltage required by the user through transformation. The portable mobile power supply can carry a DC-AC inverter module to achieve inverter output, or through DC-DC conversion, it can achieve the output of multiple ports such as USB-A ports and USB-C ports. Through the equipped DC-DC, it can realize the conversion between batteries with different voltages, different capacities, and different state of charge, and realize the switching of priority use.
[0171] The original vehicle DC generator includes a 12V DC generator, and the retrofitted DC generator includes a 60V DC generator. When a 60V DC generator is installed, it can be adapted to the situation where the engine has sufficient reserve power, has a relatively spacious installation space, and is an independent power supply independent of the original vehicle system. In this solution, the 60V system and the DC bus can effectively increase the power range of each converter, and can provide a high-power, high-power density, efficient, and low-cost conversion and integration solution.
[0172] Between each domain control module and AC / DC equipment, they are connected in the form of a communication bus. The CAN bus is preferred, and the J1939 protocol is used. When using 485, the standard modbus protocol is used for access.
[0173] In this topology, the central control screen is connected to the EMS domain control module, the living domain control, the security domain control, and the vehicle domain control through a communication bus, which can be a 485 or CAN bus. The CAN bus is preferred. The domain controls are distinguished by address codes, and the general J1939 protocol is used. The domain control addresses are set uniquely and operate fixedly. For example:
[0174] Equipment Address Central Control Screen 01 EMS Domain Control Module 02 Residential Domain Control Module 03 Security Domain Control Module 04 Vehicle Domain Control Module 05 ... ...
[0175] This management system comprehensively accesses and manages the intelligent energy management system, cooking and food storage system, water storage and purification system, air conditioning and air purification system, audio-visual entertainment system, sleep monitoring system, security system, vehicle information, wireless transmission, and APP in the RV, and has functions such as vehicle-wide wifi, camp interconnection, real-time detection and uploading of equipment information, and at the same time, it can be easily perceived, controlled, and controlled by stickers, voice, and Bluetooth through the APP.
[0176] The energy management module collects, stores, and performs big data analysis on data, makes decisions based on the big data analysis, generates an optimal energy management strategy for commercial vehicles. At the same time, it receives the optimal management strategy, comprehensively considers the current input and output situations, and performs scheduling according to the optimized scheduling algorithm to achieve the optimal configuration with the lowest system operation cost, the best environmental protection, the highest safety, and the best fit with user usage habits. Meanwhile, in cooperation with other auxiliary functions, it enhances the user experience.
[0177] Only the above-mentioned are specific embodiments of the present invention, and the scope of implementation of the present invention cannot be limited thereby. Therefore, the replacement of equivalent components or equivalent changes and modifications made according to the scope of protection of the present invention shall still fall within the scope covered by the claims of the present invention.
Claims
1. A battery control circuit for a commercial vehicle, characterized in that: It includes a BMS battery control board, on which there are a high-level data line connection port and a low-level data line connection port. There are a charging MOS transistor Q3 and a discharging MOS transistor Q4 on the BMS battery control board. An electrical signal connection is provided between the drain electrodes of the charging MOS transistor Q3 and the discharging MOS transistor Q4. A capacitor C1 and a resistor R5A are connected between the drain electrodes of the charging MOS transistor Q3 and the discharging MOS transistor Q4. The drain electrodes of the charging MOS transistor Q3 and the discharging MOS transistor Q4 are simultaneously electrically connected to one end of the capacitor C1 and the resistor R5A. The other ends of the capacitor C1 and the resistor R5A are simultaneously electrically connected to the gate electrodes of the charging MOS transistor Q3 and the discharging MOS transistor Q4, and are connected to the control systems of the MOS transistor Q3 and the MOS transistor Q4; A sampling resistor R3A and a sampling resistor R4A are provided at the source electrode of the discharging MOS transistor Q4. The source electrode of the discharging MOS transistor Q4 is electrically connected to one end of the sampling resistor R3A and the sampling resistor R4A respectively. The other ends of the sampling resistor R3A and the sampling resistor R4A are electrically connected and are commonly connected to a battery pack and are electrically connected to the negative electrode of the battery pack. The positive electrode of the battery pack is connected to a PEM safety module, and the other end of the PEM safety module is connected to the battery pack positive output line B+; The source electrode of the discharging MOS transistor Q4 is simultaneously connected to a pre-charging MOS transistor Q2. The source electrode of the discharging MOS transistor Q4 is electrically connected to the source electrode of the pre-charging MOS transistor Q2. The gate electrode of the pre-charging MOS transistor Q2 is connected to the control system of the MOS transistor Q2. A pre-charge resistor R2A is connected to the drain electrode of the pre-charging MOS transistor Q2. The drain electrode of the pre-charging MOS transistor Q2 is electrically connected to one end of the pre-charge resistor R2A. The other end of the pre-charge resistor R2A is connected to a current-limiting resistor R1A and is electrically connected to one end of the current-limiting resistor R1A. The other end of the current-limiting resistor R1A is connected to a current-limiting MOS transistor Q1 and is electrically connected to the drain electrode of the current-limiting MOS transistor Q1. The gate electrode of the current-limiting MOS transistor Q1 is connected to the control system of the MOS transistor Q1. The source electrode of the current-limiting MOS transistor Q1 is electrically connected to the source electrode of the charging MOS transistor Q3 and is simultaneously connected to the battery pack negative output line B-. The connection end between the pre-charge resistor R2A and the current-limiting resistor R1A is electrically connected to the drain electrode of the charging MOS transistor Q3; The current-limiting MOS transistor Q1 and the current-limiting resistor R1A form a current-limiting module, and the pre-charging MOS transistor Q2 and the pre-charge resistor R2A form a pre-charge module.
2. The battery control circuit for commercial vehicles according to claim 1, characterized in that: The PEM safety module adopts intelligent MOS control with temperature and current detection and sampling functions.
3. The battery control circuit for commercial vehicles according to claim 1, characterized in that: The PEM safety module adopts a safety module control that can collect temperature, current, combustible gas and has a fire extinguishing function.
4. The battery control circuit for commercial vehicles according to claim 1, characterized in that: The PEM safety module is separately controlled by a fuse.