CN102130490A - Electric vehicle dual power supply system - Google Patents
Electric vehicle dual power supply system Download PDFInfo
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- 229910001416 lithium ion Inorganic materials 0.000 claims abstract description 63
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- 230000033228 biological regulation Effects 0.000 claims description 4
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- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 claims 1
- 150000002500 ions Chemical class 0.000 claims 1
- 229910052744 lithium Inorganic materials 0.000 claims 1
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- 101100272964 Arabidopsis thaliana CYP71B15 gene Proteins 0.000 description 1
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Abstract
Description
技术领域technical field
本发明涉及一种电动车用电源系统，尤其是以铅酸蓄电池组和锂离子蓄电池组作为动力的电动车双电源系统，铅酸蓄电池组和锂离子蓄电池组为电动机供电时呈并联关系，价格较高的锂离子蓄电池组工作电流限制在一定值之内，起步加速阶段超过锂离子蓄电池组限定值的那部分大电流由价格低廉的铅酸蓄电池组提供，从而达到避免大电流及大的电流波动对锂离子蓄电池组的损伤，延长锂离子蓄电池组循环使用寿命、降低整车寿命范围内使用铅酸蓄电池和锂离子蓄电池总体成本目的。属于电动车电源技术领域。The invention relates to a power supply system for an electric vehicle, especially a dual power supply system for an electric vehicle powered by a lead-acid battery pack and a lithium-ion battery pack. The working current of the higher lithium-ion battery pack is limited within a certain value, and the part of the large current exceeding the limit value of the lithium-ion battery pack during the acceleration phase is provided by the low-cost lead-acid battery pack, so as to avoid high current and large current The purpose of reducing the damage of fluctuations to lithium-ion battery packs is to prolong the cycle life of lithium-ion battery packs and reduce the overall cost of using lead-acid batteries and lithium-ion batteries within the life of the vehicle. The utility model belongs to the technical field of electric vehicle power supply.
背景技术Background technique
目前，市面上所售的电动车动力源有铅酸蓄电池组或者锂离子蓄电池组。铅酸蓄电池比能量仅为35Wh/kg、比功率仅能达到250W/kg，单体循环使用寿命在大于70DOD％情况下为500次，车辆单次充电行驶里程仅为150公里，整车自重极大。但是铅酸蓄电池可靠性好，具100多年的应用历史，电动车目前有80％～90％的采用率，原材料易得，价格便宜(铅酸电池和锂离子电池的材料费比值为1∶23)，放电电压大于极限值时的内阻变化不大，大电流充、放电对起动型铅酸蓄电池组寿命影响不大。At present, the power sources of electric vehicles sold on the market include lead-acid battery packs or lithium-ion battery packs. The specific energy of the lead-acid battery is only 35Wh/kg, and the specific power can only reach 250W/kg. The cycle life of the single battery is 500 times when it is greater than 70DOD%. The mileage of a single charge of the vehicle is only 150 kilometers. big. However, lead-acid batteries have good reliability and have a history of more than 100 years of application. Electric vehicles currently have an adoption rate of 80% to 90%. The raw materials are easy to obtain and the price is cheap (the material cost ratio of lead-acid batteries and lithium-ion batteries is 1:23. ), the internal resistance does not change much when the discharge voltage is greater than the limit value, and the high-current charge and discharge have little effect on the life of the starting lead-acid battery pack.
锂离子蓄电池能量密度高达180W·h/L，功率密度高达778W/L，平均输出电压3.2V，能在-30～65℃较宽的工作温度范围宽工作，无记忆效应，在急充电状态下能够在十几分钟内充80％左右的电量，对环境污染极小，锂离子蓄电池单体在小电流恒流以及大于70DOD％情况下循环使用寿命高达2000次左右，自放电率仅为3％-5％等优点，是纯电动汽车首选动力源。但是市区中运行的纯电动汽车由于受数目众多的交通信号灯及交通拥挤的限制，迫使其频繁制动停车、起步加速。虽然锂离子蓄电池单体的循环使用寿命在大于70DOD％的情况下高达2000次，但是当把超过一定节数的锂离子蓄电池单体串联成组之后，因为各电池的电压、内阻、温度和容量的不一致等多重因素，导致一部分蓄电池单体使用过程中会比其他蓄电池单体先达到充满或放空的状态，从而使得这部分电池容易处于过充电或过放电的状态。锂离子蓄电池组的实车使用寿命仅能达到500次，其中起步加速过程中的大电流是导致锂离子蓄电池组过早损坏的主要原因。The energy density of lithium-ion batteries is as high as 180W h/L, the power density is as high as 778W/L, and the average output voltage is 3.2V. It can work in a wide operating temperature range of -30-65°C without memory effect. It can charge about 80% of the electricity within ten minutes, and has minimal environmental pollution. The cycle life of lithium-ion battery cells is as high as 2000 times under the condition of small current and constant current and greater than 70DOD%, and the self-discharge rate is only 3%. -5% and other advantages, it is the preferred power source for pure electric vehicles. However, pure electric vehicles operating in urban areas are forced to brake frequently and stop, and start to accelerate due to the restriction of numerous traffic lights and traffic congestion. Although the cycle life of a lithium-ion battery cell is as high as 2000 times when it is greater than 70DOD%, when more than a certain number of lithium-ion battery cells are connected in series, due to the voltage, internal resistance, temperature and Inconsistencies in capacity and other multiple factors cause some battery cells to be fully charged or discharged earlier than other battery cells during use, which makes these cells easily in an overcharged or overdischarged state. The actual vehicle service life of the lithium-ion battery pack can only reach 500 times, and the high current during the acceleration process is the main reason for the premature damage of the lithium-ion battery pack.
本项目拟采用铅酸蓄电池组和锂离子蓄电池组相配合使用，使价格较低的铅酸蓄电池组工作于起步加速阶段大电流及大的电流波动、对电池组损伤较大的工况，而价格较高的锂离子蓄电池组始终工作于一定的放电电流范围、对锂离子蓄电池组损坏较小的工况。铅酸蓄电池组和锂离子蓄电池组配合使用过程中，由于总的电流被两电池组共同承担，因此，双电源系统的比功率能轻松地满足车辆起步加速要求。在车辆起步加速阶段，由于铅酸蓄电池组和锂离子蓄电池组呈并联关系，使得总的电源内阻远远小于两种电池组中的任何一种内阻，从而使得起步加速阶段的内阻消耗极大地减少，达到有效地延长纯电动汽车行驶里程目的。This project plans to use lead-acid battery packs and lithium-ion battery packs in combination, so that the lower-priced lead-acid battery packs can work in the working conditions of high current and large current fluctuations in the initial acceleration stage, which will cause greater damage to the battery pack, while Lithium-ion battery packs with higher prices always work in a certain range of discharge current and less damage to lithium-ion battery packs. When the lead-acid battery pack and the lithium-ion battery pack are used together, since the total current is shared by the two battery packs, the specific power of the dual power supply system can easily meet the vehicle start-up acceleration requirements. In the acceleration stage of the vehicle, since the lead-acid battery pack and the lithium-ion battery pack are connected in parallel, the total internal resistance of the power supply is much smaller than the internal resistance of any of the two battery packs, so that the internal resistance consumption in the acceleration stage Greatly reduced, to effectively extend the mileage of pure electric vehicles.
发明内容Contents of the invention
本发明的目的是为了克服现有以铅酸蓄电池组为动力的电动车自重太重、行驶里程极短，而以锂离子蓄电池组为动力的电动车起步加速阶段大电流及大的电流波动使得锂离子蓄电池组的使用寿命极大地缩短的缺点，设计出一种在电动车上配置铅酸蓄电池组和锂离子蓄电池组的双电源系统。The purpose of the present invention is to overcome the heavy self-weight and extremely short mileage of electric vehicles powered by lead-acid battery packs, while the large current and large current fluctuations in the starting acceleration stage of electric vehicles powered by lithium-ion battery packs make Due to the shortcoming that the service life of the lithium-ion battery pack is greatly shortened, a dual power supply system is designed in which a lead-acid battery pack and a lithium-ion battery pack are configured on an electric vehicle.
本发明的技术方案是：Technical scheme of the present invention is:
所述的铅酸蓄电池组(4)，包括铅酸蓄电池单体A1、A2、......An，铅酸蓄电池单体Al～An呈串联关系。The lead-acid battery pack (4) includes lead-acid battery cells A1, A2, ... An, and the lead-acid battery cells Al to An are connected in series.
所述的锂离子蓄电池组(2)，包括锂离子蓄电池单体B1、B2、......Bm，锂离子蓄电池单体B1～Bm呈串联关系。The lithium-ion battery pack (2) includes lithium-ion battery cells B1, B2, ... Bm, and the lithium-ion battery cells B1-Bm are connected in series.
所述的铅酸蓄电池组充电器(5)的“+”极和“-”极分别和铅酸蓄电池组(4)的正极和负极相连。The "+" pole and "-" pole of the lead-acid battery pack charger (5) are respectively connected to the positive pole and the negative pole of the lead-acid battery pack (4).
所述的锂离子蓄电池组充电器(3)的“+”极和“-”极分别和锂离子蓄电池组(2)的正极和负极相连。The "+" pole and the "-" pole of the lithium ion storage battery pack charger (3) are respectively connected with the positive pole and the negative pole of the lithium ion storage battery pack (2).
所述的铅酸蓄电池组输出电压调节电路(7)，包括电阻R6、光偶U1、电阻R7、MOS管Q1二极管D1和二极管D2。电阻R6的一端与单片机的一个PWM脚相连，比如PWM1脚。电阻R6的另一端与光偶U2发射管的出线端相连。光偶U2发射管的出线端接地，光偶U2接收管的出线端接下拉电阻R7的一端。下拉电阻R7的另一端接地。MOS管Q1的1脚接光偶U2接收管出线端，MOS管Q1的2脚和3脚分别与二极管D1的负极和正极相连接。二极管D2的正极与MOS管Q1的3脚相连。The output voltage regulating circuit (7) of the lead-acid battery pack includes a resistor R6, an optocoupler U1, a resistor R7, a MOS transistor Q1, a diode D1 and a diode D2. One end of the resistor R6 is connected to a PWM pin of the microcontroller, such as PWM1 pin. The other end of the resistor R6 is connected to the outlet end of the emitting tube of the photocoupler U2. The outlet end of the photocoupler U2 transmitting tube is grounded, and the outlet terminal of the photocoupler U2 receiving tube is connected to one end of the pull-down resistor R7. The other end of the pull-down resistor R7 is grounded.
所述的锂离子蓄电池组输出电压调节电路(1)，包括电阻R13、光偶U2、电阻R14、MOS管Q2、二极管D3和二极管D4。电阻R13的一端与单片机的一个PWM脚相连，比如PWM2脚。电阻R13的另一端与光偶U2发射管的出线端相连。光偶U2发射管的出线端接地，光偶U2接收管的出线端接下拉电阻R14的一端。下拉电阻R14的另一端接地。MOS管Q2的1脚接光偶U2接收管出线端，MOS管Q2的2脚和3脚分别与二极管D3的负极和正极相连接。二极管D4的正极与MOS管Q2的3脚相连。The output voltage regulating circuit (1) of the lithium-ion battery pack includes a resistor R13, an optocoupler U2, a resistor R14, a MOS transistor Q2, a diode D3 and a diode D4. One end of the resistor R13 is connected to a PWM pin of the microcontroller, such as PWM2 pin. The other end of the resistor R13 is connected to the outlet end of the emitting tube of the photocoupler U2. The outlet end of the photocoupler U2 transmitting tube is grounded, and the outlet terminal of the photocoupler U2 receiving tube is connected to one end of the pull-down resistor R14. The other end of the pull-down resistor R14 is grounded.
所述的铅酸电池组输出电流检测电路(6)，包括电阻R1、电阻R2、电阻R3、电阻R4、电阻R5。电阻R5的一端与铅酸蓄电池组(4)的正极相连，另一端与MOS管Q1的2脚相连。电阻R1和电阻R2串联，电阻R1和电阻R2连接点与单片机的一个AD脚相连，比如PAD0脚，电阻R2的另一端与铅酸蓄电池组的正极相连，电阻R1的另一端接地。电阻R3和电阻R4串联，电阻R3和电阻R4连接点与单片机的一个AD脚相连，比如PAD1脚，电阻R4的另一端与MOS管Q1的2脚相连，电阻R3的另一端接地。The output current detection circuit (6) of the lead-acid battery pack includes a resistor R1, a resistor R2, a resistor R3, a resistor R4, and a resistor R5. One end of the resistor R5 is connected to the positive pole of the lead-acid battery pack (4), and the other end is connected to
所述的锂离子蓄电池组输出电流检测电路(8)，包括电阻R8、电阻R9、电阻R10、电阻R11、电阻R12。电阻R12的一端与锂离子蓄电池组组(2)的正极相连，另一端与MOS管Q2的2脚相连。电阻R8和电阻R9串联，电阻R8和电阻R9连接点与单片机的一个AD脚相连，比如PAD2脚，电阻R9的另一端与锂离子蓄电池组组的正极相连，电阻R8的另一端接地。电阻R10和电阻R11串联，电阻R10和电阻R11连接点与单片机的一个AD脚相连，比如PAD3脚，电阻R11的另一端与MOS管Q2的2脚相连，电阻R10的另一端接地。The output current detection circuit (8) of the lithium-ion battery pack includes a resistor R8, a resistor R9, a resistor R10, a resistor R11, and a resistor R12. One end of the resistor R12 is connected to the positive pole of the lithium-ion battery pack (2), and the other end is connected to
所述的直流电动机稳压电路(14)，包括电感L1、电容C1、直流电动机M。电感L1与二极管D2的负极和二极管D4的负极相连，另一端与直流电动机M的一端相连。直流电动机M的另一端接地。电容C1的“+”极接在电感L1的任意一端，另一端接地。The DC motor voltage stabilizing circuit (14) includes an inductor L1, a capacitor C1, and a DC motor M. The inductor L1 is connected to the cathode of the diode D2 and the cathode of the diode D4, and the other end is connected to one end of the DC motor M. The other end of the DC motor M is grounded. The "+" pole of the capacitor C1 is connected to any one end of the inductor L1, and the other end is grounded.
所述的交流电动机稳压与电压调节电路(15)，包括电感L1、电容C1、逆变器DC-AC、交流电动机～M。电感L1与二极管D2的负极和二极管D4的负极相连，另一端与逆变器DC-AC的1脚相连。交流电动机～M的一端与逆变器DC-AC的2脚相连。逆变器DC-AC的3脚接地。交流电动机～M的另一端接地。The AC motor voltage stabilizing and voltage regulating circuit (15) includes an inductor L1, a capacitor C1, an inverter DC-AC, and an AC motor ~M. The inductor L1 is connected to the cathode of the diode D2 and the cathode of the diode D4, and the other end is connected to
本发明的有益效果：Beneficial effects of the present invention:
本发明能够使得电动车双电源系统中价格昂贵的锂离子蓄电池组工作电流始终限制在一定值之内，车辆起步加速阶段超出锂离子限定值的大电流由价格低廉的铅酸蓄电池组提供，从而极大地延长锂离子蓄电池组使用寿命，降低电动车寿命范围内蓄电池使用成本。The invention can limit the working current of the expensive lithium-ion storage battery in the dual power supply system of the electric vehicle all the time to a certain value, and the large current exceeding the limited value of lithium-ion in the acceleration stage of the vehicle is provided by the cheap lead-acid storage battery, thereby Greatly prolong the service life of the lithium-ion battery pack and reduce the cost of using the battery within the life of the electric vehicle.
附图说明Description of drawings
图1是电动车双电源系统原理图。Figure 1 is a schematic diagram of the electric vehicle dual power supply system.
图2是交流电动机稳压与电压调节电路。Figure 2 is the AC motor voltage stabilization and voltage regulation circuit.
具体实施方式Detailed ways
下面结合附图和实施例对本发明作进一步的说明。The present invention will be further described below in conjunction with the accompanying drawings and embodiments.
如图1所示。As shown in Figure 1.
(一)铅酸蓄电池组和锂离子蓄电池组电压匹配要求(1) Voltage matching requirements for lead-acid battery packs and lithium-ion battery packs
单节铅酸蓄电池标称电压值为2.1V，在电动车上通常都是6节串联在一起构成铅酸蓄电池单体，然后封装，封装接线端电压标称值为12.6V。单节锂离子蓄电池标称电压值随着锂离子蓄电池极性材料的不同而变化，大概在2.5V～3.2V范围，在电动车上通常都是单节封装，封装接线端电压标称值在2.5V～3.2V范围。在设计双电源系统时，要匹配好铅酸蓄电池组的单体数n和锂离子蓄电池组的单体数m值，使铅酸蓄电池组端电压和锂离子蓄电池组端电压大致相等。The nominal voltage of a single-cell lead-acid battery is 2.1V. In an electric vehicle, 6 cells are usually connected in series to form a single lead-acid battery, and then packaged. The nominal voltage of the package terminal is 12.6V. The nominal voltage value of a single-cell lithium-ion battery varies with the polar material of the lithium-ion battery, and is in the range of 2.5V to 3.2V. Electric vehicles are usually packaged in a single-cell package, and the nominal voltage value of the package terminal is between 2.5V and 3.2V. 2.5V ~ 3.2V range. When designing a dual power supply system, it is necessary to match the number of cells n of the lead-acid battery pack and the number of cells m of the lithium-ion battery pack so that the terminal voltage of the lead-acid battery pack is roughly equal to the terminal voltage of the lithium-ion battery pack.
(二)充电器充电方法(2) Charger charging method
铅酸蓄电池组的端电压和锂离子蓄电池组的端电压值不等，以及铅酸蓄电池单体的充电电流特性和锂离子蓄电池单体的充电电流特性不同，需要用不同的充电器。铅酸蓄电池组充电器(5)与铅酸蓄电池组(4)连接。锂离子蓄电池组充电器(3)与锂离子蓄电池组(2)连接。The terminal voltage of the lead-acid battery pack is different from that of the lithium-ion battery pack, and the charging current characteristics of the lead-acid battery cell are different from those of the lithium-ion battery cell, so different chargers are required. The lead-acid storage battery charger (5) is connected with the lead-acid storage battery (4). The lithium-ion storage battery pack charger (3) is connected with the lithium-ion storage battery pack (2).
(三)蓄电池输出电流检测(3) Battery output current detection
铅酸蓄电池组输出电压检测电路(6)中，假设PAD0的值对应电阻R1和电阻R2之间的电压值为x1，PAD1的值对应电阻R3和电阻R4之间的电压值为x2，则铅酸蓄电池组的放电电流为
锂离子蓄电池组输出电压检测电路(8)与上述铅酸蓄电池组输出电压检测电路(6)相同。The output voltage detection circuit (8) of the lithium-ion battery pack is the same as the output voltage detection circuit (6) of the above-mentioned lead-acid battery pack.
(四)蓄电池输出电流控制(4) Battery output current control
铅酸蓄电池组输出电流控制电路(7)中，控制器根据车辆的不同速度要求，PWM1输出不同的脉宽，使得光偶U1发射管处于轮流导通或截止状态，光偶U1的接受管也处于相同的导通或截止状态，从而控制MOS管Q1的导通和截止。二极管D2是为了防止电流倒流。In the output current control circuit (7) of the lead-acid battery pack, the controller outputs different pulse widths from PWM1 according to the different speed requirements of the vehicle, so that the emitting tube of the optocoupler U1 is in turn-on or cut-off state, and the receiving tube of the optocoupler U1 is also turned on or off. are in the same on or off state, thereby controlling the on and off of the MOS transistor Q1. Diode D2 is to prevent current from flowing backwards.
锂离子蓄电池组输出电流控制电路(1)的工作原理与上述铅酸蓄电池组输出电流控制电路(7)工作原理相同，在工作过程中，控制系统通过PWM1值限制锂离子蓄电池组的工作电流。The working principle of the output current control circuit (1) of the lithium-ion battery pack is the same as that of the output current control circuit (7) of the above-mentioned lead-acid battery pack. During the working process, the control system limits the working current of the lithium-ion battery pack through the PWM1 value.
电感L1和电容C1对铅酸蓄电池组(4)和锂离子蓄电池组(2)输出的电压进行滤波和稳压。滤波和稳压后的直流电直接送到直流电动机M。滤波和稳压后的直流电需要经过逆变器DC-AC逆变之后，送到交流电动机～M。The inductor L1 and the capacitor C1 filter and stabilize the voltage output by the lead-acid battery pack (4) and the lithium-ion battery pack (2). The filtered and stabilized DC power is directly sent to the DC motor M. The filtered and stabilized DC power needs to be converted by the inverter DC-AC, and then sent to the AC motor ~M.
电动机输出的动力经过传动轴(13)、连轴器(12)、驱动桥(9)，传至电动车驱动轮(10)。The power output by the motor is transmitted to the drive wheel (10) of the electric vehicle through the transmission shaft (13), the shaft coupling (12), and the drive axle (9).
速度传感器(11)布置在传动轴(13)上。The speed sensor (11) is arranged on the transmission shaft (13).
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Application publication date: 20110720 |