CN212304790U

CN212304790U - Vehicle-mounted micro-grid with solar panel and power plant formed by polymerizing same

Info

Publication number: CN212304790U
Application number: CN202020775028.3U
Authority: CN
Inventors: 段晨
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-05-12
Filing date: 2020-05-12
Publication date: 2021-01-05
Anticipated expiration: 2030-05-12

Abstract

The utility model discloses a vehicle-mounted micro-grid with solar cell panel and power plant that polymerization formed thereof. The vehicle-mounted micro-grid is provided with a solar panel, a direct current-direct current converter and a contact switch module. The direct current converter is integrated with a battery management system of a vehicle, a vehicle control unit and a vehicle-mounted bidirectional charger through CAN communication. The direct current converter can control the contact switch through the received battery information when the vehicle runs, stops or charges, and solar charging is carried out on the power battery module with the lowest electric quantity or the lowest health state. If all the battery modules are balanced, the system can charge the whole power battery pack or the 12V low-voltage battery to avoid the waste of solar energy. If the vehicle is connected to an alternating current load or a city power grid, the vehicle-mounted micro-grid can supply power to the solar energy or the solar energy and the power battery through the vehicle-mounted bidirectional charger. When the total number of vehicles connected to the utility grid is large enough, the vehicles can be polymerized to form a distributed solar power plant, and information feedback and scheduling are realized through a wireless network.

Description

Vehicle-mounted micro-grid with solar panel and power plant formed by polymerizing same

Technical Field

The utility model relates to an utilize on-vehicle solar cell panel of new energy automobile to carry out active equilibrium to electric automobile power battery module to can be to the on-vehicle little grid system of alternating current electrical apparatus load and city electric wire netting power supply.

Background

With the popularization of new energy vehicles, particularly plug-in hybrid electric vehicles and pure electric vehicles, in China, the demand of vehicle power battery technology and battery management systems is increasing day by day. Most lithium battery packs for electric vehicles are formed by connecting a certain number of lithium battery modules in series and in parallel. Each lithium battery module is balanced by a respective battery management system so as to ensure that the electric quantity of each battery cell forming the module is the same in the charging and discharging process, thereby avoiding overcharge and overdischarge. Currently, the common battery equalization methods can be divided into active and passive types. Active equalization achieves the equalization purpose by transferring electric energy from a high-electric-quantity cell to a low-electric-quantity cell. The passive balance achieves the balance purpose by carrying out load discharge on the electric core with high electric quantity. However, the current active equalization system cannot convert the electric quantity among the battery modules, so that when the electric quantity of each module of the battery pack is not uniform, the corresponding module may have overcharge and overdischarge phenomena, thereby causing the damage of the module. The passive equalization system can discharge the battery cores of other modules by taking the battery module with the lowest electric quantity as a standard, so that the equalization among the modules is realized. However, the equalization process is very slow, which may still result in the occurrence of overcharge and overdischarge of the battery module during the charging and use processes. Meanwhile, a part of electric quantity is wasted on the load, so that the driving mileage of the vehicle is reduced. In summary, at present, there is no efficient and energy-saving power battery module balancing solution.

On the other hand, due to the low conversion efficiency and high cost of solar energy systems, vehicle-mounted solar energy systems have not been effectively developed and popularized. Some technologies utilizing a roof solar panel, such as solar air conditioners and solar energy boosters for electric vehicles, are not widely put into the market due to the low cost-performance ratio between cost and energy saving rate, and there is no other way to effectively utilize a vehicle-mounted solar system.

Therefore, research and application of a balancing technology among battery modules of the electric vehicle and a technology for effectively utilizing vehicle-mounted solar energy are not greatly improved, and combined application and popularization of the environment-friendly vehicle of the electric vehicle and the clean energy of the solar energy are hindered.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to overcome prior art not enough, provide an equilibrium little electric wire netting of electric automobile power battery module is carried out to usable solar energy, carry out the equalization protection when increasing the electric quantity for power battery to can charge to whole power battery or low voltage battery when all power battery modules have all been balanced. And meanwhile, a mains supply interface is provided, so that electric energy can be fed back to an alternating current electric appliance load and a mains grid through the vehicle-mounted bidirectional charger when needed, and the utilization rate of solar energy and the cost performance and economic value of the system are improved to the greatest extent.

The utility model discloses a following technical scheme realizes, the utility model discloses a solar cell panel, direct current DC converter, contact switch module (can integrate to in the direct current DC converter), power battery module, battery management system, on-vehicle two-way charger and vehicle control unit. The direct current converter, the battery management system, the charger and the vehicle controller are communicated and exchange information through a vehicle Controller Area Network (CAN) bus.

The battery management system CAN measure and calculate the residual electric quantity (SOC) and the state of health (SOH) of each power battery module and the residual electric quantity (SOC) of the whole battery pack and sends the information through CAN communication.

The input voltage range of the direct current converter covers the lowest voltage to the highest voltage of the solar panel, and the output voltage range of the direct current converter covers the lowest voltage of the 12V low-voltage battery to the highest voltage of the power battery. The DC-DC converter can automatically identify the voltage of the battery terminal connected to the output end and automatically adjust the output voltage, and a maximum power point tracking control method is used for charging the battery module or the battery pack at the output end by using solar energy. The DC-DC converter CAN control the switch in the switch module according to the CAN command of the vehicle controller to charge the selected battery module. The dc-dc converter should measure and calculate the real-time solar input power and send this information via CAN communication.

The total number of the switches in the contact switch module is two times of the number of the power battery modules plus 2, and the anode and the cathode of each battery module and the 12V low-voltage battery respectively have a contact switch connected to the output anode and the output cathode of the DC-DC converter. The contact switch can be an electronic signal control switch such as a relay, a field effect transistor, a double-pole multi-throw switch and the like, and the direct current-direct current converter controls the on and off of each switch through an electronic signal.

The vehicle-mounted bidirectional charger can charge the power battery (alternating current- > direct current) according to the command of the vehicle controller, and supply power (direct current- > alternating current) to the power grid and the load when the power grid or the alternating current load is connected, and can perform corresponding power control according to the command of the vehicle controller.

The vehicle control unit judges the working mode and power of the vehicle-mounted bidirectional charger according to the real-time working conditions (driving, stopping, charging and the like) of the vehicle, the residual electric quantity of the battery pack and the command input of a driver, and sends a command to the vehicle-mounted bidirectional charger through CAN communication. The vehicle control unit selects a battery module (or a low-voltage battery) needing to be balanced according to feedback information of the battery management system, and commands the direct-current converter to close a corresponding switch through CAN communication.

Compared with the prior art, the utility model has the following advantages: the solar energy is utilized to balance the power battery modules, the balance protection of the modules is completed while the electric quantity of the battery pack is increased, and when the electric quantity balance and the health state of all the battery modules are balanced, the solar energy is utilized to charge the whole battery pack or the low-voltage battery. Increase the mileage of traveling when guaranteeing battery module equilibrium, practice thrift the commercial power consumption and reduce the charging time when the vehicle charges. And meanwhile, the commercial power interface is provided, so that a user can use the alternating current electric appliance load and feed back electric energy to the commercial power grid, thereby achieving multiple purposes and bringing certain economic benefit. Meanwhile, when a certain number of new energy vehicles (e.g., 10 or 100 tens of thousands/province) supplying power to the utility grid through the onboard micro grid are reached, the new energy vehicles are actually aggregated into a distributed solar power plant. This power plant need not to take up an area of specially, need not unified construction purchase solar cell panel and energy storage system, only utilizes new energy automobile's self on-vehicle system to carry out solar energy power generation and feed the electric wire netting to bring considerable national economic benefits.

Drawings

Fig. 1 is a working schematic diagram of the present invention (taking three series power battery modules as an example);

fig. 2 is a structural diagram of the contact switch module (taking three power battery modules connected in series as an example).

In the figure, 1, a solar panel, 2, a direct current-direct current converter, 3, a contact switch module, 4, a power battery module I, 5, a power battery module II, 6, a power battery module III, 7, a battery management system, 8, a vehicle-mounted bidirectional charger, 9, a vehicle local area network (CAN) control bus, 10, a commercial power interface, 11.12V low-voltage batteries, 12, a vehicle control unit, and 13, 14, 15, 16, 17, 18, 19 and 20 are contact switches.

Detailed Description

Example 1

The embodiments of the present invention will be described in detail below, and the present embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.

As shown in fig. 1, the present embodiment includes a solar panel 1, a dc-dc converter 2, a contact switch module 3, a 12V low-voltage battery 11, power battery modules 4, 5, and 6 (taking three power battery modules connected in series as an example), a battery management system 7, a vehicle-mounted bidirectional charger 8, and a utility power interface 10, which are connected in sequence; the direct current-direct current converter 2, the battery management system 7, the vehicle-mounted bidirectional charger 8 and the vehicle controller 12 are communicated and exchange information through a vehicle Controller Area Network (CAN) bus 9.

As shown in fig. 2, the touch switch module is composed of

touch switches

13, 14, 15, 16, 17, 18, 19, 20 (taking three power battery modules connected in series as an example), and the output end of the dc-dc converter can be connected to the power battery module to be charged when the sun is available, or the output end of the dc-dc converter can be connected to the whole battery pack or the low-voltage battery for charging after the modules are equalized. Each contact switch is controlled by an electronic signal output from the dc-dc converter 2.

When the vehicle runs, the battery management system 7 measures and calculates the remaining charge (SOC) and state of health (SOH) of each power battery module 4, 5, 6 and transmits the measured and calculated SOC and state of health (SOH) to the vehicle controller 12 through the CAN communication 9. And the vehicle control unit 12 commands the direct current-direct current converter 2 to charge the battery module with the lowest electric quantity by using solar energy through the CAN communication 9 according to the information. When the electric quantity of the power battery module I4 is the lowest, the direct current converter 2 conducts the

contact switches

13 and 15 and adjusts the output voltage to charge the battery module I4 by utilizing solar energy by utilizing a maximum power point tracking control method; when the electric quantity of the power battery module II 5 is the lowest, the direct current converter 2 conducts the

contact switches

14 and 17 and adjusts the output voltage to charge the battery module II 5 by utilizing solar energy by utilizing a maximum power point tracking control method; when the power battery module three 6 has the lowest electric quantity, the direct current converter 2 conducts the

contact switches

16 and 18 and adjusts the output voltage to charge the battery module three 6 by utilizing solar energy by utilizing a maximum power point tracking control method; when the electric quantity (SOC) of all the power battery modules is balanced, the battery module with the lowest state of health (SOH) is charged by solar energy through the switch combination; when the electric quantity (SOC) and the state of health (SOH) of all the power battery modules are balanced, the direct current-direct current converter 2 turns on the

contact switches

13 and 18 to charge the whole power battery pack by using solar energy through a maximum power point tracking control method.

When the vehicle is parked temporarily (not connected to the commercial power grid), if the dc-dc converter 2 detects the output voltage of the solar cell panel 1, the vehicle controller 12 is informed of the fact that solar power generation CAN be performed through CAN communication. The vehicle control unit 12 wakes up the battery management system 7 through CAN communication and informs that the power battery CAN be charged through solar energy at the moment. The battery management system 7 measures and calculates the residual electric quantity of each

power battery module

1, 2 and 3 and transmits the residual electric quantity to the vehicle control unit 12 through CAN communication 9. And the vehicle control unit 12 commands the direct current-direct current converter 2 to charge the battery module with the lowest electric quantity by using solar energy through the CAN communication 9 according to the information. Taking three power battery modules as an example, when the power battery module I4 has the lowest electric quantity, the direct current converter 2 conducts the

contact switches

13 and 15 and adjusts the output voltage to charge the battery module I4 by utilizing solar energy by using a maximum power point tracking control method; when the electric quantity of the power battery module II 5 is the lowest, the direct current converter 2 conducts the

contact switches

13 and 18 to charge the whole power battery pack by using solar energy through a maximum power point tracking control method. When the battery pack is fully charged, the on-board bidirectional charger 8 stops operating, and the dc-dc converter 2 turns on the

contact switches

19 and 20 to charge the 12V low-voltage battery 11. When the voltage of the 12V low-voltage battery 11 measured by the dc-dc converter 2 reaches a set value, that is, it is considered to be fully charged, the dc-dc converter 2 turns off all the contact switches and stops working.

When the vehicle is charged, the commercial power interface 10 is connected to the commercial power grid, and the vehicle-mounted bidirectional charger 8 charges the power battery modules 4, 5 and 6. The battery management system 7 measures and calculates the remaining charge (SOC) of the battery pack and sends this information via CAN communication 9. If the battery pack is not fully charged (the remaining capacity is less than 100% or a set value), the battery management system 7 measures and calculates the remaining capacity of each

power battery module

1, 2, 3 and transmits the remaining capacity to the vehicle controller 12 through the CAN communication 9. And the vehicle control unit 12 commands the direct current-direct current converter 2 to charge the battery module with the lowest electric quantity by using solar energy through the CAN communication 9 according to the information. Taking three power battery modules as an example, when the power battery module I4 has the lowest electric quantity, the direct current converter 2 conducts the

contact switches

19 and 20 to charge the 12V low-voltage battery 11. When the voltage of the 12V low-voltage battery 11 measured by the DC/DC converter 2 reaches a set value, the battery is considered to be fully charged. At this time, the direct current-direct current converter 2 turns on the contact switches 13 and 18, the vehicle-mounted bidirectional charger 8 is switched to the inversion mode to perform solar power generation on the utility grid, and the feed power is the output power of the direct current-direct current converter 2 to prevent the power battery modules 4, 5 and 6 from discharging.

When the vehicle needs to supply power to the ac load outside the vehicle (for example, when camping) or sell power to the utility grid, the utility power interface 10 should be connected to the ac load or the utility grid. At the moment, the vehicle-mounted bidirectional charger 8 works in an inversion mode, and supplies power to an external load or a commercial power grid through the power battery modules 4, 5 and 6. The vehicle control unit 12 calculates the feed power according to the information such as the power battery electric quantity (SOC), the load demand and the power selling quantity, and commands the vehicle-mounted bidirectional charger 8 through the CAN communication 9. The maximum feed power does not exceed the maximum safe output power of the on-board bidirectional charger 8. In the process, the battery management system 7 measures and calculates the remaining electric quantity (SOC) and the state of health (SOH) of each power battery module 4, 5 and 6 and transmits the SOC and the SOH to the vehicle control unit 12 through CAN communication 9. And the vehicle control unit 12 commands the direct current-direct current converter 2 to charge the battery module with the lowest electric quantity by using solar energy through the CAN communication 9 according to the information. Taking three power battery modules as an example, when the power battery module I4 has the lowest electric quantity, the direct current converter 2 conducts the contact switches 13 and 15 and adjusts the output voltage to charge the battery module I4 by utilizing solar energy by using a maximum power point tracking control method; when the electric quantity of the power battery module II 5 is the lowest, the direct current converter 2 conducts the contact switches 14 and 17 and adjusts the output voltage to charge the battery module II 5 by utilizing solar energy by utilizing a maximum power point tracking control method; when the power battery module three 6 has the lowest electric quantity, the direct current converter 2 conducts the contact switches 16 and 18 and adjusts the output voltage to charge the battery module three 6 by utilizing solar energy by utilizing a maximum power point tracking control method; when the electric quantity (SOC) of all the power battery modules is balanced, the battery module with the lowest state of health (SOH) is charged by solar energy through the switch combination; when the electric quantity (SOC) and the state of health (SOH) of all the power battery modules are balanced, the direct current-direct current converter 2 conducts the contact switches 13 and 18 to directly supply the electric energy generated by the solar energy to the load outside the vehicle or the commercial power network through the vehicle-mounted bidirectional charger 8.

When the vehicle runs, stops or charges at night or under other dark conditions, the direct current-direct current converter 2 knows that solar power generation cannot be performed according to the input voltage, and informs the vehicle control unit 12 and the battery management system 7 through the CAN communication 9, and at the moment, the direct current-direct current converter 2 and the contact switch module 3 do not work.

Example 2

The vehicle controller area network bus (CAN) 9 may also be other commonly used vehicle-level serial communication protocols, such as a LIN bus, a Flexray bus.

Example 3

For some low-speed electric vehicles with relatively simple structures, the vehicle control unit 12 may not be needed. At the moment, the battery management system 7 judges the working state of the whole vehicle according to the charging and discharging state of the battery, whether the vehicle-mounted bidirectional charger 8 is connected to a load/power grid and other information, and commands the vehicle-mounted bidirectional charger 8 and the direct current-direct current converter 2 through CAN communication 9 according to the working state.

Example 4

The vehicle controller 12 may also be an intelligent vehicle controller with a wireless network communication function, or a control component connected to other wireless network communication devices. When a considerable number of new energy vehicles are connected to a municipal power grid for supplying power so as to form a distributed solar power plant in an aggregated manner, the intelligent controller can send information such as battery electric quantity (SOC), solar power generation power, the total power generation amount of the vehicle and the like to a dispatching center through a wireless network and receive a feedback command of the dispatching center.

Example 5

The above are merely preferred embodiments of the present invention, and are not intended to limit the present invention. Various modifications and alterations to this invention will become apparent to those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. On-vehicle little electric wire netting with solar cell panel and polymerization power plant that forms thereof, including solar cell panel (1), direct current converter (2), contact switch module (3), power battery module (4), power battery module two (5), battery module three (6), battery management system (7), on-vehicle two-way charger (8), commercial power interface (10), 12V low voltage battery (11) and vehicle control unit (12), its characterized in that: the total number of switches in the contact switch module (3) is two times of the number of the power battery modules plus 2, the positive and negative electrodes of each battery module and the 12V low-voltage battery (11) are respectively provided with a contact switch connected to the output positive and negative electrodes of the direct current converter (2), and the on and off of the switches in the contact switch module are controlled by the direct current converter (2).

2. The vehicular micro-grid with solar panels and the power plant formed by the polymerization thereof according to claim 1, characterized in that: the battery management system (7) or the vehicle control unit (12) can select the power battery module needing to be charged by solar energy according to the detected electric quantity (SOC) and state of health (SOH) of each power battery module when the vehicle runs, stops or is charged, and sends an instruction to the direct current converter (2).

3. The vehicular micro-grid with solar panels and the power plant formed by the polymerization thereof according to claim 1, characterized in that: the input voltage range of the direct current-direct current converter (2) covers the lowest voltage to the highest voltage of the solar panel, and the output voltage covers the lowest voltage of the 12V low-voltage battery to the highest voltage of the power battery.

4. The vehicular micro-grid with solar panels and the power plant formed by the polymerization thereof according to claim 1, characterized in that: the DC/DC converter (2) should be able to automatically identify the battery terminal voltage connected to the output terminal and automatically adjust the output voltage, and use the maximum power point tracking control method to charge the battery module or battery pack at the output terminal by solar energy, and should be able to determine whether the 12V low-voltage battery (11) is fully charged according to the measured battery terminal voltage and send the information through CAN communication (9).

5. The vehicular micro-grid with solar panels and the power plant formed by the polymerization thereof according to claim 1, characterized in that: the direct current converter (2) CAN detect the output voltage of the solar cell panel (1), judge whether the solar energy CAN generate electric energy at the moment according to the information, and send the information through CAN communication (9).

6. The vehicular micro-grid with solar panels and the power plant formed by the polymerization thereof according to claim 1, characterized in that: the battery management system (7) or the vehicle control unit (12) CAN select the working mode of the vehicle-mounted micro-grid and issue a mode and power control instruction to the vehicle-mounted bidirectional charger (8) through CAN communication (9) by combining the real-time working condition of the vehicle and whether the vehicle-mounted bidirectional charger (8) is connected to a load or a city power grid.

7. The vehicular micro-grid with solar panels and the power plant formed by the polymerization thereof according to claim 5 or 6, characterized in that: when a certain number of new energy vehicles equipped with the micro-grid are connected to a commercial power grid and sell electricity, the vehicles are actually aggregated into a power plant, and the vehicle control units (12) of all vehicles can realize information feedback and dispatching command receiving through a wireless network.