CN114701397A

Movatterモバイル変換

Info

Publication number: CN114701397A
Application number: CN202210199302.0A
Authority: CN
Inventors: 单长征; 谢彬; 于旭东; 郑召可
Original assignee: SAIC Volkswagen Automotive Co Ltd
Current assignee: SAIC Volkswagen Automotive Co Ltd
Priority date: 2022-03-02
Filing date: 2022-03-02
Publication date: 2022-07-05

Abstract

The invention discloses an integrated 48V system for a vehicle, comprising: the system comprises a vehicle control unit, a battery management system, a battery system and a motor, wherein the battery management system is in communication connection with the vehicle control unit and is connected with the battery system, and the motor is connected with the battery system; characterized in that, battery system includes: a first battery and a second battery connectable in series to form a 48V battery; an interlock switch connected with a battery management system, the interlock switch including a first relay and a second relay that interlock; a battery distribution unit coupled to the battery management system, the battery distribution unit comprising: a third relay and a fourth relay; a DC/DC converter connected to the battery management system; the battery management system monitors the state of the battery system, estimates the SOC of the battery system, and controls the on and off of the interlock switch, the third relay and the fourth relay based on the working condition of the vehicle and the SOC of the battery system.

Description

Translated fromChinese

一种用于车辆的集成式48V系统、车辆及控制方法An integrated 48V system for vehicle, vehicle and control method

技术领域technical field

本发明涉及一种车用电池系统，尤其涉及一种车用集成式电池系统。The invention relates to a vehicle battery system, in particular to a vehicle integrated battery system.

背景技术Background technique

在当前汽车领域中，传统内燃机汽车仍然占据着市场的重要份额，因此进一步提高节能汽车在传统动力汽车中所占的比例，推广混合动力与先进节能技术在节能汽车领域的应用，仍然是我国汽车产业降低能源消耗、减轻环境污染、实现能源安全的重要目标。In the current automobile field, traditional internal combustion engine vehicles still occupy an important market share. Therefore, to further increase the proportion of energy-saving vehicles in traditional power vehicles, and to promote the application of hybrid power and advanced energy-saving technologies in the field of energy-saving vehicles, is still my country's automobile industry. The important goal of the industry to reduce energy consumption, reduce environmental pollution, and achieve energy security.

由此可见，为了满足未来汽车行业平均油耗目标，混动车型的发展仍然是未来汽车领域的技术研发重点。而在混动车型的研发中，48V微混技术又是一条非常重要的技术路线。It can be seen that in order to meet the average fuel consumption target of the future automobile industry, the development of hybrid models is still the focus of technology research and development in the future automobile field. In the research and development of hybrid vehicles, 48V micro-hybrid technology is a very important technical route.

例如，图1示意性地显示了一种传统的48V整车系统架构。图1所示的传统的48V整车系统架构通常包括有：12V铅酸电池1、12V负载2、12V电池与DC/DC转换器连接线束3、DC/DC转换器4、48V电池与DC/DC转换器连接线束5、48V锂电池6、电机控制器7、48V电机8、高功率负载9。For example, Figure 1 schematically shows a traditional 48V vehicle system architecture. The traditional 48V vehicle system architecture shown in Figure 1 usually includes: 12V lead-acid battery 1,12V load 2, 12V battery and DC/DCconverter wiring harness 3, DC/DC converter 4, 48V battery and DC/DC DCconverter connection harness 5,48V lithium battery 6,motor controller 7,48V motor 8,high power load 9.

在现有技术中，传统的48V整车系统架构常采用DC/DC转换器4，来实现电气系统12V/48V双电压架构，以在不同电压下分别驱动不同元件。在这种 48V整车系统架构中，48V锂电池6、12V铅酸电池1和DC/DC转换器4均为独立元件，且分别布置在不同位置，其通过线束实现彼此之间的电气连通。In the prior art, the traditional 48V vehicle system architecture often uses a DC/DC converter 4 to implement a 12V/48V dual-voltage architecture of the electrical system, so as to drive different components under different voltages. In this 48V vehicle system architecture, the48V lithium battery 6, the 12V lead-acid battery 1 and the DC/DC converter 4 are all independent components, and they are arranged in different positions, and they are electrically connected to each other through the wiring harness.

然而，在实际应用过程中，发明人发现这种传统的48V整车系统架构仍然存在以下几点缺陷：However, in the actual application process, the inventor found that this traditional 48V vehicle system architecture still has the following defects:

(1)现有的48V整车系统架构依然保留使用着12V铅酸蓄电池，这种铅酸电池的使用寿命短，2～3年就要更换一次；另外12V铅酸电池内部所含硫酸液含有大量铅，会污染环境且对人体有害。(1) The existing 48V vehicle system architecture still retains the use of 12V lead-acid batteries. This lead-acid battery has a short service life and needs to be replaced every 2 to 3 years; in addition, the sulfuric acid solution contained in the 12V lead-acid battery contains A large amount of lead will pollute the environment and be harmful to the human body.

(2)12V铅酸电池的放电功率和放电能力有限，为了满足整车低温冷启动要求以及整车用电器负载要求，一般都会选择大容量电池，这种大容量电池的重量重、体积大。(2) The discharge power and discharge capacity of 12V lead-acid batteries are limited. In order to meet the requirements of low-temperature cold start of the vehicle and the load requirements of the vehicle's electrical appliances, large-capacity batteries are generally selected, which are heavy and bulky.

(3)在当前的48V整车系统架构中，48V锂电池，12V铅酸电池，48V/12V DC/DC转换器分别布置在整车不同的位置，彼此之间通过高低压线束实现电气连接，其装配难度较高，装配过程复杂，且线束较长。(3) In the current 48V vehicle system architecture, 48V lithium battery, 12V lead-acid battery, and 48V/12V DC/DC converters are arranged in different positions of the vehicle, and are electrically connected to each other through high and low voltage wiring harnesses. Its assembly is difficult, the assembly process is complicated, and the wiring harness is long.

(4)当前的48V整车系统架构虽然是性价比最高的混动化系统架构，但相比燃油车成本依然相对较高，消费者对价格较为敏感，市场迫切需求一种低成本的48V整车系统架构。(4) Although the current 48V vehicle system architecture is the most cost-effective hybrid system architecture, the cost is still relatively high compared to fuel vehicles. Consumers are more sensitive to price, and the market urgently needs a low-cost 48V vehicle. system structure.

(5)在当前的48V整车系统架构中，由于48V电池与DC/DC转换器分散布置，热管理系统也是分别设计和布置的，其不仅会占用整车空间，还会多余地消耗整车电量。(5) In the current 48V vehicle system architecture, since the 48V battery and the DC/DC converter are dispersedly arranged, the thermal management system is also designed and arranged separately, which will not only occupy the vehicle space, but also consume the vehicle redundantly. power.

(6)在当前的48V整车系统架构中，12V电池为整车电器供电，一旦12V 电池或者连接失效，整车所有电器和控制器停止供电，无其它备份允余供电。(6) In the current 48V vehicle system architecture, the 12V battery supplies power to the vehicle's electrical appliances. Once the 12V battery or connection fails, all the vehicle's electrical appliances and controllers will stop supplying power, and there is no other backup power supply.

基于此，针对克服以上现有技术中的问题，本发明提供了一种系统集成度高、成本低、重量轻、体积小、环境友好、装配简单、系统安全性高的集成式 48V系统架构。Based on this, in order to overcome the above problems in the prior art, the present invention provides an integrated 48V system architecture with high system integration, low cost, light weight, small size, environmental friendliness, simple assembly and high system security.

发明内容SUMMARY OF THE INVENTION

本发明的目的之一在于提供一种用于车辆的集成式48V系统，该集成式 48V系统采用了全新的集成式电池系统，其电池系统的集成度高、成本低、重量轻、体积小、装配简单、系统安全性高、适用性广泛，其可以用于混合动力汽车中，具有良好推广前景和应用价值。One of the objectives of the present invention is to provide an integrated 48V system for vehicles, the integrated 48V system adopts a new integrated battery system, and the battery system has high integration, low cost, light weight, small size, The assembly is simple, the system safety is high, and the applicability is wide. It can be used in hybrid electric vehicles and has good promotion prospects and application value.

不同于现有技术的48V整车系统架构，该集成式48V系统对于内部的电池系统进行了优化设计，其将两块电池和DC/DC转化器高度集成在一起，获得一个电池系统，利用一个供能单元即可满足混合动力汽车的所有功能要求。Different from the existing 48V vehicle system architecture, the integrated 48V system optimizes the internal battery system. It highly integrates two batteries and DC/DC converters together to obtain a battery system that utilizes a The energy supply unit can meet all the functional requirements of a hybrid vehicle.

为了实现上述目的，本发明提出了一种用于车辆的集成式48V系统，其包括：整车控制器，电池管理系统，电池系统和电机，其中所述电池管理系统与所述整车控制器通讯连接，并与所述电池系统连接，所述电机与电池系统连接；其特征在于，所述电池系统包括：In order to achieve the above object, the present invention proposes an integrated 48V system for a vehicle, which includes: a vehicle controller, a battery management system, a battery system and a motor, wherein the battery management system and the vehicle controller Communication connection and connection with the battery system, the motor is connected with the battery system; characterized in that the battery system includes:

第一电池以及第二电池，所述第一电池与第二电池能够串联连接以形成 48V电池；a first battery and a second battery that can be connected in series to form a 48V battery;

互锁开关，其与电池管理系统连接，所述互锁开关包括互锁的第一继电器和第二继电器，在第一继电器闭合第二继电器断开的第一状态下，所述第一电池与第二电池串联连接以形成48V电池，此时所述电池系统形成有第一电池电压回路和48V电压回路；在第一继电器断开第二继电器闭合的第二状态下，所述电池系统形成独立的第一电池和第二电池，所述电池系统形成有第一电池电压回路和第二电池电压回路；An interlock switch is connected to the battery management system, the interlock switch includes a first relay and a second relay that are interlocked, and in a first state in which the first relay is closed and the second relay is disconnected, the first battery is connected to the The second battery is connected in series to form a 48V battery, at this time the battery system forms a first battery voltage loop and a 48V voltage loop; in the second state where the first relay is disconnected and the second relay is closed, the battery system forms an independent the first battery and the second battery, the battery system is formed with a first battery voltage loop and a second battery voltage loop;

电池分配单元，其与电池管理系统连接，所述电池分配单元包括：串联在第一电池电压回路中的第三继电器，所述第三继电器为常闭状态；串联在48V 电压回路中的第四继电器，当所述第四继电器闭合时，48V电压回路向外输出电压或者通过所述电机进行充电；A battery distribution unit, which is connected to the battery management system, the battery distribution unit includes: a third relay connected in series in the first battery voltage circuit, the third relay is in a normally closed state; a fourth relay connected in series in the 48V voltage circuit Relay, when the fourth relay is closed, the 48V voltage loop outputs voltage to the outside or charges through the motor;

DC/DC转换器，其接收整车控制器或电池管理系统的控制信号，以使得：将48V电压转换为第一电池电压，或者将第一电池电压转换为第二电池电压，或者将第二电池电压转换为第一电池电压；The DC/DC converter receives the control signal of the vehicle controller or the battery management system, so as to: convert the 48V voltage into the first battery voltage, or convert the first battery voltage into the second battery voltage, or convert the second battery voltage converting the battery voltage to the first battery voltage;

其中，所述电池管理系统监控电池系统的状态，对电池系统的SOC进行估算，并基于车辆工况和电池系统的SOC对所述互锁开关、第三继电器和第四继电器的开闭进行控制。The battery management system monitors the state of the battery system, estimates the SOC of the battery system, and controls the opening and closing of the interlock switch, the third relay and the fourth relay based on vehicle operating conditions and the SOC of the battery system .

在本发明上述技术方案中，本发明设计了一种全新架构的集成式48V系统，该集成式48V系统对于自身的电池系统采用了优化设计，其电池系统中的各个部件高度集成，可以有效规避当前传统48V整车系统架构所存在的缺陷。In the above technical solution of the present invention, the present invention designs an integrated 48V system with a brand-new architecture. The integrated 48V system adopts an optimized design for its own battery system, and each component in the battery system is highly integrated, which can effectively avoid Defects in the current traditional 48V vehicle system architecture.

相较于当前传统的48V整车系统架构，该集成式48V系统的成本较低、重量较轻、体积较小、装配简单、系统安全性高、适用性广泛，其可以有效应用于混合动力汽车中，并起到相当优异的实施效果。Compared with the current traditional 48V vehicle system architecture, the integrated 48V system has lower cost, lighter weight, smaller volume, simple assembly, high system safety, and wide applicability, which can be effectively applied to hybrid vehicles. , and has a very good implementation effect.

进一步地，在本发明所述的集成式48V系统中，所述第一电池为12V电池，所述第二电池为36V电池；相应地所述第一电池电压为12V，所述第二电池电压为36V。Further, in the integrated 48V system of the present invention, the first battery is a 12V battery, and the second battery is a 36V battery; correspondingly, the voltage of the first battery is 12V, and the voltage of the second battery is 12V. is 36V.

进一步地，在本发明所述的集成式48V系统中，所述第一电池包括磷酸铁锂电池；并且/或者所述第二电池包括三元锂电池。Further, in the integrated 48V system of the present invention, the first battery includes a lithium iron phosphate battery; and/or the second battery includes a ternary lithium battery.

在本发明所述的集成式48V系统中，在一些优选的实施方式中，第一电池可以优选地选用12V磷酸铁锂电池(LFP)，第二电池可以优选地选用36V三元锂电池(NCM)。In the integrated 48V system of the present invention, in some preferred embodiments, a 12V lithium iron phosphate battery (LFP) can be selected as the first battery, and a 36V ternary lithium battery (NCM) can be selected as the second battery. ).

相较于12V铅酸电池，12V磷酸铁锂电池的寿命更长，安全性更高，对环境更加友好，且无污染，其功率密度和能量密度比铅酸电池高，在满足相同要求的前提下，体积和重量比12V铅酸电池小很多。同时，磷酸铁锂电池标称电压为3.0V，通过串联很容易实现和满足整车12V用电器的电压平台要求。Compared with the 12V lead-acid battery, the 12V lithium iron phosphate battery has a longer life, higher safety, and is more environmentally friendly and pollution-free. Its power density and energy density are higher than that of the lead-acid battery. On the premise of meeting the same requirements The volume and weight are much smaller than 12V lead-acid batteries. At the same time, the nominal voltage of lithium iron phosphate battery is 3.0V, and it is easy to realize and meet the voltage platform requirements ofvehicle 12V electrical appliances by connecting in series.

相应地，三元锂电池具有能量密度高、功率性能好的特点。在这种实施方式中，采用的36V三元锂电池能够满足大倍率充放电的使用要求，该36V三元锂电池能够与12V磷酸铁锂电池配合串联使用，参与到整车启停工况、助力工况、能量回收工况、行车充电工况、驻车工况等整车的应用场景。Correspondingly, the ternary lithium battery has the characteristics of high energy density and good power performance. In this embodiment, the 36V ternary lithium battery used can meet the use requirements of high-rate charge and discharge. The 36V ternary lithium battery can be used in series with the 12V lithium iron phosphate battery to participate in the start and stop conditions of the whole vehicle. Application scenarios of the whole vehicle such as power-assisted working conditions, energy recovery working conditions, driving charging conditions, and parking conditions.

进一步地，在本发明所述的集成式48V系统中，所述电池分配单元还包括：Further, in the integrated 48V system of the present invention, the battery distribution unit further includes:

串联在第一电池电压回路中的第一熔断器，当第一电池电压回路外部短路时，其切断第一电压回路；a first fuse connected in series in the first battery voltage loop, which cuts off the first voltage loop when the first battery voltage loop is externally short-circuited;

串联在48V电压回路中的第二熔断器，当48V电压回路外部短路时，切断48V电压回路。The second fuse connected in series in the 48V voltage loop will cut off the 48V voltage loop when the outside of the 48V voltage loop is short-circuited.

串联在第一电池电压回路中的第一电流传感器，其监测第一电池电压回路的电流；a first current sensor connected in series in the first battery voltage loop, which monitors the current of the first battery voltage loop;

串联在48V电压回路中的第二电流传感器，其监测48V电压回路的电流。A second current sensor in series in the 48V voltage loop that monitors the current in the 48V voltage loop.

进一步地，在本发明所述的集成式48V系统中，所述第一电池、第二电池、 DC/DC转换器、互锁开关和电池分配单元集成设置在一起以形成集成模块。Further, in the integrated 48V system of the present invention, the first battery, the second battery, the DC/DC converter, the interlock switch and the battery distribution unit are integrated and arranged together to form an integrated module.

相应地，本发明的另一目的在于提供一种车辆，该车辆可以用于装载上述集成式48V系统，并基于本发明所述的集成式48V系统对整车在各种应用场景下的能量流动进行控制。Correspondingly, another object of the present invention is to provide a vehicle, which can be used to load the above-mentioned integrated 48V system, and based on the integrated 48V system described in the present invention, can control the energy flow of the vehicle in various application scenarios. Take control.

为了实现上述目的，本发明提出了一种车辆，其包括车辆本体和如本发明上述的集成式48V系统。In order to achieve the above object, the present invention proposes a vehicle, which includes a vehicle body and the integrated 48V system as described above in the present invention.

此外，本发明还提出了上述车辆的控制方法，其具体包括以下内容：In addition, the present invention also proposes a control method for the above-mentioned vehicle, which specifically includes the following contents:

(a)当第一电池的SOC最小值和第二电池的SOC最小值的至少其中之一大于30％，车辆处于启停工况和/或助力工况下时，此时控制互锁开关处于第一状态，控制所述第四继电器闭合，48V电池为电机提供电池动力，并且向 DC/DC转换器输入48V电压，DC/DC转换器将48V转换为第一电池电压后输出给负载。(a) When at least one of the minimum SOC of the first battery and the minimum SOC of the second battery is greater than 30%, and the vehicle is in a start-stop condition and/or a booster condition, the interlock switch is controlled to be at In the first state, the fourth relay is controlled to be closed, the 48V battery provides battery power for the motor, and the 48V voltage is input to the DC/DC converter, and the DC/DC converter converts the 48V into the first battery voltage and outputs it to the load.

(b)在驻车工况下：(b) In the parked condition:

当第一电池的△SOC和第二电池的△SOC的至少其中之一≤5％时，表示第一电池和第二电池启动不均衡，此时控制互锁开关处于第一状态，第一电池电压回路单独工作，DC/DC转换器不工作；When at least one of the ΔSOC of the first battery and the ΔSOC of the second battery is less than or equal to 5%, it means that the first battery and the second battery are unbalanced, and the control interlock switch is in the first state, and the first battery is in the first state. The voltage loop works alone, and the DC/DC converter does not work;

当第一电池的△SOC和第二电池的△SOC的至少其中之一＞5％时，表示第一电池和第二电池启动均衡，此时控制互锁开关处于第二状态，DC/DC转换器工作模式为将第二电池回路电压转为第一电池回路电压，第一电池和第二电池通过DC/DC转换器进行均衡，直至第一电池的SOC等于第二电池的SOC；When at least one of the ΔSOC of the first battery and the ΔSOC of the second battery is greater than 5%, it means that the first battery and the second battery start equalization, at this time, the control interlock switch is in the second state, and the DC/DC conversion is performed. The working mode of the converter is to convert the circuit voltage of the second battery to the circuit voltage of the first battery, and the first battery and the second battery are balanced by the DC/DC converter until the SOC of the first battery is equal to the SOC of the second battery;

(c)在第一电池的SOC最大值和第二电池的SOC最大值的至少其中之一＜80％的制动能量回收工况下：控制互锁开关处于第一状态，第四继电器闭合，所述电池系统接受电机的能量反馈，第一电池和第二电池一起充电，直至一个电池先充满至100％SOC，在此状态下DC/DC转换器将48V转换为第一电池电压；(c) Under the braking energy recovery condition where at least one of the maximum SOC of the first battery and the maximum SOC of the second battery is less than 80%: the control interlock switch is in the first state, the fourth relay is closed, The battery system receives energy feedback from the motor, and the first battery and the second battery are charged together until one battery is fully charged to 100% SOC, and the DC/DC converter converts 48V into the first battery voltage in this state;

如果第二电池先充电至100％SOC，所述电池系统继续接受电机的能量反馈，第四继电器闭合，互锁开关切换为第二状态，此时DC/DC转换器将48V 转换为第一电池电压，电机的回馈能量通过DC/DC转换器为第一电池充电；If the second battery is charged to 100% SOC first, the battery system continues to receive energy feedback from the motor, the fourth relay is closed, the interlock switch is switched to the second state, at this time the DC/DC converter converts 48V to the first battery voltage, the feedback energy of the motor charges the first battery through the DC/DC converter;

如果第一电池先充电至100％SOC，控制第四继电器断开，互锁开关处于第二状态，在此状态下：(i)当第一电池的△SOC和第二电池的△SOC的至少其中之一≤5％时，表示第一电池和第二电池启动不均衡，此时DC/DC转换器不工作，第一电池为负载供电；(ii)当第一电池的△SOC和第二电池的△ SOC的至少其中之一＞5％时，表示第一电池和第二电池启动均衡，DC/DC转换器工作模式为将第一电池回路电压转为第二电池回路电压，第一电池和第二电池通过DC/DC转换器进行均衡，直至第一电池的SOC等于第二电池的SOC；If the first battery is charged to 100% SOC first, the fourth relay is controlled to be turned off, and the interlock switch is in the second state. In this state: (i) when the ΔSOC of the first battery and the ΔSOC of the second battery are at least When one of them is less than or equal to 5%, it means that the first battery and the second battery are not balanced, and the DC/DC converter does not work at this time, and the first battery supplies power for the load; (ii) when the ΔSOC of the first battery and the second battery When at least one of the ΔSOC of the battery is greater than 5%, it means that the first battery and the second battery start to equalize, and the DC/DC converter operating mode is to convert the circuit voltage of the first battery to the circuit voltage of the second battery, and the first battery Balance with the second battery through the DC/DC converter until the SOC of the first battery is equal to the SOC of the second battery;

(d)在第一电池的SOC最大值和第二电池的SOC最大值的至少其中之一＜80％的行车充电工况下：控制互锁开关处于第一状态，第四继电器闭合，所述电池系统接受电机的能量反馈，第一电池和第二电池一起充电，直至一个电池先充满至100％SOC，在此状态下DC/DC转换器将48V转换为第一电池电压；(d) Under the driving charging condition where at least one of the maximum SOC of the first battery and the maximum SOC of the second battery is less than 80%: the interlock switch is controlled to be in the first state, the fourth relay is closed, and the The battery system accepts the energy feedback of the motor, and the first battery and the second battery are charged together until one battery is fully charged to 100% SOC, and the DC/DC converter converts 48V to the first battery voltage in this state;

如果第二电池先充电至100％SOC，所述电池系统继续接受电机的能量反馈，第四继电器闭合，互锁开关切换为第二状态，此时DC/DC转换器工作模式为将48V转换为第一电池电压，电机的回馈能量直接通过DC/DC转换器为第一电池充电；If the second battery is charged to 100% SOC first, the battery system continues to receive energy feedback from the motor, the fourth relay is closed, and the interlock switch is switched to the second state. At this time, the DC/DC converter operating mode is to convert 48V to The voltage of the first battery, the feedback energy of the motor directly charges the first battery through the DC/DC converter;

如果第一电池先充电至100％SOC，控制第四继电器断开，互锁开关处于第二状态，在此状态下：(i)当第一电池的△SOC和第二电池的△SOC的至少其中之一≤5％，表示第一电池和第二电池启动不均衡，此时DC/DC转换器不工作，第一电池为负载供电；(ii)当第一电池的△SOC和第二电池的△SOC 的至少其中之一＞5％时，表示第一电池和第二电池启动均衡，DC/DC转换器工作模式为将第一电池回路电压转为第二电池回路电压，第一电池和第二电池通过DC/DC转换器进行均衡，直至第一电池的SOC等于第二电池的SOC；If the first battery is charged to 100% SOC first, the fourth relay is controlled to be turned off, and the interlock switch is in the second state. In this state: (i) when the ΔSOC of the first battery and the ΔSOC of the second battery are at least One of them is less than or equal to 5%, which means that the first battery and the second battery are not balanced, and the DC/DC converter does not work at this time, and the first battery supplies power for the load; (ii) when the ΔSOC of the first battery and the second battery are When at least one of the ΔSOC > 5%, it means that the first battery and the second battery start to balance, the DC/DC converter working mode is to convert the first battery circuit voltage to the second battery circuit voltage, the first battery and the second battery The second battery is balanced by the DC/DC converter until the SOC of the first battery is equal to the SOC of the second battery;

(e)在车辆发动机单独驱动工况下，控制第四继电器断开：(e) When the vehicle engine is driven alone, the fourth relay is controlled to be disconnected:

当第一电池的△SOC和第二电池的△SOC的至少其中之一≤5％时，控制互锁开关处于第一状态，DC/DC转换器工作模式为将48V转为第一电池电压；When at least one of the ΔSOC of the first battery and the ΔSOC of the second battery is less than or equal to 5%, the interlock switch is controlled to be in the first state, and the DC/DC converter operating mode is to convert 48V to the first battery voltage;

当第一电池的△SOC和第二电池的△SOC的至少其中之一＞5％时，控制互锁开关处于第二状态，DC/DC转换器工作模式为将第二电池回路电压转为第一电池回路电压，第一电池和第二电池通过DC/DC转换器均衡，直至第一电池的SOC等于第二电池的SOC。When at least one of the ΔSOC of the first battery and the ΔSOC of the second battery is greater than 5%, the interlock switch is controlled to be in the second state, and the operating mode of the DC/DC converter is to convert the circuit voltage of the second battery to the second state. A battery loop voltage, the first battery and the second battery are balanced by the DC/DC converter until the SOC of the first battery is equal to the SOC of the second battery.

进一步地，在本发明上述车辆的控制方法中，当第一电池发生故障时，控制第三继电器断开，此时在制动能量回收工况和行车充电工况下，控制第四继电器闭合，互锁开关处于第二状态，所述电机通过DC/DC转换器为负载提供应急供电，DC/DC转换器将48V转换为第一电池电压。Further, in the above-mentioned vehicle control method of the present invention, when the first battery fails, the third relay is controlled to be disconnected, and at this time, under the braking energy recovery condition and the driving charging condition, the fourth relay is controlled to be closed, The interlock switch is in the second state, the motor provides emergency power to the load through the DC/DC converter, and the DC/DC converter converts 48V to the first battery voltage.

更进一步地，在本发明上述车辆的控制方法中，当第一电池发生故障时，控制第三继电器断开，此时在驻车工况和发动机单独驱动工况下，控制第四继电器断开，互锁开关处于第二状态，DC/DC转换器将第二电池电压转换为第一电池电压。Further, in the above-mentioned vehicle control method of the present invention, when the first battery fails, the third relay is controlled to be disconnected, and at this time, the fourth relay is controlled to be disconnected under the parking condition and the engine alone driving condition. , the interlock switch is in the second state, and the DC/DC converter converts the second battery voltage into the first battery voltage.

相较于现有技术，本发明所述的用于车辆的集成式48V系统、车辆及控制方法具有如下所述的优点和有益效果：Compared with the prior art, the integrated 48V system, vehicle and control method for vehicles of the present invention have the following advantages and beneficial effects:

(1)本发明提出了一种新的集成式48V系统，该集成式48V系统对电池系统进行了优化设计，其电池系统高度集成了两块电池以及DC/DC转换器，其中48V电池可以由第一电池和第二电池串联而成，一个供能单元即可满足混合动力汽车的所有功能要求。(1) The present invention proposes a new integrated 48V system. The integrated 48V system optimizes the design of the battery system. The battery system is highly integrated with two batteries and a DC/DC converter. The 48V battery can be composed of The first battery and the second battery are connected in series, and one energy supply unit can meet all the functional requirements of the hybrid vehicle.

(2)在本发明所述的集成式48V系统中，提出了一种全新的48V电池系统工作模式和能量分配管理，其主要有：第一电池单独工作模式；第一电池和第二电池一起工作模式；第一电池和第二电池互相均衡的工作模式。(2) In the integrated 48V system of the present invention, a new 48V battery system operating mode and energy distribution management are proposed, which mainly include: the first battery works alone; the first battery and the second battery work together Working mode; a working mode in which the first battery and the second battery are balanced with each other.

(3)在本发明所述的集成式48V系统中，其在电池系统中进一步采取了冗余电池系统设计，这种设计不仅可以满足未来自动驾驶法规要求，还可以在第一电池失效的极端工况下，确保整车某些功能依然能够正常使用。(3) In the integrated 48V system of the present invention, a redundant battery system design is further adopted in the battery system. This design can not only meet the requirements of future autonomous driving regulations, but also can meet the requirements of the first battery failure. Under working conditions, ensure that some functions of the vehicle can still be used normally.

(4)在某些优选的实施方式中，第一电池可以优选为12V磷酸铁锂电池 (LFP)。相较于12V铅酸电池，12V磷酸铁锂电池的寿命更长，安全性更高，对环境更加友好，且无污染，其功率密度和能量密度比铅酸电池高，在满足相同要求的前提下，体积和重量比12V铅酸电池小很多。同时，磷酸铁锂电池标称电压为3.0V，通过串联很容易实现和满足整车12V用电器的电压平台要求。(4) In some preferred embodiments, the first battery may preferably be a 12V lithium iron phosphate battery (LFP). Compared with the 12V lead-acid battery, the 12V lithium iron phosphate battery has a longer life, higher safety, and is more environmentally friendly and pollution-free. Its power density and energy density are higher than that of the lead-acid battery. On the premise of meeting the same requirements The volume and weight are much smaller than 12V lead-acid batteries. At the same time, the nominal voltage of lithium iron phosphate battery is 3.0V, and it is easy to realize and meet the voltage platform requirements ofvehicle 12V electrical appliances by connecting in series.

(5)在某些优选的实施方式中，第二电池可以优选为36V三元锂电池 (NCM)，三元锂电池能量密度高、功率性能好，能够满足大倍率充放电的使用要求。在本发明中，36V三元锂电池与12V电池配合串联使用，可以形成一个48V电池，以参与到整车启停工况、助力工况、能量回收工况、行车充电工况等整车的应用场景。(5) In some preferred embodiments, the second battery may preferably be a 36V ternary lithium battery (NCM). The ternary lithium battery has high energy density and good power performance, and can meet the use requirements of high-rate charge and discharge. In the present invention, the 36V ternary lithium battery is used in series with the 12V battery to form a 48V battery, which can participate in the whole vehicle's start-stop condition, power assist condition, energy recovery condition, and driving charging condition. application scenarios.

附图说明Description of drawings

图1示意性地显示了一种传统的48V整车系统架构。Figure 1 schematically shows a traditional 48V vehicle system architecture.

图2示意性地显示了本发明所述的集成式48V系统在一种实施方式下的整车架构。FIG. 2 schematically shows the whole vehicle architecture of the integrated 48V system according to the present invention in one embodiment.

图3示意性地显示了图2所示集成式48V系统的电池系统的原理图。FIG. 3 schematically shows a schematic diagram of the battery system of the integrated 48V system shown in FIG. 2 .

图4为图3所示电池系统的电池分配单元原理图。FIG. 4 is a schematic diagram of a battery distribution unit of the battery system shown in FIG. 3 .

图5为图3所示电池系统的互锁开关在一种情况下的工作状态示意图。FIG. 5 is a schematic diagram of a working state of the interlock switch of the battery system shown in FIG. 3 under one condition.

图6为图3所示电池系统的互锁开关在另一种情况下的工作状态示意图。FIG. 6 is a schematic diagram of the working state of the interlock switch of the battery system shown in FIG. 3 under another condition.

图7示意性地显示了混合动力汽车处于启停工况和/或助力工况下的能量流动示意图。FIG. 7 schematically shows a schematic diagram of the energy flow of a hybrid vehicle in a start-stop condition and/or a boost condition.

图8示意性地显示了12V电池和36V电池启动不均衡时的驻车工况能量流动示意图。Figure 8 schematically shows a schematic diagram of the energy flow in the parking condition when the 12V battery and the 36V battery start unbalanced.

图9示意性地显示了12V电池和36V电池启动均衡时的驻车工况能量流动示意图。Figure 9 schematically shows a schematic diagram of the energy flow in the parking condition when the 12V battery and the 36V battery start equalization.

图10示意性地显示了在制动能量回收工况下36V电池和12V电池共同充电的能量流动示意图。Figure 10 schematically shows the energy flow diagram of the co-charging of the 36V battery and the 12V battery under the braking energy recovery condition.

图11示意性地显示了在制动能量回收工况下36V电池先充电至100％SOC 时的能量流动示意图。Figure 11 schematically shows a schematic diagram of the energy flow when the 36V battery is first charged to 100% SOC under the braking energy recovery condition.

图12示意性地显示了在制动能量回收工况下12V电池先充电至100％SOC 且12V电池与36V电池不均衡时的能量流动示意图。FIG. 12 schematically shows a schematic diagram of the energy flow when the 12V battery is first charged to 100% SOC and the 12V battery is not balanced with the 36V battery under the braking energy recovery condition.

图13示意性地显示了在制动能量回收工况下12V电池先充电至100％SOC 且12V电池与36V电池均衡时的能量流动示意图。FIG. 13 schematically shows the energy flow diagram when the 12V battery is first charged to 100% SOC and the 12V battery is balanced with the 36V battery under the braking energy recovery condition.

图14示意性地显示了在行车充电工况下36V电池和12V电池共同充电的能量流动示意图。FIG. 14 schematically shows the energy flow diagram of the co-charging of the 36V battery and the 12V battery under the driving charging condition.

图15示意性地显示了在行车充电工况下36V电池先充电至100％SOC时的能量流动示意图。FIG. 15 schematically shows a schematic diagram of the energy flow when the 36V battery is first charged to 100% SOC under the driving charging condition.

图16示意性地显示了在行车充电工况下12V电池先充电至100％SOC且 12V电池与36V电池不均衡时的能量流动示意图。Fig. 16 schematically shows a schematic diagram of the energy flow when the 12V battery is first charged to 100% SOC and the 12V battery is not balanced with the 36V battery under the driving charging condition.

图17示意性地显示了在行车充电工况下12V电池先充电至100％SOC且 12V电池与36V电池均衡时的能量流动示意图。Figure 17 schematically shows a schematic diagram of the energy flow when the 12V battery is first charged to 100% SOC and the 12V battery is balanced with the 36V battery under the driving charging condition.

图18示意性地显示了在发动机单独驱动工况的一种情况下的能量流动示意图。Figure 18 schematically shows a schematic diagram of the energy flow in one case of the engine alone driving condition.

图19示意性地显示了在发动机单独驱动工况的另一种情况下的能量流动示意图。Figure 19 schematically shows a schematic diagram of the energy flow in another case of the engine alone driving condition.

图20示意性地显示了在混合动力汽车处于12V电池故障工况时的一种情况下的能量流动示意图。Figure 20 schematically shows a schematic diagram of the energy flow in one case when the HEV is in a 12V battery failure condition.

图21示意性地显示了在混合动力汽车处于12V电池故障工况时的另一种情况下的能量流动示意图。Figure 21 schematically shows a schematic diagram of the energy flow in another case when the HEV is in a 12V battery failure condition.

具体实施方式Detailed ways

下面将结合说明书附图和具体的实施例对本发明所述的用于车辆的集成式48V系统、车辆及控制方法做进一步的解释和说明，然而该解释和说明并不对本发明的技术方案构成不当限定。The integrated 48V system for vehicles, the vehicle and the control method according to the present invention will be further explained and explained below in conjunction with the drawings and specific embodiments of the specification, but the explanation and explanation do not constitute improper technical solutions of the present invention. limited.

在本发明中，以图2和图3所示的一种具体实施例为例，对本申请的集成式48V系统的主要架构和工作原理进行了详细的说明。其中，图2只是粗略地显示了集成式48V系统的主要架构，而图3则很详细地显示了集成式48V系统的工作原理图。In the present invention, taking a specific embodiment shown in FIG. 2 and FIG. 3 as an example, the main architecture and working principle of the integrated 48V system of the present application are described in detail. Among them, Figure 2 only roughly shows the main architecture of the integrated 48V system, while Figure 3 shows the working principle diagram of the integrated 48V system in great detail.

参阅图2和图3可以看出，在本实施方式中，本发明所述的集成式48V系统可以具体包括：整车控制器11，电池管理系统104，电池系统10，电机控制器7，48V电机8，高功率负载9和12V负载2。2 and 3, it can be seen that in this embodiment, the integrated 48V system of the present invention may specifically include: avehicle controller 11, abattery management system 104, abattery system 10, amotor controller 7, and a48V Motor 8,High Power Load 9 and12V Load 2.

需要说明的是，在本实施方式中，电池系统10具体包括有：36V电池101、12V电池102、DC/DC转换器103、电池分配单元105和互锁开关106。其中， 36V电池101和12V电池102能够串联连接以形成48V电池。It should be noted that, in this embodiment, thebattery system 10 specifically includes: a36V battery 101 , a12V battery 102 , a DC/DC converter 103 , abattery distribution unit 105 and aninterlock switch 106 . Among them, the36V battery 101 and the12V battery 102 can be connected in series to form a 48V battery.

在本发明中，本发明上述的集成式48V系统可以设置混合动力汽车上，该集成式48V系统能够采用螺栓连接的方式实现与混合动力汽车的车身12连接，如图3所示。为了保证系统中的电池系统10的使用性能和使用寿命，在设计时还考虑了主动冷却方案，冷却方案可以为主动风冷或液冷，为此在图3所示的实施方式中，本发明在车身12与电池系统10之前还设计有热管理系统接口。In the present invention, the above-mentioned integrated 48V system of the present invention can be installed on a hybrid vehicle, and the integrated 48V system can be connected to thebody 12 of the hybrid vehicle by means of bolt connection, as shown in FIG. 3 . In order to ensure the performance and service life of thebattery system 10 in the system, the active cooling scheme is also considered in the design, and the cooling scheme can be active air cooling or liquid cooling. For this reason, in the embodiment shown in FIG. 3, the present invention A thermal management system interface is also designed before thebody 12 and thebattery system 10 .

此外，需要注意的是，在该实施方式中，为了规避当前铅酸电池所存在的潜在缺陷，本发明并没有像现有的技术方案一样选用12V铅酸电池，其12V 电池102具体采用的是12V磷酸铁锂电池。同时，该电池系统10中的36V电池101具体选用的是36V三元锂电池。In addition, it should be noted that, in this embodiment, in order to avoid the potential defects of the current lead-acid battery, the present invention does not use a 12V lead-acid battery as in the existing technical solution, and the12V battery 102 specifically adopts the 12V lithium iron phosphate battery. Meanwhile, the36V battery 101 in thebattery system 10 is specifically selected from a 36V ternary lithium battery.

与传统48V整车系统架构相比，本技术方案的集成式48V系统可以满足混合动力汽车对于12V电压和48V电压的所有功能要求。在本实施方式中，由于36V电池101、12V电池102和DC/DC转换器103集成为一个零件，其节省了传统48V系统整车架构中12V电池与DC/DC转换器连接线束以及48V 电池与DC/DC转换器连接线束，从而大大减少了装配工序，使得整个系统重量、总体积、以及成本大大降低。Compared with the traditional 48V vehicle system architecture, the integrated 48V system of the technical solution can meet all the functional requirements of the hybrid vehicle for 12V voltage and 48V voltage. In this embodiment, since the36V battery 101, the12V battery 102 and the DC/DC converter 103 are integrated into one part, it saves the wiring harness connecting the 12V battery and the DC/DC converter and the 48V battery and the DC/DC converter in the traditional 48V system vehicle architecture. The DC/DC converter is connected to the wiring harness, thereby greatly reducing the assembly process, so that the weight, total volume, and cost of the entire system are greatly reduced.

从重量上评估，传统48V整车系统架构中所使用的48V电池重量约20kg， 12V铅酸电池约17kg(以60Ah铅酸电池为例)，DC/DC转换器重量约2.9kg (以3kw为例)，传统48V系统的总重约39.9kg；而本技术方案的集成式48V 电池系统总重量约32kg，相比传统48V系统的重量降低19％。In terms of weight, the 48V battery used in the traditional 48V vehicle system architecture weighs about 20kg, the 12V lead-acid battery is about 17kg (take a 60Ah lead-acid battery as an example), and the DC/DC converter weighs about 2.9kg (take 3kw as an example). Example), the total weight of the traditional 48V system is about 39.9kg; while the total weight of the integrated 48V battery system of this technical solution is about 32kg, which is 19% lower than the weight of the traditional 48V system.

从尺寸和体积上评估，传统48V整车系统架构中所使用的48V电池的尺寸约394mm*175mm*160mm，其体积约11L；12V铅酸电池(以60Ah铅酸电池为例)的尺寸约262mm*173mm*113mm，其体积约5.12L；DC/DC转换器 (以3kw为例)的尺寸约220mm*190mm*75mm，其体积约3.13L；由此计算得到传统48V电池系统的总体积约19.25L。而本技术方案的集成式48V电池系统尺寸约360mm*270mm*160mm，其总体积约15.5L，相比传统48V系统体积降低19％。From the evaluation of size and volume, the size of the 48V battery used in the traditional 48V vehicle system architecture is about 394mm*175mm*160mm, and its volume is about 11L; the size of the 12V lead-acid battery (taking 60Ah lead-acid battery as an example) is about 262mm. *173mm*113mm, its volume is about 5.12L; the size of the DC/DC converter (take 3kw as an example) is about 220mm*190mm*75mm, and its volume is about 3.13L; from this calculation, the total volume of the traditional 48V battery system is about 19.25 L. The size of the integrated 48V battery system of this technical solution is about 360mm*270mm*160mm, and its total volume is about 15.5L, which is 19% lower than that of the traditional 48V system.

从成本上评估，传统48V电池的成本约3500元(以19Ah，925Wh为例)， 12V铅酸电池的成本约520元(以60Ah，720Wh铅酸电池为例)，DC/DC转换器的成本约600元(以3kw为例)，由此计算得到传统48V系统总成本约为4620元；而本技术方案的集成式48V电池系统总成本约3700元，相比传统 48V系统成本降低20％。From the cost evaluation, the cost of traditional 48V battery is about 3500 yuan (take 19Ah, 925Wh as an example), the cost of 12V lead-acid battery is about 520 yuan (take 60Ah, 720Wh lead-acid battery as an example), the cost of DC/DC converter About 600 yuan (take 3kw as an example), the total cost of the traditional 48V system is calculated to be about 4620 yuan; while the total cost of the integrated 48V battery system of this technical solution is about 3700 yuan, which is 20% lower than the cost of the traditional 48V system.

从系统集成和可装配性上评估，传统的48V电池系统多个零部件分布在不同位置分别装配，然后通过线束连接，其装配工序相当复杂；而本技术方案则将多个零部件高度集成在一起，其装配工序少，线束简单。From the evaluation of system integration and assemblability, the traditional 48V battery system has multiple components distributed in different positions and assembled separately, and then connected by wire harnesses, the assembly process is quite complicated; while this technical solution highly integrates multiple components in At the same time, the assembly process is few and the wiring harness is simple.

从环保上评估，传统的12V铅酸电池内部所含硫酸液含有大量铅，会污染环境且对人体有害；而本技术方案所使用的12V磷酸铁锂电池和36V三元锂电池均不含有镉铅汞等对环境有污染的元素，其对环境更友好。From the perspective of environmental protection, the sulfuric acid solution contained in the traditional 12V lead-acid battery contains a large amount of lead, which will pollute the environment and be harmful to the human body; while the 12V lithium iron phosphate battery and the 36V ternary lithium battery used in this technical solution do not contain cadmium Elements that pollute the environment, such as lead and mercury, are more environmentally friendly.

为了进一步说明本发明所述的集成式48V系统的工作原理，发明人基于图 3中所示的内容，对本发明所述的电池管理系统104和电池系统10中各部件的功能进行了详细的描述。In order to further illustrate the working principle of the integrated 48V system according to the present invention, the inventors describe in detail the functions of the components in thebattery management system 104 and thebattery system 10 according to the present invention based on the content shown in FIG. 3 . .

如图3所示，在本发明所述的集成式48V系统中，电池管理系统104能够与整车控制器11通讯连接，并与电池系统10连接，电池系统10能够进一步与电机8连接。As shown in FIG. 3 , in the integrated 48V system of the present invention, thebattery management system 104 can be connected to thevehicle controller 11 in communication and connected to thebattery system 10 , which can be further connected to themotor 8 .

在本发明中，电池管理系统104主要功能是同时监控36V电池101和12V 电池102的电压、电流和温度，同时监控两个电池的状态，对两个电池SOC (State of Charge，电池荷电状态)和SOH(State of Health，电池健康状态) 进行估算，同时电池管理系统软件继承了磷酸铁锂和三元双体系控制算法，可以用三元的SOC标定磷酸铁锂的SOC，以使磷酸铁锂SOC估算更加准确。In the present invention, the main function of thebattery management system 104 is to monitor the voltage, current and temperature of the36V battery 101 and the12V battery 102 at the same time, and monitor the states of the two batteries at the same time. ) and SOH (State of Health, battery state of health) to estimate, and the battery management system software inherits the lithium iron phosphate and ternary dual system control algorithm, and the ternary SOC can be used to calibrate the SOC of lithium iron phosphate, so that the iron phosphate Lithium SOC estimation is more accurate.

同时，电池管理系统104能够与电池系统10中的互锁开关106、电池分配单元105和DC/DC转换器103分别连接。Meanwhile, thebattery management system 104 can be connected to theinterlock switch 106 , thebattery distribution unit 105 , and the DC/DC converter 103 in thebattery system 10 , respectively.

在本发明中，电池管理系统104能够控制电池分配单元105内部12V回路继电器1051(如图4所示)和48V回路继电器1054(如图4所示)的工作状态，同时监控12V回路电流和48V回路电流。此外，电池管理系统104同时也控制互锁开关106的工作状态。另外，电池管理系统104通过低压接插件连接与整车控制器11进行通讯，可以上报电池状态和接受整车控制信息。In the present invention, thebattery management system 104 can control the working state of the 12V loop relay 1051 (shown in FIG. 4 ) and the 48V loop relay 1054 (shown in FIG. 4 ) inside thebattery distribution unit 105 , while monitoring the 12V loop current and the 48V loop current. loop current. In addition, thebattery management system 104 also controls the working state of theinterlock switch 106 at the same time. In addition, thebattery management system 104 communicates with thevehicle controller 11 through a low-voltage connector connection, and can report the battery status and receive vehicle control information.

在本发明所述的电池系统10中，由36V电池101和12V电池102能够串联形成48V电池，并为48V电机8以及高功率负载提供能量源，以及接受48V 电机8的能量反馈。In thebattery system 10 of the present invention, the36V battery 101 and the12V battery 102 can be connected in series to form a 48V battery, and provide an energy source for the48V motor 8 and high power loads, and receive energy feedback from the48V motor 8 .

相应地，在本实施方式中，电池系统10中的DC/DC转换器103具有多种工作模式，其可以根据实际工况需要进行切换。DC/DC转换器103能够接收整车控制器11或电池管理系统104的控制信号，并切换工作模式，例如：将 48V电压转换为12V电压，或者将36V电压转换为12V电压，或者将12V电压转换为36V电压。Correspondingly, in this embodiment, the DC/DC converter 103 in thebattery system 10 has multiple operating modes, which can be switched according to actual operating conditions. The DC/DC converter 103 can receive the control signal from thevehicle controller 11 or thebattery management system 104, and switch the working mode, for example, convert the 48V voltage to 12V voltage, or convert the 36V voltage to 12V voltage, or convert the 12V voltage Convert to 36V voltage.

如图4所示，在本实施方式中，电池分配单元105包括：串联在12V电压回路中的12V回路继电器1051、12V回路熔断器1052和12V回路电流传感器 1053；串联在48V电压回路中的48V回路继电器1054、48V回路熔断器1055 和48V回路电流传感器1056。As shown in FIG. 4, in this embodiment, thebattery distribution unit 105 includes: a12V loop relay 1051, a12V loop fuse 1052 and a 12V loopcurrent sensor 1053 connected in series in a 12V voltage loop; a 48V loop connected in series in a 48V voltageloop Loop relay 1054,48V loop fuse 1055 and 48V loopcurrent sensor 1056.

需要说明的是，在本发明中，12V回路继电器1051为常闭状态，其能够控制12V电池102的输出和充电，当电池分配单元105的+12V端出现过压/ 欠压/开路/短路等故障时，该12V回路继电器1051断开从而保护电池。而12V 回路熔断器可以在12V电池102回路外部短路时，切断12V回路，保护电池和其他用电器。12V回路电流传感器1053能够监控12V回路的电流大小。It should be noted that, in the present invention, the12V loop relay 1051 is in a normally closed state, which can control the output and charging of the12V battery 102. When the +12V terminal of thebattery distribution unit 105 experiences overvoltage/undervoltage/open/short circuit, etc. In the event of a fault, the12V loop relay 1051 is disconnected to protect the battery. The 12V loop fuse can cut off the 12V loop when the external circuit of the12V battery 102 is short-circuited to protect the battery and other electrical appliances. The 12V loopcurrent sensor 1053 can monitor the current magnitude of the 12V loop.

相应地，在本发明中，48V回路继电器1054能够控制串联形成的48V电池的输出和能量回收存储功能，当48V回路继电器1054闭合时，48V电压回路向外输出电压或者通过所述电机进行充电。而48V回路熔断器1055则可以在48V电池回路外部短路时，切断48V回路，保护电池和其他用电器。48V 回路电流传感器1056能够监控48V回路电流大小。Correspondingly, in the present invention, the48V loop relay 1054 can control the output and energy recovery and storage function of the 48V battery formed in series. When the48V loop relay 1054 is closed, the 48V voltage loop outputs voltage to the outside or is charged by the motor. The48V loop fuse 1055 can cut off the 48V loop to protect the battery and other electrical appliances when the 48V battery loop is short-circuited outside. The 48V loopcurrent sensor 1056 can monitor the magnitude of the 48V loop current.

如图5和图6所示，同时参阅图3可以看出，在本实施方式中，互锁开关 106有两个互锁的第一继电器1061和第二继电器1062组成。As shown in FIG. 5 and FIG. 6 , and referring to FIG. 3 at the same time, it can be seen that in this embodiment, theinterlock switch 106 is composed of two interlockedfirst relays 1061 andsecond relays 1062 .

在本发明所述的电池系统中，互锁开关106能够与电池管理系统104连接，且互锁开关106具有两种不同的工作状态，利用互锁开关106可以实现36V电池101和48V电池的切换。In the battery system of the present invention, theinterlock switch 106 can be connected to thebattery management system 104, and theinterlock switch 106 has two different working states. Theinterlock switch 106 can be used to switch between the36V battery 101 and the 48V battery .

如上述图5和图6所示，在本发明中，互锁开关106有两种状态，当互锁开关106处于图5所示的状态1时，第一继电器1061闭合，第二继电器1062 断开，此时12V电池102和36V电池101串联连接在一起，共同组成了48V 电池，整个电池系统10形成有12V电压回路和48V电压回路。As shown in FIGS. 5 and 6 , in the present invention, theinterlock switch 106 has two states. When theinterlock switch 106 is instate 1 shown in FIG. 5 , thefirst relay 1061 is closed, and thesecond relay 1062 is closed. At this time, the12V battery 102 and the36V battery 101 are connected in series together to form a 48V battery. Theentire battery system 10 forms a 12V voltage loop and a 48V voltage loop.

当互锁开关106处于图6所示的状态2时，第一继电器1061断开，第二继电器1062闭合，整个电池系统形成有12V电压回路和36V电压回路，12V 电池102和36V电池101可以互相均衡。When theinterlock switch 106 is in thestate 2 shown in FIG. 6 , thefirst relay 1061 is turned off, thesecond relay 1062 is turned on, and the entire battery system forms a 12V voltage loop and a 36V voltage loop, and the12V battery 102 and the36V battery 101 can be connected to each other. balanced.

在本发明中，本发明上述图2-图6所示的集成式48V系统可以具体应用于混合动力汽车上。在实际应用时，混合动力汽车通常存在以下七种不同的工况：In the present invention, the integrated 48V system shown in FIG. 2 to FIG. 6 of the present invention can be specifically applied to a hybrid vehicle. In practical applications, HEVs usually have the following seven different operating conditions:

启停工况、助力工况、驻车工况、制动能量回收工况、行车充电工况、发动机单独驱动工况、12V电池故障工况。Start-stop condition, power assist condition, parking condition, braking energy recovery condition, driving charging condition, engine independent driving condition, 12V battery failure condition.

当混合动力汽车处于不同的工况时，本发明所述的集成式48V系统也会在不同的工作模式之间进行切换，以满足使用需求。When the hybrid vehicle is in different working conditions, the integrated 48V system of the present invention will also switch between different working modes to meet the usage requirements.

当混合动力汽车处于上述这七种工况中，设于车辆上的集成式48V系统的具体工作模式，如下所述：When the hybrid vehicle is in the above seven operating conditions, the specific working mode of the integrated 48V system installed on the vehicle is as follows:

(1)当混合动力汽车处于启停工况和/或助力工况时：(1) When the hybrid vehicle is in the start-stop condition and/or the assist condition:

当混合动力汽车处于启停工况和/或助力工况时，电池系统10中的36V电池101和12V电池102串联使用，以形成48V电池，此时混合动力汽车上的能量流动如下述图7所示。图7示意性地显示了混合动力汽车处于启停工况和 /或助力工况下的能量流动示意图。When the HEV is in the start-stop condition and/or the booster condition, the36V battery 101 and the12V battery 102 in thebattery system 10 are used in series to form a 48V battery. At this time, the energy flow in the HEV is shown in Figure 7 below. shown. FIG. 7 schematically shows a schematic diagram of the energy flow of a hybrid vehicle in a start-stop condition and/or a boost condition.

当min(SOC_12V电池，SOC_36V电池)(即12V电池的SOC最小值和36V电池的SOC最小值的至少其中之一)＞30％时，12V电池102会与36V 电池101串联形成48V电池，48V回路继电器1054闭合，允许48V电机8提供启动转矩和辅助转矩。When min(SOC_12V battery, SOC_36V battery) (ie at least one of the minimum SOC of the 12V battery and the minimum SOC of the 36V battery)>30%, the12V battery 102 will be connected in series with the36V battery 101 to form a 48V battery,48V loop Relay 1054 is closed, allowing48V motor 8 to provide starting torque and assist torque.

此时，串联形成的48V电池存在为两路输出，一路输出是为了给48V电机8提供电池动力；而48V电池的另一路则是向DC/DC转换器103输入48V 电压，以使DC/DC转换器103将工作模式由48V转换为12V，而后DC/DC 转换器103输出为12V电压，为12V负载2提供电池动力。At this time, the 48V battery formed in series exists as two outputs, one output is to provide battery power for the48V motor 8; Theconverter 103 converts the working mode from 48V to 12V, and then the DC/DC converter 103 outputs a voltage of 12V to provide battery power for the12V load 2 .

(2)当混合动力汽车处于驻车工况时：(2) When the hybrid vehicle is in the parking condition:

当混合动力汽车处于驻车工况时，根据12V电池102和36V电池101是否启动均衡，驻车工况下的能量流动，可以进一步分区分为以下两种不同情况：When the hybrid vehicle is in the parking condition, according to whether the12V battery 102 and the36V battery 101 start equalization, the energy flow in the parking condition can be further divided into the following two different situations:

1.当△SOC_12V电池&36V电池(即12V电池的△SOC和36V电池的△ SOC的至少其中之一)≤5％时，表示12V电池102和36V电池101启动不均衡，此时能量流动如图8所示。图8示意性地显示了12V电池和36V电池启动不均衡时的驻车工况能量流动示意图。1. When △SOC_12V battery & 36V battery (ie at least one of △SOC of 12V battery and △SOC of 36V battery) ≤ 5%, it means that the12V battery 102 and the36V battery 101 start unbalanced, and the energy flow is as shown in the figure. 8 shown. Figure 8 schematically shows a schematic diagram of the energy flow in the parking condition when the 12V battery and the 36V battery start unbalanced.

如图8所示，12V电池102和36V电池101启动不均衡，此时集成式48V 电池系统只有12V电池回路单独工作，提供整车的静态电流需求，DC/DC转换器103不工作，互锁开关106处于图5所示的状态1。As shown in Fig. 8, the12V battery 102 and the36V battery 101 start unbalanced. At this time, only the 12V battery circuit of the integrated 48V battery system works alone to provide the quiescent current demand of the whole vehicle. The DC/DC converter 103 does not work and is interlocked. Theswitch 106 is instate 1 shown in FIG. 5 .

2.当△SOC_12V电池&36V电池(即12V电池的△SOC(SOC变化值) 和36V电池的△SOC的至少其中之一)＞5％时，表示12V电池102和36V电池101启动均衡，此时能量流动如图9所示。图9示意性地显示了12V电池和 36V电池启动均衡时的驻车工况能量流动示意图。2. When △SOC_12V battery & 36V battery (ie at least one of the △SOC (SOC change value) of the 12V battery and the △SOC of the 36V battery) > 5%, it means that the12V battery 102 and the36V battery 101 start to balance, at this time The energy flow is shown in Figure 9. Figure 9 schematically shows a schematic diagram of the energy flow in the parking condition when the 12V battery and the 36V battery start equalization.

如图9所示，12V电池102和36V电池101启动均衡，互锁开关106切换为状态2，此时电池系统10存在12V电池回路和36V电池回路；DC/DC转换器103工作模式为将36V电压转为12V电压，36V电池101和12V电池102 通过DC/DC转换器103进行均衡，直至SOC_12V电池＝SOC_36V电池，即 12V电池的SOC等于36V电池的SOC。在此状态下，DC/DC转换器103输出为12V电压，其为12V负载2提供电池动力。As shown in FIG. 9 , the12V battery 102 and the36V battery 101 start equalization, and theinterlock switch 106 is switched tostate 2. At this time, thebattery system 10 has a 12V battery circuit and a 36V battery circuit; the DC/DC converter 103 operates in the 36V battery circuit The voltage is converted to 12V voltage, and the36V battery 101 and the12V battery 102 are balanced by the DC/DC converter 103 until SOC_12V battery=SOC_36V battery, that is, the SOC of the 12V battery is equal to the SOC of the 36V battery. In this state, the output of the DC/DC converter 103 is 12V, which provides battery power for the12V load 2 .

(3)当混合动力汽车处于制动能量回收工况时：(3) When the hybrid vehicle is in the braking energy recovery condition:

当max(SOC_12V电池，SOC_36V电池)(即12V电池的SOC最大值和36V电池的SOC最大值的至少其中之一)＜80％时，12V电池102会与36V 电池101串联形成48V电池，48V回路继电器1054闭合，串联形成的48V电池接受48V电机8的能量反馈，12V电池102和36V电池101一起充电，直至一个电池先充满至100％SOC。在此状态下，混合动力汽车上的能量流动如图10所示。When max(SOC_12V battery, SOC_36V battery) (ie at least one of the maximum SOC of the 12V battery and the maximum SOC of the 36V battery) <80%, the12V battery 102 will be connected in series with the36V battery 101 to form a 48V battery, 48V loop Therelay 1054 is closed, the 48V battery formed in series receives the energy feedback of the48V motor 8, and the12V battery 102 and the36V battery 101 are charged together until one battery is fully charged to 100% SOC. In this state, the energy flow on the HEV is shown in Figure 10.

如图10所示，当36V电池和12V电池共同充电时，在此状态下互锁开关的工作模式为状态1，DC/DC转换器103的工作模式为将48V转换为12V，而后DC/DC转换器103输出为12V电压，为12V负载2提供电池动力。As shown in Fig. 10, when the 36V battery and the 12V battery are charged together, the working mode of the interlock switch isstate 1 in this state, and the working mode of the DC/DC converter 103 is to convert 48V to 12V, and then DC/DC The output of theconverter 103 is 12V, which provides battery power for the12V load 2 .

如果36V电池先充电至100％SOC，则此时电池系统10可继续接受48V 电机8的能量反馈，48V回路继电器1054闭合，互锁开关106切换为状态2， 12V电池102与36V电池101断开。此时，DC/DC转换器103的工作模式为将48V转换为12V，48V电机8的回馈能量直接通过DC/DC转换器103为12V 电池102充电，同时12V电池102能够为12V负载2提供电池动力。在此状态下，混合动力汽车上的能量流动如图11所示，图11示意性地显示了在制动能量回收工况下36V电池先充电至100％SOC时的能量流动示意图。If the 36V battery is charged to 100% SOC first, then thebattery system 10 can continue to receive energy feedback from the48V motor 8, the48V loop relay 1054 is closed, theinterlock switch 106 is switched tostate 2, and the12V battery 102 is disconnected from the36V battery 101 . At this time, the working mode of the DC/DC converter 103 is to convert 48V to 12V, and the feedback energy of the48V motor 8 directly charges the12V battery 102 through the DC/DC converter 103 , and the12V battery 102 can provide batteries for the12V load 2 power. In this state, the energy flow on the HEV is shown in Figure 11, which schematically shows the energy flow when the 36V battery is first charged to 100% SOC under the braking energy recovery condition.

如果12V电池102先充电至100％SOC，则此时电池系统10不再接受48V 电机8的能量反馈，48V回路继电器1054断开，互锁开关106处于状态2。在此状态下，根据12V电池102和36V电池101是否启动均衡，制动能量回收工况下的能量流动，可以进一步分区分为以下两种不同情况：If the12V battery 102 is charged to 100% SOC first, then thebattery system 10 no longer accepts energy feedback from the48V motor 8 , the48V loop relay 1054 is turned off, and theinterlock switch 106 is instate 2 . In this state, according to whether the12V battery 102 and the36V battery 101 start equalization, the energy flow under the braking energy recovery condition can be further divided into the following two different situations:

(i)当△SOC_12V电池&36V电池(即12V电池的△SOC和36V电池的△SOC的至少其中之一)≤5％时，则表示12V电池102和36V电池101启动不均衡，此时DC/DC转换器103不工作，12V电池102为12V负载2提供电池动力。此时，混合动力汽车上的能量流动如图12所示。图12示意性地显示了在制动能量回收工况下12V电池先充电至100％SOC且12V电池与36V电池不均衡时的能量流动示意图。(i) When △SOC_12V battery & 36V battery (ie at least one of the △SOC of the 12V battery and the △SOC of the 36V battery) ≤ 5%, it means that the12V battery 102 and the36V battery 101 start unbalanced. At this time, the DC/ TheDC converter 103 does not work and the12V battery 102 provides battery power for the12V load 2 . At this time, the energy flow on the HEV is shown in Figure 12. FIG. 12 schematically shows a schematic diagram of the energy flow when the 12V battery is first charged to 100% SOC and the 12V battery is not balanced with the 36V battery under the braking energy recovery condition.

(ii)当△SOC_12V电池&36V电池(即12V电池的△SOC和36V电池的△SOC的至少其中之一)＞5％时，表示12V电池102和36V电池101启动均衡，DC/DC转换器103的工作模式为将12V电压转为36V电压，12V电池 102和36V电池101通过DC/DC转换器103进行均衡，直至SOC_12V电池＝SOC_36V电池，即12V电池102的SOC等于36V电池101的SOC。在此状态下，12V电池102会为12V负载2提供电池动力，混合动力汽车上的能量流动如图13所示。图13示意性地显示了在制动能量回收工况下12V电池先充电至100％SOC且12V电池与36V电池均衡时的能量流动示意图。(ii) When △SOC_12V battery & 36V battery (ie at least one of the △SOC of the 12V battery and the △SOC of the 36V battery)>5%, it means that the12V battery 102 and the36V battery 101 start equalization, and the DC/DC converter 103 The working mode is to convert the 12V voltage to 36V voltage, and the12V battery 102 and the36V battery 101 are balanced by the DC/DC converter 103 until SOC_12V battery=SOC_36V battery, that is, the SOC of the12V battery 102 is equal to the SOC of the36V battery 101. In this state, the12V battery 102 provides battery power for the12V load 2, and the energy flow in the hybrid vehicle is shown in FIG. 13 . FIG. 13 schematically shows a schematic diagram of the energy flow when the 12V battery is first charged to 100% SOC and the 12V battery is balanced with the 36V battery under the braking energy recovery condition.

(4)当混合动力汽车处于行车充电工况时：(4) When the hybrid vehicle is in the driving charging condition:

当max(SOC_12V电池，SOC_36V电池)(即第一电池的SOC最大值和第二电池的SOC最大值的至少其中之一)＜80％，且发动机的负荷较小时，发动机不在高效工作区工作，整车可以采用行车发电的模式，发动机在为整车提供动力的同时，还会带动48V电机8以发电机的形式，为电池系统10充电，此时混合动力汽车处于行车充电工况。When max(SOC_12V battery, SOC_36V battery) (that is, at least one of the maximum SOC of the first battery and the maximum SOC of the second battery) <80%, and the load of the engine is small, the engine does not work in the high-efficiency working area, The whole vehicle can adopt the mode of driving power generation. While the engine provides power for the whole vehicle, it will also drive the48V motor 8 to charge thebattery system 10 in the form of a generator. At this time, the hybrid vehicle is in the driving charging condition.

在行车充电工况下，48V回路继电器1054闭合，电池系统接受48V电机 8的能量反馈，以使12V电池102和36V电池101一起充电，直至一个电池先充满至100％SOC。在此状态下，混合动力汽车上的能量流动如图14所示。Under driving charging conditions, the48V loop relay 1054 is closed, and the battery system receives energy feedback from the48V motor 8, so that the12V battery 102 and the36V battery 101 are charged together until one battery is fully charged to 100% SOC. In this state, the energy flow on the HEV is shown in Figure 14.

如图14所示，当36V电池101和12V电池102共同充电时，在此状态下互锁开关106的工作模式为状态1，DC/DC转换器103工作模式为将48V转换为12V，而后DC/DC转换器103输出为12V电压，为12V负载2提供电池动力。As shown in FIG. 14 , when the36V battery 101 and the12V battery 102 are charged together, the working mode of theinterlock switch 106 in this state isstate 1, and the working mode of the DC/DC converter 103 is to convert 48V to 12V, and then DC The output of the /DC converter 103 is 12V, which provides battery power for the12V load 2 .

如果36V电池101先充电至100％SOC，此时电池系统10可继续接受48V 电机8的能量反馈，48V回路继电器1054闭合，互锁开关106切换为状态2， 12V电池102与36V电池101断开。此时DC/DC转换器103的工作模式为将 48V电压转12V电压，48V电机8的回馈能量能够直接通过DC/DC转换器103 为12V电池102充电，12V电池102会为12V负载2提供电池动力。在此状态下，混合动力汽车上的能量流动如图15所示。图15示意性地显示了在行车充电工况下36V电池先充电至100％SOC时的能量流动示意图。If the36V battery 101 is charged to 100% SOC first, thebattery system 10 can continue to receive energy feedback from the48V motor 8, the48V loop relay 1054 is closed, theinterlock switch 106 is switched tostate 2, and the12V battery 102 is disconnected from the36V battery 101 . At this time, the working mode of the DC/DC converter 103 is to convert the 48V voltage to the 12V voltage. The feedback energy of the48V motor 8 can directly charge the12V battery 102 through the DC/DC converter 103 , and the12V battery 102 will provide the battery for the12V load 2 power. In this state, the energy flow on the HEV is shown in Figure 15. FIG. 15 schematically shows a schematic diagram of the energy flow when the 36V battery is first charged to 100% SOC under the driving charging condition.

如果12V电池102先充电至100％SOC，则此时电池系统10不再接受48V 电机8的能量反馈，48V回路继电器1054断开，互锁开关106处于状态2。在此状态下，根据12V电池102和36V电池101是否启动均衡，行车充电工况下的能量流动，可以进一步分区分为以下两种不同情况：If the12V battery 102 is charged to 100% SOC first, then thebattery system 10 no longer accepts energy feedback from the48V motor 8 , the48V loop relay 1054 is turned off, and theinterlock switch 106 is instate 2 . In this state, according to whether the12V battery 102 and the36V battery 101 start equalization, the energy flow under the driving charging condition can be further divided into the following two different situations:

(i)当△SOC_12V电池&36V电池(即12V电池的△SOC和36V电池的△SOC的至少其中之一)≤5％时，表示12V电池102和36V电池101不启动均衡，此时DC/DC转换器103不工作，12V电池102为12V负载2提供电池动力。在此状态下，混合动力汽车上的能量流动如图16所示。图16示意性地显示了在行车充电工况下12V电池先充电至100％SOC且12V电池与36V电池不均衡时的能量流动示意图。(i) When △SOC_12V battery & 36V battery (ie at least one of the △SOC of the 12V battery and the △SOC of the 36V battery)≤5%, it means that the12V battery 102 and the36V battery 101 do not start equalization, at this time the DC/DC Theconverter 103 does not work and the12V battery 102 provides battery power for the12V load 2 . In this state, the energy flow on the HEV is shown in Figure 16. FIG. 16 schematically shows a schematic diagram of the energy flow when the 12V battery is first charged to 100% SOC and the 12V battery is not balanced with the 36V battery under the driving charging condition.

(ii)当△SOC_12V电池&36V电池(即12V电池的△SOC和36V电池的△SOC的至少其中之一)＞5％时，表示12V电池102和36V电池101启动均衡，此时DC/DC转换器103的工作模式为12V电压转36V电压，12V电池 102和36V电池101通过DC/DC转换器103进行均衡，直至SOC_12V电池＝SOC_36V电池，即12V电池102的SOC等于36V电池101的SOC。在此状态下，12V电池102为12V负载2提供电池动力，混合动力汽车上的能量流动如图17所示。图17示意性地显示了在行车充电工况下12V电池先充电至 100％SOC且12V电池与36V电池均衡时的能量流动示意图。(ii) When △SOC_12V battery & 36V battery (ie at least one of the △SOC of the 12V battery and the △SOC of the 36V battery)>5%, it means that the12V battery 102 and the36V battery 101 start to balance, and at this time DC/DC conversion The working mode of thecontroller 103 is 12V voltage to 36V voltage, the12V battery 102 and the36V battery 101 are balanced by the DC/DC converter 103 until SOC_12V battery=SOC_36V battery, that is, the SOC of the12V battery 102 is equal to the SOC of the36V battery 101 . In this state, the12V battery 102 provides battery power for the12V load 2, and the energy flow on the hybrid vehicle is shown in FIG. 17 . Figure 17 schematically shows a schematic diagram of the energy flow when the 12V battery is first charged to 100% SOC and the 12V battery is balanced with the 36V battery under the driving charging condition.

(5)当混合动力汽车处于发动机单独驱动工况时：(5) When the hybrid vehicle is in the engine alone driving condition:

当汽车处于中高等负荷工况下行驶且电池系统10的电量充足不需要对其充电时，此时发动机处于低油耗、高效率的工作区间，此时汽车行驶需要的动力完全由发动机提供，即混合动力汽车处于发动机单独驱动工况。When the car is running under medium and high load conditions and thebattery system 10 has sufficient power and does not need to be charged, the engine is in a low fuel consumption and high-efficiency working range. Hybrid vehicles are in the engine-only drive condition.

在混合动力汽车处于发动机单独驱动工况时，控制48V回路继电器1054 断开，此时电池系统10不接受回馈能量也不提供辅助动力支持，其既不充电也不供电。When the hybrid vehicle is in the engine-only driving condition, the48V loop relay 1054 is controlled to be disconnected. At this time, thebattery system 10 neither receives feedback energy nor provides auxiliary power support, and neither charges nor supplies power.

当△SOC_12V电池&36V电池(即12V电池的△SOC和36V电池的△SOC 的至少其中之一)≤5％时，36V电池101和12V电池102串联成48V电池，控制互锁开关106的工作模式为状态1，DC/DC转换器103的工作模式为将 48V转为12V电压，DC/DC转换器103的输出端为12V，DC/DC转换器103 能够为12V负载2提供电池动力，此时混合动力汽车上的能量流动如图18所示。图18示意性地显示了在发动机单独驱动工况的一种情况下的能量流动示意图。When △SOC_12V battery & 36V battery (ie at least one of the △SOC of the 12V battery and the △SOC of the 36V battery)≤5%, the36V battery 101 and the12V battery 102 are connected in series to form a 48V battery, and the working mode of theinterlock switch 106 is controlled Instate 1, the working mode of the DC/DC converter 103 is to convert 48V to 12V voltage, the output terminal of the DC/DC converter 103 is 12V, and the DC/DC converter 103 can provide battery power for the12V load 2, at this time The energy flow on a hybrid vehicle is shown in Figure 18. Figure 18 schematically shows a schematic diagram of the energy flow in one case of the engine alone driving condition.

当△SOC_12V电池&36V电池(即2V电池的△SOC和36V电池的△SOC 的至少其中之一)＞5％，36V电池101和12V电池102单独使用，控制互锁开关106的工作模式为状态2，DC/DC转换器103的工作模式为将36V电压转12V电压，36V电池101和12V电池102通过DC/DC转换器103均衡，直至SOC_12V电池＝SOC_36V电池，即12V电池102的SOC等于36V电池101 的SOC。在此状态下，DC/DC转换器103的输出端为12V，DC/DC转换器103 能够为12V负载2提供电池动力，此时混合动力汽车上的能量流动如图19所示。图19示意性地显示了在发动机单独驱动工况的另一种情况下的能量流动示意图。When △SOC_12V battery & 36V battery (ie at least one of the △SOC of the 2V battery and the △SOC of the 36V battery)>5%, the36V battery 101 and the12V battery 102 are used alone, and the operating mode of thecontrol interlock switch 106 isstate 2 , the working mode of the DC/DC converter 103 is to convert the 36V voltage to the 12V voltage, the36V battery 101 and the12V battery 102 are balanced by the DC/DC converter 103 until the SOC_12V battery=SOC_36V battery, that is, the SOC of the12V battery 102 is equal to the 36V battery SOC of 101. In this state, the output terminal of the DC/DC converter 103 is 12V, and the DC/DC converter 103 can provide battery power for the12V load 2 . At this time, the energy flow in the hybrid vehicle is shown in FIG. 19 . Figure 19 schematically shows a schematic diagram of the energy flow in another case of the engine alone driving condition.

(6)当混合动力汽车处于12V电池故障工况时。(6) When the hybrid vehicle is in the 12V battery failure condition.

当12V电池102发生过压/欠压/开路/短路等故障时，电池管理系统104上报故障给整车，同时断开12V回路继电器1051，保护12V电池102及回路其他用电器。When the12V battery 102 has overvoltage/undervoltage/open circuit/short circuit faults, thebattery management system 104 reports the fault to the vehicle, and disconnects the12V circuit relay 1051 to protect the12V battery 102 and other electrical appliances in the circuit.

在制动能量回收工况和行车充电工况下，48V电机8的能量可通过DC/DC 转换器103为12V负载2提供应急电源支持。此时48V回路继电器1054闭合，互锁开关106为状态2，DC/DC转换器103的工作模式为48V转12V。在此状态下，混合动力汽车上的能量流动如图20所示。图20示意性地显示了在混合动力汽车处于12V电池故障工况时的一种情况下的能量流动示意图。In the braking energy recovery condition and the driving charging condition, the energy of the48V motor 8 can provide emergency power support for the12V load 2 through the DC/DC converter 103 . At this time, the48V loop relay 1054 is closed, theinterlock switch 106 is instate 2, and the working mode of the DC/DC converter 103 is 48V to 12V. In this state, the energy flow on the HEV is shown in Figure 20. Figure 20 schematically shows a schematic diagram of the energy flow in one case when the HEV is in a 12V battery failure condition.

在驻车工况和发动机单独驱动工况下，48V回路继电器1054断开，控制互锁开关106处于状态2，DC/DC转换器103的工作模式为将36V电压转12V 电压，36V电池101通过DC/DC转换器103为12V负载2供电，以保证整车某些功能的整车使用。在此状态下，混合动力汽车上的能量流动如图21所示。图21示意性地显示了在混合动力汽车处于12V电池故障工况时的另一种情况下的能量流动示意图。In the parking condition and the engine alone driving condition, the48V loop relay 1054 is disconnected, thecontrol interlock switch 106 is instate 2, the working mode of the DC/DC converter 103 is to convert the 36V voltage to the 12V voltage, and the36V battery 101 passes through The DC/DC converter 103 supplies power for the12V load 2, so as to ensure the use of the entire vehicle for certain functions of the entire vehicle. In this state, the energy flow on the HEV is shown in Figure 21. Figure 21 schematically shows a schematic diagram of the energy flow in another case when the HEV is in a 12V battery failure condition.

综上所述可以看出，不同于现有技术，本发明设计的集成式48V系统采用了全新的集成式电池系统，其电池系统的集成度高、成本低、重量轻、体积小、装配简单、系统安全性高、适用性广泛，其可以用于混合动力汽车中，具有良好推广前景和应用价值。From the above, it can be seen that, different from the prior art, the integrated 48V system designed in the present invention adopts a brand-new integrated battery system, and the battery system has high integration, low cost, light weight, small volume and simple assembly. , The system has high safety and wide applicability, it can be used in hybrid vehicles, and has good promotion prospects and application value.

需要说明的是，本案中各技术特征的组合方式并不限本案权利要求中所记载的组合方式或是具体实施例所记载的组合方式，本案记载的所有技术特征可以以任何方式进行自由组合或结合，除非相互之间产生矛盾。It should be noted that the combination of the technical features in this case is not limited to the combination described in the claims of this case or the combination described in the specific embodiments, and all the technical features described in this case can be freely combined or combined in any way. combined, unless they contradict each other.

还需要注意的是，以上所列举的实施例仅为本发明的具体实施例。显然本发明不局限于以上实施例，随之做出的类似变化或变形是本领域技术人员能从本发明公开的内容直接得出或者很容易便联想到的，均应属于本发明保护范围。It should also be noted that the above-listed embodiments are only specific embodiments of the present invention. Obviously, the present invention is not limited to the above embodiments, and similar changes or deformations made subsequently can be directly derived from the contents disclosed in the present invention or can be easily thought of by those skilled in the art, and should all belong to the protection scope of the present invention.