KR20070103897A - Battery Management System for Hybrid Vehicle Lithium Battery - Google Patents
Battery Management System for Hybrid Vehicle Lithium BatteryDownload PDFInfo
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- KR20070103897A KR20070103897AKR1020060035814AKR20060035814AKR20070103897AKR 20070103897 AKR20070103897 AKR 20070103897AKR 1020060035814 AKR1020060035814 AKR 1020060035814AKR 20060035814 AKR20060035814 AKR 20060035814AKR 20070103897 AKR20070103897 AKR 20070103897A
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- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
- B60L58/22—Balancing the charge of battery modules
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- G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
- G01R31/396—Acquisition or processing of data for testing or for monitoring individual cells or groups of cells within a battery
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- Y02E60/10—Energy storage using batteries
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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- Y02T10/00—Road transport of goods or passengers
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- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
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Abstract
Translated fromKoreanDescription
Translated fromKorean도 1은 하이브리드 자동차의 배터리관리시스템 동작흐름도1 is a flow chart illustrating a battery management system of a hybrid vehicle
도 2는 종래 니켈-수소 계열 배터리의 배터리관리시스템 구성도2 is a battery management system configuration of a conventional nickel-hydrogen battery
도 3은 종래 데이터 전송 흐름도3 is a flowchart of a conventional data transmission
도 4는 본 발명의 배터리관리시스템 구성도4 is a configuration diagram of a battery management system of the present invention.
도 5는 본 발명의 데이터 전송 흐름도5 is a data transmission flow chart of the present invention.
본 발명은 내연기관의 엔진과 배터리의 전원을 이용한 모터를 동력원으로 사용하는 하이브리드 자동차(HEV; Hybrid Electric Vehicle)용 리튬 배터리의 배터리관리시스템(BMS; Battery Management System)에 관한 것으로, 더 자세하게는 각 모듈과 배터리관리시스템 모듈 사이에 펄스변환기(Pulse Transformer)를 설치하여 절연통신을 할 수 있도록 한 것에 관한 것이다.The present invention relates to a battery management system (BMS) of a lithium battery for a hybrid electric vehicle (HEV) using a motor using an engine of an internal combustion engine and a power source of a battery as a power source. The present invention relates to an insulation communication between a module and a battery management system module by installing a pulse transformer.
일반적으로 하이브리드 자동차 (HEV; Hybrid Electric Vehicle)는 내연기관의 엔진과 배터리의 전원을 이용한 모터를 동력원으로 사용한다.In general, a hybrid electric vehicle (HEV) uses a motor powered by an engine of an internal combustion engine and a battery.
종래의 하이브리드 자동차용 배터리 시스템으로는 주로 니켈-수소(Ni-MH) 배터리가 사용되었는데, 이 니켈-수소(Ni-MH) 배터리는 그 특성상 각 셀(Cell) 사이의 발란싱(Balancing) 기능이 필요하지 않다.Conventional hybrid vehicle battery systems include nickel-hydrogen (Ni-MH) batteries. These nickel-hydrogen (Ni-MH) batteries require balancing between cells due to their characteristics. Not.
최근에 개발되고 되고 있는 하이브리드 자동차용 2차전지로는 리튬 배터리가 있는 바, 이 리튬 배터리는 액체 전해질을 사용하는 리튬이온(Li-ion) 배터리와 고체 성분인 폴리머 전해질을 사용하는 리튬폴리머(Li-Polymer) 배터리가 있다.Lithium batteries include lithium batteries, which are being developed recently. Lithium-ion batteries using liquid electrolytes and lithium polymers using solid polymer electrolytes (Li- Polymer) There is a battery.
하이브리드 자동차에 있어서는 배터리의 필요 용량에 따라 셀(Cell)을 50~100개 정도를 직렬 연결하여 하나의 팩(Pack) 형태로 차량에 장착하게 되며, 이렇듯 여러 개의 대용량 셀(Cell)을 직렬 연결하기 때문에 각 셀 사이의 충/방전용량(SOC; State Of Charge)의 차이를 줄여주는 셀 발란싱(Cell Balancing) 기능이 필요하게 된다.In a hybrid car, 50-100 cells are connected in series according to the required capacity of a battery, and they are installed in a vehicle in a pack form. Thus, a plurality of large capacity cells are connected in series. Therefore, a cell balancing function that reduces the difference in state of charge (SOC) between cells is required.
본 발명이 관계하는 리튬 계열의 2차전지는 그 특성상 에너지 밀도와 효율은 좋으나 과충전될 경우 부풀어지거나 폭발하는 등의 위험한 상태가 될 수 있으며, 과방전될 경우엔 그 수명이 급격하게 줄어드는 문제점을 가지고 있다.Lithium-based secondary battery according to the present invention has a good energy density and efficiency in terms of its characteristics, but may be a dangerous state such as swelling or exploding when overcharged, and has a problem in that its life decreases drastically when overdischarged. .
이러한 이유로 인하여 2차전지의 충/방전용량(SOC)의 측정과 이를 이용한 셀 발란싱 기능이 필요하게 되는데, 충/방전용량(SOC)을 측정할 때는 각 셀의 전압 전류 온도 등을 감지하여 용량을 산출하게 되고, 셀 발란싱 역할을 위한 제어장치가 필요하게 되며, 이 제어장치에서는 각각의 셀 하나 하나의 충/방전용량(SOC)을 측 정한 후 차이가 발생하면 셀 발란싱을 수행하거나 2~8개 이내의 셀을 하나의 배터리 모듈로서 모듈 단위로 충/방전용량(SOC)을 측정한 후 차이가 발생하면 셀 발란싱을 수행하게 된다.For this reason, it is necessary to measure the charging / discharging capacity (SOC) of the secondary battery and cell balancing function using the same. When measuring the charging / discharging capacity (SOC), the capacity is measured by sensing the voltage, current, and temperature of each cell. The control device for the cell balancing role is required. In this control device, each cell is charged and discharged (SOC) measured, and if a difference occurs, cell balancing or 2 to 8 After measuring the charge / discharge capacitance (SOC) in units of modules as a battery module, the cell balancing is performed when a difference occurs.
일반적으로 하이브리드 자동차용 배터리는 약 4V의 셀을 직렬 연결시켜 144V~600V 이내의 팩(Pack) 전압을 사용하고, 여기에 4V의 셀 2~8개를 하나의 모듈(Module)로 하며, 리튬 배터리 보호장치는 한 모듈당 셀 발란싱 보호회로를 두고, 셀 하나 하나를 발란싱하여 폭발을 방지하는 역할을 한다.In general, a hybrid car battery uses a pack voltage within a range of 144V to 600V by connecting cells of about 4V in series, and uses two to eight cells of 4V as a module, and a lithium battery. The protection device has a cell balancing protection circuit for each module, and serves to prevent explosion by balancing each cell one by one.
이처럼 종래의 니켈수소(Ni-MH) 계열의 배터리는 폭발하지 않으므로 셀 발란싱 모듈이 필요하지 않게 되지만 리튬 계열의 배터리는 폭발위험성 방지와 성능 극대화를 위해 셀 발란싱 모듈이 필요하게 된다.As such, the conventional nickel-hydrogen (Ni-MH) -based battery does not explode and thus does not require a cell balancing module, but the lithium-based battery requires a cell balancing module to prevent explosion risk and maximize performance.
한편 하이브리드 자동차에 있어서는 도 1과 같이 하이브리드 자동차(HEV)가 시동되면 배터리관리시스템(BMS)이 기동되어 전압측정 후에 충/방전용량(SOC)을 초기화하고, 충/방전전류를 측정하여 충/방전용량을 산출하며, 산출된 충/방전용량(SOC)을 측정하고, 하이브리드콘트롤유니트(HCU; Hybrid Control Unit)로 전송하여 시동을 체크하게 되며, 하이브리드 자동차(HEV)의 운전이 종료되면 전압측정 후에 충/방전용량(SOC)을 산출하여 배터리관리시스템(BMS)에 저장하고 배터리관리시스템(BMS)를 종료하게 된다.On the other hand, in the hybrid vehicle, as shown in FIG. 1, when the hybrid vehicle HEV is started, the battery management system BMS is activated to initialize the charge / discharge capacitance after voltage measurement, and charge / discharge by measuring the charge / discharge current. It calculates the capacity, measures the calculated charge / discharge capacity (SOC), transmits it to the Hybrid Control Unit (HCU) and checks the start-up, and after the operation of the hybrid vehicle (HEV) is finished, after the voltage measurement The charge / discharge capacity (SOC) is calculated and stored in the battery management system (BMS) and the battery management system (BMS) is terminated.
그런데 도 2와 같이 니켈수소(Ni-MH) 계열의 배터리를 사용하는 종래의 배터리관리시스템에서는 배터리의 폭발위험성이 없고 셀 발린싱을 하지 않아 전압센싱 모듈과 전류센싱 모듈의 전위점이 같은 전위점을 사용하므로 모듈간에 쇼트(Short) 가 발생되지 않게 되고, 그에 따라 절연통신이 필요하지 않게 된다.However, in the conventional battery management system using a nickel-hydrogen (Ni-MH) series battery as shown in FIG. 2, there is no risk of explosion of the battery and cell balancing is not performed, and thus the potential point of the voltage sensing module and the current sensing module has the same potential point. This eliminates shorts between modules and eliminates the need for isolated communications.
즉, 종래의 배터리관리시스템에서는 도 3과 같이 측정된 전압 또는 충/방전전류를 아날로그디지탈(AD) 변환한 후 데이터송신을 하게 되고, 송신된 데이터는 동기식 통신용 IC 또는 비동기식 통신용 IC를 통해 직접 데이터 통신로(BUS)로 전달되고, 다시 동기식 통신용 IC 또는 비동기식 통신용 IC를 통해 수신되어 충/방전용량을 산출하게 된다.That is, in the conventional battery management system, data transmission is performed after analog voltage (AD) conversion of the measured voltage or charge / discharge current as shown in FIG. 3, and the transmitted data is directly transmitted through an synchronous communication IC or an asynchronous communication IC. It is transmitted to the communication path (BUS), and is again received through the synchronous communication IC or asynchronous communication IC to calculate the charge / discharge capacity.
그러나 셀 발란싱을 필요로 하는 리튬 계열의 배터리는 셀 발란싱 과정에서 전압, 충/방전용량, 전류 등의 데이터를 배터리관리시스템 (BMS; Battery Management System) 모듈로 받아 오기 위해서 각 모듈간에 통신기능이 필요하며, 각 모듈이 같은 전위점을 사용하게 되면 각 모듈간의 쇼트가 발생하여 배터리가 폭발할 위험성이 있으므로 절연통신을 해야 한다.However, lithium-based batteries that require cell balancing require communication between each module in order to receive data such as voltage, charge / discharge capacity, and current into a battery management system (BMS) module during cell balancing. In addition, if each module uses the same potential point, short circuit between each module will occur, which may cause battery explosion.
본 발명은 상기와 같은 종래의 실정을 감안하여 안출한 것이며, 그 목적이 전압, 충/방전용량, 전류 등의 데이터를 배터리관리시스템 (BMS; Battery Management System) 모듈로 받아 오기 위해서 각 모듈간 통신을 하는 과정에서 쇼트가 발생되지 않도록 함은 몰론 데이터를 에러 없이 고속 송/수신할 수 있도록 하는 하이브리드 자동차용 리튬 배터리의 배터리관리시스템을 제공하는 데에 있는 것이다.The present invention has been devised in view of the above-described conventional situation, and its purpose is to communicate with each module in order to receive data such as voltage, charge / discharge capacity, current, etc. into a battery management system (BMS) module. It is to provide a battery management system of a hybrid vehicle lithium battery that can transmit and receive data at high speed without any error.
본 발명은 상기의 목적을 달성하기 위하여 셀 발린싱 및 전압센싱 모듈과 전류센싱 모듈로부터 배터리관리시스템(BMS) 모듈로 보내지는 데이터의 통신을 펄스변환기(Pulse Transformer)로 절연하는 것을 특징으로 하며, 이하 그 구체적인 기술내용을 첨부도면에 의거하여 더욱 자세히 설명하면 다음과 같다.The present invention is characterized by isolating the communication of data sent from the cell balancing and voltage sensing module and the current sensing module to the battery management system (BMS) module with a pulse transformer to achieve the above object, Hereinafter, the specific technical details will be described in more detail with reference to the accompanying drawings.
즉, 도 4에는 본 발명의 배터리관리시스템 구성도가 도시되어 있는 바, 본 발명의 하이브리드 자동차용 리튬 배터리의 배터리관리시스템은 다수의 셀을 구비하는 리튬 배터리(리튬이온 배터리 또는 리튬폴리머 배터리)의 셀 하나 하나를 발란싱하는 셀 발란싱 및 전압센싱 모듈과 전류센싱 모듈로부터 전압, 충/방전용량(SOC), 전류 등의 데이터가 데이터 전송로(BUS)를 통해 배터리관리시스템(BMS) 모듈로 송신되도록 하되, 각 모듈과 데이터 전송로(BUS) 사이에 펄스변환기(Pulse Transformer)를 설치하여 절연통신이 이루어지도록 하여서 되는 것이다.That is, Figure 4 shows the configuration of the battery management system of the present invention, the battery management system of a hybrid vehicle lithium battery of the present invention is a lithium battery (lithium ion battery or lithium polymer battery) having a plurality of cells Data such as voltage, charge / discharge (SOC) and current from cell balancing and voltage sensing module and current sensing module balancing each cell to be transmitted to the battery management system (BMS) module through the data transmission line (BUS) However, by installing a pulse transformer (Pulse Transformer) between each module and the data transmission path (BUS) is to be isolated communication.
한편 도 5에는 본 발명의 데이터 전송 흐름도가 도시되어 있는 바, 본 발명의 배터리관리시스템에서는 측정된 전압 또는 충/방전전류를 아날로그디지탈(AD) 변환한 후 데이터송신을 하게 되고, 송신된 데이터는 동기식 통신용 IC 또는 비동기식 통신용 IC를 거쳐 펄스변환기의 절연통신으로 데이터 통신로(BUS)로 전달되고, 다시 펄스변환기의 절연통신으로 동기식 통신용 IC 또는 비동기식 통신용 IC에 전달되어 수신됨으로써 충/방전용량을 산출하게 된다.5 shows a data transmission flowchart of the present invention. In the battery management system of the present invention, data is transmitted after analog digital (AD) conversion of measured voltage or charge / discharge current. Through the synchronous communication IC or asynchronous communication IC, it is transmitted to the data communication line (BUS) through the isolation communication of the pulse converter, and is transferred to the synchronous communication IC or the asynchronous communication IC through the isolation communication of the pulse converter, and is then received to calculate the charge / discharge capacity. Done.
이상에서 설명한 바와 같이 본 발명은 모듈마다 전위점이 다른 하이브리드 리튬 배터리에 있어서 각 모듈의 데이터 통신을 펄스변환기로 절연할 수 있게 한 것으로, 본 발명에 의하면 전위점이 다른 모듈간에 절연통신을 할 수 있게 되므로 전위점이 다른 모듈간의 쇼트로 인한 배터리의 폭발가능성을 원천적으로 봉쇄할 수 있게 되고, 데이터를 고속전송 및 수신할 수 있게 됨은 물론 고속 전송시에도 데이터 에러율을 낮출 수 있게 되며, 고속전송에 의한 실시간(Realtime) 데이터전송을 할 수 있게 되는 등의 효과를 얻을 수 있게 된다.As described above, the present invention enables the data communication of each module to be insulated by a pulse converter in a hybrid lithium battery having different potential points for each module, and according to the present invention, it is possible to insulate communication between modules having different potential points. It is possible to fundamentally block the explosiveness of the battery due to the short circuit between different potential points, to transmit and receive data at high speed, and to lower the data error rate even at high speed. Realtime) data transmission can be achieved.
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