WO2023050963A1 - 电池包与汽车 - Google Patents

电池包与汽车 Download PDF

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Publication number
WO2023050963A1
WO2023050963A1 PCT/CN2022/104103 CN2022104103W WO2023050963A1 WO 2023050963 A1 WO2023050963 A1 WO 2023050963A1 CN 2022104103 W CN2022104103 W CN 2022104103W WO 2023050963 A1 WO2023050963 A1 WO 2023050963A1
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WO
WIPO (PCT)
Prior art keywords
battery unit
battery
power
electric energy
task manager
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2022/104103
Other languages
English (en)
French (fr)
Inventor
张柯
鄂从吉
郭姿珠
潘仪
鲁志佩
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BYD Co Ltd
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BYD Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to JP2023572716A priority Critical patent/JP7785101B2/ja
Priority to AU2022353581A priority patent/AU2022353581B2/en
Priority to EP22874360.5A priority patent/EP4331896A4/en
Priority to CA3223403A priority patent/CA3223403A1/en
Priority to KR1020237041416A priority patent/KR20240004813A/ko
Publication of WO2023050963A1 publication Critical patent/WO2023050963A1/zh
Priority to US18/535,746 priority patent/US20240109436A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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]
    • B60L58/13—Maintaining the SoC within a determined range
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/64—Constructional details of batteries specially adapted for electric vehicles
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • 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
    • B60L58/18—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
    • 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
    • B60L58/18—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
    • B60L58/20—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 having different nominal voltages
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/249—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders specially adapted for aircraft or vehicles, e.g. cars or trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/11—Electric energy storages
    • B60Y2400/112—Batteries
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H01M2010/4271—Battery management systems including electronic circuits, e.g. control of current or voltage to keep battery in healthy state, cell balancing
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present application relates to the field of power supply, in particular to a battery pack applied to a power drive device and an automobile.
  • the battery packs used in electric vehicles are generally composed of dozens or hundreds of battery cells connected in series, which are combined with battery management systems (Battery Management System, BMS) and thermal management systems to provide power for electric vehicles.
  • BMS Battery Management System
  • thermal management systems to provide power for electric vehicles.
  • a battery pack composed of batteries of the same type and specification in series cannot quickly and accurately meet the power difference requirements of electric vehicles. , which in turn leads to the inability to fully release the performance of electric vehicles.
  • the embodiment of the present application proposes a battery pack capable of quickly and accurately outputting different power ranges corresponding to different working conditions of the car and a car including the aforementioned battery pack.
  • a battery pack comprising: a first battery unit for outputting electrical energy in a first power range; a second battery unit for outputting electrical energy in a second power range;
  • the second power range is higher than the first power range, and the first battery unit and the second battery unit are adapted to be controlled by the task manager to respectively correspond to different operating states of the load and provide the required power for the load. electrical energy.
  • the power output of the first battery unit and the second battery unit is accurately controlled, and according to the power demand of the current load, the task manager can quickly and flexibly regulate the The electric energy output of the first battery unit and the second battery unit is to meet the power demand of the current load.
  • the first battery unit and the second battery unit are adapted to be electrically connected to the battery management system of the task manager, and the first battery unit and the second battery unit pass through the The battery management system detects state parameters, and the first battery unit and the second battery unit input electric energy and output electric energy according to the state parameters.
  • the battery management system can effectively monitor the power and operating status of the first battery unit and the second battery unit in real time, and accordingly control the input power and output of the first battery unit and the second battery unit The power range of electric energy, in order to maintain a good output state and continuously output electric energy.
  • the battery pack further includes a task bus, the first battery unit and the second battery unit are connected in parallel to the task bus, and the task bus is used to receive the control of the task manager command and transmit it to the first battery unit and the second battery unit, the first battery unit or the second battery unit is adapted to activate and output the first power range after receiving the control command Or the electric energy in the second power range, and the control instructions correspond to different operating states of the load.
  • the task manager is electrically connected to the first battery unit and the second battery unit through the task bus, so that the control command of the task manager can be quickly transmitted to the first battery unit and the second battery unit.
  • the second battery unit effectively shortens the response time of the first battery unit and the second battery unit, so that the first battery unit and the second battery unit can provide the current load with a very fast speed. Electricity is required.
  • the first battery unit when the electric quantity of the first battery unit is greater than a first threshold, the first battery unit is adapted to receive the control instruction and activate, and provide electric energy for the load.
  • the first battery unit when the power of the first battery unit is lower than the second threshold, the first battery unit receives the control command and shuts down and stops outputting electric energy, while the second battery unit is activated and is currently The load provides electrical energy.
  • both the first battery unit and the second battery unit receive the control instruction and activate, and the first battery unit A battery unit and the second battery unit provide electric energy for the load at the same time, and the first threshold is greater than the second threshold.
  • the first battery unit and the second battery unit have strict power output control, and the setting of the power threshold can make the first battery unit
  • the battery unit and the second battery unit achieve different power output coordination, so that the first battery unit and the second battery unit can achieve high-efficiency cooperation for different loads under the control of the task manager.
  • the first battery unit includes at least one sub-main package, the sub-main package includes at least one first battery cell, and the first battery cell has a first energy density and a first power density.
  • the second battery unit includes at least one subpackage, the subpackage includes at least one second battery cell, and the second battery cell has a second energy density and a second power density. The first energy density is greater than the second energy density, and the first power density is less than the second power density.
  • the second battery unit includes a second battery cell in the subpackage having a second energy density and a second power density, and the second power density it has is greater than the first power density of the first battery cell in the first battery unit, Therefore, the volume of the second battery unit is smaller than that of the first battery unit.
  • the volume of the battery pack can be effectively reduced, thereby facilitating adaptive adjustment according to the interior layout of the vehicle. Save car interior space.
  • the first power range is 10-20KW, and the second power range is 50-100KW, or, the first energy range is 50-100KWh, and the second energy range is 10-100KWh. 30KWh.
  • the capacity of the second battery cell in the second battery unit is 30% of the capacity of the first battery cell in the first battery unit, and the specific power of the second battery unit is 30% of the capacity of the first battery cell.
  • a battery unit is 1.5 times the specific power.
  • the first battery unit and the second battery unit can be effectively matched for power output, aiming at different loads, According to different power requirements, the task manager can precisely control the power output states of the first battery unit and the second battery unit. At the same time, with accurate parameter setting, it is convenient to accurately calculate the production cost of the battery pack and reasonably reduce the production cost of the battery pack.
  • the present application also proposes a task manager, the task manager is used to control the different operating states of the first battery unit and the second battery unit of the battery pack respectively corresponding to the load, and control the first battery unit and the second battery unit provide the required electrical energy for the load.
  • the task manager includes a battery management system
  • the battery management system is adapted to be electrically connected to the first battery unit and the second battery unit, and used to detect the first battery unit and the state parameters of the second battery unit, and control the power ranges of the first battery unit and the second battery unit to input electric energy and output electric energy according to the state parameters.
  • the task manager is adapted to send control instructions toward the first battery unit and the second battery unit through a task bus, and control the first battery unit or the second battery unit through the control instructions.
  • the second battery unit is activated to output electric energy in the first power range or the second power range, and the control instructions correspond to different operating states of the load.
  • the task manager outputs the control instruction when the electric quantity of the first battery unit is greater than a first threshold, and activates the first battery unit to provide electric energy for the load through the control instruction.
  • the task manager outputs the control instruction when the power of the first battery unit is lower than the second threshold, and the first battery unit is turned off to stop outputting electric energy through the control instruction, and at the same time activates The second battery unit also provides electric energy for the current load.
  • the task manager outputs the control instruction when the electric quantity of the first battery unit is less than a first threshold and greater than a second threshold, and the control instruction activates the first battery unit and the second battery unit.
  • the second battery unit controls the first battery unit and the second battery unit to provide electric energy for the load at the same time, and the first threshold is greater than the second threshold.
  • the present application also provides a car comprising the aforementioned battery pack or the aforementioned task manager.
  • the battery pack provided by this application selectively activates the first battery unit or the second battery unit to provide electric energy in different power ranges, so that it can quickly and accurately provide electric energy in different power ranges for the current working conditions of the car. Electric energy, to prevent switching delays when battery packs of the same type and specifications output different powers of electric energy, and ensure that the car can accurately adapt to different working conditions.
  • Fig. 1 is a schematic block diagram of an automobile in an embodiment of the present application
  • FIG. 2 is a schematic diagram of the planar structure of the battery pack shown in FIG. 1;
  • Fig. 3 is a schematic flow chart of the battery pack work in the car 1 as shown in Fig. 2;
  • FIG. 4 is a schematic plan view of the battery pack in the second embodiment of the present application.
  • connection and “connection” mentioned in this application all include direct and indirect connection (connection) unless otherwise specified.
  • connection should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection.
  • Ground connection, or integral connection can be mechanical connection; can be directly connected, can also be indirectly connected through an intermediary, and can be internal communication between two components.
  • first and second in the specification and claims of the present application and the drawings are used to distinguish different objects, rather than to describe a specific order.
  • the term “comprising”, “may include”, “comprises”, or “may include” used in this application indicates the existence of the corresponding disclosed functions, operations, elements, etc., and does not limit other one or more more Functions, operations, components, etc.
  • the term “comprises” or “comprises” means that there are corresponding features, numbers, steps, operations, elements, components or combinations thereof disclosed in the specification, and does not exclude the existence or addition of one or more other features, numbers, steps, Operations, elements, components, or combinations thereof, are intended to cover non-exclusive inclusions.
  • the use of “may” means “one or more embodiments of the present application”.
  • the word “exemplary” is intended to mean an example or illustration.
  • the energy storage battery used in electric vehicles is usually composed of multiple single cells connected in series, and the mass energy density, volumetric energy density, and power density of each cell are the same or similar . Then it is combined with battery management system (Battery Management System, BMS), thermal management system, etc. to provide power for electric vehicles.
  • BMS Battery Management System
  • the electric vehicle needs the power provided by the battery pack to be significantly different. For example, when the electric vehicle is running smoothly, the required power is 10-20KW, and when accelerating, decelerating and braking energy recovery Often as high as 50 to hundreds of kilowatts of power.
  • This application provides a battery pack composed of batteries with different energy densities as the power source of an electric vehicle, which can effectively meet the power requirements of the car under different working conditions.
  • the space structure design between the battery packs inside the battery pack can be adaptively adjusted according to the interior space of the car, which can effectively solve the problem that the traditional battery pack occupies a large space.
  • a car 1 includes a battery pack 100 , a vehicle controller 200 and a motor 300 .
  • the battery pack 100 is electrically connected to the vehicle controller 200 and the motor 300 , and the battery pack 100 is used to provide driving power for the motor 300 .
  • the vehicle controller 200 is used to collect relevant signals of the battery pack 100, the motor 300, and other functional modules of the automobile 1, and then adaptively adjust the working states of the motor 300 and the battery pack 100 according to the collected signals, so that the motor 300 can operate at the same time as the automobile. Driven to achieve a good operating state.
  • the motor 300 performs corresponding power driving operations under the control of the battery pack 100, so that the car 1 is in different driving states or braking states.
  • the motor 300 may be an induction motor, a permanent magnet synchronous motor, a switched reluctance motor, and other motors applicable to electric vehicles, which are not limited in the present application.
  • the battery pack 100 includes a battery unit 10 and a task manager 20 .
  • the battery unit 10 is an energy storage power device, which provides required electric energy for the normal operation of each functional module or component of the automobile 1 .
  • the task manager 20 is electrically connected to the battery unit 10, the vehicle controller 200, and the motor 300 and performs interactive signal transmission for detecting the state of charge, voltage, current, temperature, etc. of the battery unit 10, and performing corresponding calculations , after judging and processing, the task manager 20 is used to output a control command, which is used to control the charging and discharging of the battery unit 10, and at the same time, the task manager 20 cooperates with the vehicle controller 200 to jointly control the running state of the motor 300.
  • the vehicle controller 200 collects relevant parameters of the task manager 20 and the motor 300 , performs corresponding calculations and judgments, and issues corresponding operation instructions to the task manager 20 .
  • the task manager 20 controls the working state of the battery unit 10 after receiving the instruction, and cooperates with the vehicle controller 200 to control the operation of the motor 300 .
  • the working state of the battery unit 10 includes the state of charge, voltage, current, temperature, etc. of the battery unit 10 .
  • FIG. 2 is a schematic diagram of the planar layout structure of the battery pack 100 shown in FIG. 1 .
  • the first battery unit 11 can be provided with N sub-main packages according to the needs of the car, wherein the power density and energy density of the N sub-main packages can be set to be completely the same or have certain differences according to needs, which is not limited in this application.
  • the second battery unit 12 can be provided with M sub-packages as required, wherein the power density and energy density of each of the M sub-packages can be set to be completely the same or have certain differences as required, which is not limited in this application.
  • N and M are integers greater than or equal to 1.
  • the battery unit 10 includes a first battery unit 11 , a second battery unit 12 and a task bus 13 .
  • the first battery unit 11 includes a first sub-main package 111 and a second sub-main package 112, and both the first sub-main package 111 and the second sub-main package 112
  • a first cell 11A is included, and the first cell 11A has a first energy density and a first power density, wherein the first energy density belongs to a first energy range, and the first power density belongs to a first power range.
  • a coordinate system is established with the X-axis direction as the first direction and the Y-axis direction as the second direction, wherein the first direction X is perpendicular to the second direction Y.
  • the first sub-main package 111 and the second sub-main package 112 are arranged side by side along the first direction X with a preset distance.
  • the first battery unit 11 is used to provide long-term electric energy for the electric motor 300 when the automobile 1 as a load runs stably.
  • the second battery unit 12 includes a first subpackage 121 , a second subpackage 122 , a third subpackage 123 and a fourth subpackage 124 .
  • the first subpackage 121, the second subpackage 122, the third subpackage 123 and the fourth subpackage 124 all include three second batteries 12A
  • the package 122 , the third sub-package 123 and the fourth sub-package 124 are all composed of three second battery cells 12A connected in series.
  • the second cell 12A has a second energy density and a second power density, the second energy density belongs to the second energy range, and the second power density belongs to the second power range.
  • the first subpackage 121 and the second subpackage 122 are arranged side by side at a preset distance along the first direction X, and are arranged on one side of the first battery unit 11 along the second direction Y; the third subpackage 123 and the fourth The subpackages 124 are arranged side by side along the first direction X with a preset distance, and are arranged on the other side of the first battery unit 11 along the second direction Y.
  • first sub-package 121 and the second sub-package 122 are arranged adjacently outside one of the main sub-packages along the second direction, and the third sub-package 123 and the fourth sub-package 124 are respectively arranged along the second direction.
  • Direction is set adjacent to the outside of another sub-main package.
  • the second battery unit 12 is used to provide the electric motor 300 with an instantaneous high-power electric energy output when the automobile 1 is in acceleration, deceleration and braking states.
  • Each subpackage in the first battery unit 11 and the second battery unit 12 is connected in parallel to the task bus 13 .
  • the number of sub-main packs in the first battery unit 11, the number of first battery cells 11A in the sub-main pack, the number of sub-sub packs in the second battery unit 12, and the number of sub-main packs can be adjusted according to the actual demand of the automobile 1 , and is not limited thereto.
  • the capacity of the second battery cell is 30% of the capacity of the first battery cell.
  • the first power range is 10-20KW
  • the second power range is 50-100KW
  • the first energy range is 50-100KWh
  • the second energy range is 10-30KWh
  • the first and second power ranges and the first and second energy ranges can be set within the aforementioned numerical ranges at the same time, or only the first and second power ranges can be set within the corresponding numerical ranges or only the first and second energies can be set
  • the range is within the corresponding numerical range, which can be set according to the actual needs of the automobile 1, and is not limited in this application.
  • the second energy range is about 30% of the first energy range, that is, the energy density of the second battery unit 12 is about 30% of the energy density of the first battery unit 11, wherein the energy density is the energy contained in a unit volume.
  • the first power density is a 5-second discharge capacity of 5-10C
  • the second power density is a 5-second discharge capacity of 10C (charge and discharge current/rated capacity), that is, the first battery unit 11 has a 5-second discharge capacity of 5-10C Discharge capability
  • the second battery unit 12 has a discharge capability of 10C or more for 5 seconds.
  • the task manager 20 can accurately control the power output states of the first battery unit 11 and the second battery unit 12 .
  • At least two sub-packages in the second battery unit 12 output electric energy of different powers within the second power range, thus, different sub-packages can be combined to correspond to the car 1 in the instantaneous output power of acceleration, deceleration and braking. Accurate and fast switching under certain working conditions to output electric energy of different powers.
  • the first sub-package 121 and the second sub-package 122 cooperate to output the electric energy of the required power within the second power range under the acceleration condition
  • the third sub-package 123 outputs the required power within the second power range under the deceleration condition.
  • the electric energy of the required power, the fourth sub-package 124 outputs the electric energy of the required power within the second power range under the braking condition.
  • the first sub-package 121, the second sub-package 122, the third sub-package 123, and the fourth sub-package 124 can be combined in different ways according to actual needs, so that The output of electric energy with relatively large instantaneous power within the two power ranges is not limited to the aforementioned examples.
  • the cell materials of the first battery unit 11 and the second battery unit 12 can be lead-acid batteries, lithium-ion batteries, nickel-metal hydride batteries, lead crystal batteries and zinc-air batteries according to the needs of the car 1, The embodiment of this application is not limited.
  • the first battery unit 11 has a relatively high energy density, so as to provide the automobile 1 with relatively strong endurance.
  • the second battery unit 12 has a relatively high power density, and is used to provide instantaneous high power output for the vehicle 1 under braking, accelerating and other working conditions.
  • the battery pack 100 can output electric energy of different powers through sub-packs with different energy densities and power densities, so as to meet the power and power requirements of the automobile 1 under different working conditions.
  • the rate performance of the first battery unit 11 at 5C is less than 70%
  • the rate performance of the second battery unit 12 at 5C is greater than 70%
  • the power of the first battery unit 11 and the second battery unit are Density has a certain proportional relationship.
  • the average specific power of the second battery unit 12 is 1.5 times the average specific power of the first battery unit 11 .
  • the specific power is the ratio of the maximum power of the motor 300 to the total mass of the automobile 1, and the unit is W/kg.
  • the average specific power is: at room temperature, discharge a battery with a 100% state of charge (SOC) at a current of 1C for 30 minutes, and then discharge it at a preset maximum discharge current for 10 seconds to obtain a 10-second discharge Then after standing for 30 minutes, charge with the preset maximum charging current for 10 seconds to get the specific power of charging within 10 seconds, and take the average of the specific power of discharging for 10 seconds and the specific power of charging for 10 seconds , the average specific power can be obtained.
  • SOC state of charge
  • the first battery unit 11 contains one sub-main package
  • the second battery unit 12 contains two sub-sub-packs.
  • the sub-main pack in the first battery unit 11 adopts an energy density of 60KWh, and has an upper limit of charge and discharge capability of 0.5-1C, that is, a power range.
  • the sub-subpackages of the second battery unit 12 are respectively 30KWh sub-packages with a 3C charge-discharge upper limit and 10KWh sub-packages with a 10C charge-discharge upper limit.
  • the charging time of the battery unit 10 is much faster than that of a battery pack with a single energy parameter.
  • the task manager 20 specifically includes a DC converter 21 , a BMS 22 and an electric controller 23 .
  • the DC converter 21 is electrically connected to the task bus 13, and the DC converter 21 is used to convert the high-voltage direct current outputted by the first battery unit 11 and the second battery unit 12 into a low-voltage direct current to supply low-voltage electrical appliances of the vehicle.
  • the BMS22 is electrically connected with the battery unit 10 and the vehicle controller 200 and realizes signal transmission, and is used for real-time detection of the state of charge, temperature, voltage and other parameters of each subpackage in the first battery unit 11 and the second battery unit 12, while the BMS22 Calculate, judge and process the detected parameters, and send the processing results to the vehicle controller 200 .
  • the BMS 22 controls the first battery unit 11 and the second battery unit 12 to perform corresponding self-protection actions according to the processing results, such as overcharge protection, overdischarge protection, and overtemperature protection.
  • the BMS 22 selectively charges and discharges each subpackage in the first battery unit 11 and the second battery unit 12 through the DC converter 21 and the task bus 13 , and distributes the power of the first battery unit 11 and the second battery unit 12 .
  • the electric control 23 is electrically connected with the battery unit 10, the BMS 22, the vehicle controller 200 and the motor 300 and realizes signal transmission, and is used to receive the instruction signal from the vehicle controller 200 and the battery detection signal transmitted by the BMS 22, and through the received signal Processing, controlling the discharge power of the battery unit 10 to the motor 300 to realize the control of the operation of the motor 300 .
  • the DC converter 21 is a bidirectional DC-DC converter capable of controlling the bidirectional flow of current. Since the task bus 13 is connected to the first sub-main package 111 and the second sub-main package 112 in the first battery unit 11 It is electrically connected with the first subpackage 121, the second subpackage 122, the third subpackage 123 and the fourth subpackage 124 in the second battery unit 12, so the DC converter 21 can accurately Control the first sub-main package 111 in the first battery unit 11, the second sub-main package 112 and the first sub-sub-package 121, the second sub-sub-package 122, the third sub-sub-package 123 and the second sub-package in the second battery unit 12 The magnitude of the input and output electric energy of the fourth subpackage 124 .
  • the car 1 is in a task mode with a large instantaneous output power such as acceleration, deceleration and braking, and the task manager 20 can control the first battery unit according to the power requirements of the car 1 in various task modes. 11 and the specific power supply mode of the second battery unit 12.
  • the battery pack 100 provides electric energy for the car 1, under the control of the task manager 20, there are at least the following three power supply modes:
  • the power of the first battery unit 11 is greater than the first threshold, and the car 1 is running at an average speed and low power, and its power demand range is 10-20KW.
  • the task manager 20 outputs a control instruction through the task bus 13, and the control instruction is only used to activate the first battery unit 11 to provide electric energy for the electric motor 300 and other electric energy drive modules currently serving as loads.
  • the first threshold can be set to 70% of the total power of the first battery unit 11 , of course, the first threshold can be adjusted according to actual needs, for example, 60% to 95% of the total power, which is not limited here.
  • the power of the first battery unit 11 is lower than the second threshold, and the car 1 is running at low power, and its power demand is in the range of 10-20KW.
  • the task manager 20 outputs a control command through the task bus 13.
  • the control command It is used to turn off the first battery unit 11 to stop outputting electric energy, and activate the second battery unit 12 at the same time, so that the second battery unit 12 provides electric energy for the electric drive module such as the motor 300 currently serving as a load.
  • the second threshold can be set to 20% of the total power of the first battery unit 11 , of course, the second threshold can be adjusted according to actual needs, for example, 10% to 30% of the total power, which is not limited here.
  • the power of the first battery unit 11 is less than the first threshold and greater than the second threshold, that is, the remaining power of the first battery unit is between 20% and 70%, the car 1 is in a high power running state, and its power demand ranges from 50% to 70%. 100KW, at this time, the first battery unit 11 alone cannot meet the high power demand of the current vehicle condition, and the task manager 20 outputs a control command through the task bus 13, and the control command is used to simultaneously activate the first battery unit 11 and the second battery unit 12 , so that the first battery unit 11 and the second battery unit 12 provide electric energy to the motor 300 and other power drive modules currently serving as loads, so as to meet the high power demand of the motor and other loads in the current automobile 1 .
  • the task manager 20 can also control the sub-packages in the second battery unit 12 to output electric energy of different powers within the second power range according to the power requirements of the automobile 1 in various task modes. For example, in the acceleration task mode of the car 1, the task manager 20 outputs a control command, which is used to activate the first sub-package 121 and the second sub-package 122 to output electric energy of corresponding power to the motor 300, thereby accelerating the car 1
  • the electric energy provided in the task mode that is, the instantaneous high-power electric energy output required for the acceleration of the car 1 comes completely from the first sub-package 121 and the second sub-package 122 , and does not involve other sub-packages.
  • the task manager 20 can output a control command, which is used to activate the third sub-package 123 and the fourth sub-package 124 to provide electric energy for the deceleration and braking task mode of the car 1, that is, the deceleration and braking required by the car 1
  • the high power output completely depends on the third sub-package 123 and the fourth sub-package 124, and does not involve other sub-packages. How to distribute the power output of each sub-package in the specific task mode can be determined according to the power demand of the car 1, which is not limited by this application.
  • the task manager 20 is also used to perform one or more of the following functions: the function of opening or cutting off the connection between the first battery unit 11 and each subpackage in the second battery unit 12; the first battery unit 11 and the automatic equalization function of each subpackage in the second battery unit 12; dynamic, fast (response time ⁇ 1s) switching and adjustment of the output current of each subpackage in the first battery unit 11 and the second battery unit 12 Function; according to the working conditions, such as acceleration, power recovery, smooth driving, etc., the function of dynamically adjusting the load and input and output current of each subpackage in the first battery unit 11 and the second battery unit 12; when charging, control the second The charging sequence of each sub-pack in the first battery unit 11 and the second battery unit 12, the current is supplemented to the functions of different sub-packs according to a certain ratio.
  • the vehicle controller 200 is specifically electrically connected to the DC converter 21, the BMS 22 and the electronic controller 23 and realizes signal transmission, and is used to collect the data of the DC converter 21, the BMS 22, and the electronic controller 23. Controller 23 and signals from other components of the vehicle, and then the vehicle controller 200 performs comprehensive calculations and judgments, and issues corresponding instructions to the DC converter 21 , BMS 22 and electronic controller 23 .
  • the operating power of the motor 300 is adjusted through the control of the DC converter 21, the BMS 22 and the electronic control 23, and the control of the charging and discharging of the battery unit 10, so that the DC converter 21, the BMS 22, the electronic control 23 and other parts of the car 1
  • the components coordinate and cooperate to adjust the running state of the automobile 1 so that the automobile 1 can reach a good running state.
  • the power output of the first battery unit 11 and the second battery unit 12 is accurately controlled. According to the power demand of the current load, the task manager 20 can quickly and flexibly regulate the first battery unit 11 and the The electric energy output of the second battery unit 12 is to meet the power demand of the current load.
  • the battery management system 20 can effectively monitor the power and operating status of the first battery unit 11 and the second battery unit 12 in real time, and accordingly control the power ranges of the first battery unit 11 and the second battery unit 12 to input electric energy and output electric energy, Continuously output electric energy to maintain a good output state.
  • the task manager 20 is electrically connected to the first battery unit 11 and the second battery unit 12 through the task bus 13, so that the control instructions of the task manager 20 can be quickly transmitted to the first battery unit 11 and the second battery unit 12, effectively shortening the The response time of the first battery unit 11 and the second battery unit 12 is improved, so that the first battery unit 11 and the second battery unit 12 can provide the required electric energy for the current load at an extremely fast speed.
  • the first battery unit 11 and the second battery unit 12 have appropriate power output control, and the first battery unit can be powered by setting the power threshold.
  • the unit 11 and the second battery unit 12 achieve different power output coordination, so that the first battery unit 11 and the second battery unit 12 can achieve high-efficiency coordination for different loads in the vehicle 1 under the control of the task manager 20 .
  • the placement position of the first battery unit 11 and the second battery unit 12 follows that the battery pack with high power density is placed close to the motor 300, and the subpackage with low power density is placed at a distance from the motor 300 relative to the battery pack with high power density. 300 further.
  • the first battery unit 11 is separated from the motor 300 by a first distance D1
  • the second battery unit 12 is separated from the motor 300 by a second distance D2, wherein D1 is greater than D2, so the second battery unit 12 is placed in a position higher than the second distance D2.
  • One battery unit 11 is closer to the motor 300 , so that the second battery unit 12 has a shorter current transmission path to the motor 300 .
  • FIG. 3 is a schematic diagram of the working process of the battery pack 100 in the car 1 as shown in FIG. 2 .
  • the working steps are as follows:
  • Step S101 the working condition of the car 1 is detected and the current working condition is output, wherein the working condition detection of the car 1 includes instructions input by the user and autonomous detection by detection devices such as sensors, and the relevant instructions input by the user include operation instructions, such as braking , Acceleration, switch air conditioner, etc.
  • Step S102 the task manager outputs a control instruction according to the current working condition.
  • the BMS22 processes and judges the working condition, and then sends the processing result to the DC converter 21 and the electronic control unit inside the task manager 20.
  • the DC converter 21 converts the high-voltage direct current output by the battery unit 10 into low-voltage direct current according to the processing result to supply the low-voltage electrical appliances of the vehicle, and the electric control 23 controls the operation of the motor 300 according to the instruction.
  • Step S103 the task bus 13 transmits the control command to the battery pack 10, and the task manager 20 transmits the control command to the first battery unit 11 of the battery unit 10 in the battery pack 100 through the task bus 13 after sending the control command and the second battery unit 12 .
  • Step S104 the battery unit 10 selects the first battery unit 11 or the second battery unit 12 to input and output electric energy according to the control instruction.
  • the first battery unit 11 or the second battery unit 12 in the battery unit 10 is activated by the control instruction, and cooperates with the DC converter 21 to perform corresponding power input or output.
  • Step S105 the motor 300 performs corresponding power output according to the electric energy provided by the battery unit 10 , and the motor 300 is driven by the electric controller 23 in the task manager 20 according to the control instruction and the electric energy output of the corresponding power of the battery unit 10 .
  • the BMS 22 can precisely control the first sub-master in the first battery unit 11 through the DC converter 21 and the task bus 13.
  • the BMS 22 controls the first sub-main package 111, the second sub-main package 112 in the first battery unit 11, the first sub-sub-package 121, the second sub-sub-package 122, and the third sub-sub-package in the second battery unit 12.
  • 123 and the fourth subpackage 124's state of charge, current, voltage, temperature, etc. are monitored in real time, communicate with the electronic control 23 and the vehicle controller 200 in real time, and can transmit the state of the battery unit 10 to the Electric control 23 and vehicle controller 200.
  • the electronic controller 23 After receiving the signal transmitted by the BMS 22 , the electronic controller 23 performs analysis and judgment, and then controls the motor 300 accordingly. After the vehicle controller 200 collects the relevant parameter signals of the BMS22, the electronic control unit 23 and other components of the vehicle 1, it performs comprehensive calculation and judgment processing, and issues corresponding adjustment and control instructions to the BMS22, the electronic control system 23 and other components of the vehicle 1 to make the vehicle 1 run in good condition.
  • the battery pack 100 can be used for both pure electric vehicles and hybrid vehicles, and the battery pack structure for pure electric vehicles can be the structure shown in FIG.
  • the battery pack structure of the battery pack can be adjusted adaptively, but its internal control principle has not changed.
  • FIG. 4 is a schematic plan view of the battery pack 100' in the second embodiment of the present application. As shown in FIG. 4, it is similar to the battery unit 10 shown in FIG. The layout of the battery unit 11 and the second battery unit 12 .
  • the first battery unit 11 when N is 2 and M is 2, the first battery unit 11 includes a first sub-main package 111 and a second sub-main package 112, and the first sub-main package 111 and the second sub-main package 112 are respectively It includes a first cell 11A, the first cell 11A has a first energy density and a first power density, the first energy density belongs to a first energy range, and the first power density belongs to a first power range.
  • the first sub-main package 111 and the second sub-main package 112 are arranged side by side in the middle of the battery unit 10 along the second direction.
  • the second battery unit 12 includes a first subpackage 121 and a second subpackage 122, the first subpackage 121 and the second subpackage 122 each include two second batteries 12A, and the first subpackage 121 and the second subpackage 122 are connected in series by two second batteries 12A, the second batteries 12A have a second energy density and a second power density, the second energy density belongs to the second energy range, and the second power density Belongs to the second power range.
  • the first sub-package 121 and the second sub-package 122 are arranged side by side on both sides of the first battery unit 11 at a predetermined distance from the first battery unit 11 along the second direction. In other words, the two sub-subpackages are arranged adjacently outside the two main subpackages along the second direction, and the first battery unit 11 and the second battery unit 12 are connected in parallel to the task bus 13 .
  • the battery unit 10' When the hybrid vehicle 1 is running low on fuel or switches to the power supply mode, the battery unit 10' provides sufficient electric energy for the motor 300, which saves energy for the vehicle and ensures the normal running of the vehicle.
  • the specific working principles and modes of the first battery unit 11 and the second battery unit 12 in the battery unit 10' are the same as those of the battery unit 10 shown in FIGS. 1-2 , and will not be repeated in this embodiment.
  • the battery unit 10 designed by the present application is composed of a small number of battery cells, and the combination arrangement can be adjusted adaptively with the space layout, which can greatly save the space occupancy rate of the battery pack.
  • the present invention Applying for batteries in battery packs no longer requires dozens of product models, and only a few types can meet the energy and power sequence requirements of most battery packs, significantly increasing the continuous production capacity of the battery manufacturing line and reducing production costs .

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Abstract

一种电池包（100）与汽车（1），用于为处于不同工况下的汽车（1）提供所需的电能。电池包（100）包括任务管理器（20）、第一电池单元（11）与第二电池单元（12）。第一电池单元（11）与第二电池单元（12）在任务管理器（20）的控制下分别对应负载的不同运行状态，并提供所需电能。

Description

电池包与汽车
相关申请的交叉引用
本申请基于申请号为202111159489.3，申请日为2021年09月30日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及电源领域，尤其涉及一种应用于动力驱动装置的电池包与汽车。
背景技术
相关技术中，现在电动汽车使用的电池组普遍由几十上百个电芯单体串联而成，与电池管理系统(Battery Management System，BMS)、热管理系统等组合后为电动汽车提供动力，然而电动汽车在不同的工况下，所需电池组输入电能、输出电能的功率有明显的差异，以同类型规格的电池串联而成的电池组无法快速、准确地满足电动汽车的功率差异需求，进而导致电动汽车性能无法完全释放。
发明内容
鉴于上述现有技术的不足，本申请实施例提出一种对应汽车不同工况状态下，能够快速、准确地输出不同功率范围的电池包以及包括前述电池包的汽车。
一种电池包，包括：第一电池单元，所述第一电池单元用于输出第一功率范围的电能；第二电池单元，所述第二电池单元用于输出第二功率范围的电能；所述第二功率范围高于所述第一功率范围，所述第一电池单元与所述第二电池单元适于通过任务管理器控制以分别对应负载的不同运行状态并为所述负载提供所需电能。
在所述任务管理器的控制下，所述第一电池单元与所述第二电池单元的电能输出得到准确的控制，根据当前负载的功率需求，所述任务管理器能够迅速灵活地调控所述第一电池单元与所述第二电池单元的电能输出，以满足当前负载的功率需求。
在一些实施例中，所述第一电池单元和所述第二电池单元适于与所述任务管理器的电池管理系统电连接，所述第一电池单元与所述第二电池单元通过所述电池管理系统检测状态参数，且所述第一电池单元和所述第二电池单元根据所述状态参数输入电能、输出电能的功率范围。
所述电池管理系统能够有效的实时监测所述第一电池单元与所述第二电池单元的电量 以及运行状态，并据此控制所述第一电池单元与所述第二电池单元输入电能、输出电能的功率范围，以保持良好的输出状态持续输出电能。
在一些实施例中，所述电池包还包括任务母线，所述第一电池单元与所述第二电池单元并联连接于所述任务母线，所述任务母线用于接收所述任务管理器的控制指令并传输至所述第一电池单元与所述第二电池单元，所述第一电池单元或者所述第二电池单元适于在接收到所述控制指令后激活并输出所述第一功率范围或者所述第二功率范围的电能，且所述控制指令对应于所述负载的不同运行状态。
所述任务管理器通过所述任务母线与所述第一电池单元与所述第二电池单元电连接，使得所述任务管理器的控制指令能够迅速传达至所述第一电池单元与所述第二电池单元，有效的缩短了所述第一电池单元与所述第二电池单元的响应时间，使得所述第一电池单元与所述第二电池单元能够以极快的速度为当前负载提供所需电能。
在一些实施例中，当所述第一电池单元的电量大于第一阈值时，所述第一电池单元适于接收所述控制指令并激活，且为所述负载提供电能。
在一些实施例中，当所述第一电池单元电量低于第二阈值时，所述第一电池单元接收所述控制指令并关闭且停止输出电能，同时所述第二电池单元激活并为当前负载提供电能。
在一些实施例中，当所述第一电池单元电量小于第一阈值且大于第二阈值时，所述第一电池单元和所述第二电池单元均接收所述控制指令并激活，所述第一电池单元和所述第二电池单元同时为所述负载提供电能，所述第一阈值大于所述第二阈值。
对于第一电池单元与第二电池单元相互配合构成不同的供电方式，所述第一电池单元与所述第二电池单元有严格的电能输出控制，通过电量阈值的设定能够使所述第一电池单元与所述第二电池单元达成不同的电能输出配合，使所述第一电池单元与所述第二电池单元在所述任务管理器的控制下，针对不同负载能够达到高效率的配合。
在一些实施例中，所述第一电池单元包括至少一个子主包，所述子主包包括至少一个第一电芯，所述第一电芯具有第一能量密度和第一功率密度。所述第二电池单元包括至少一个子辅包，所述子辅包包括至少一个第二电芯，所述第二电芯具有第二能量密度和第二功率密度。所述第一能量密度大于第二能量密度，第一功率密度小于第二功率密度。
第二电池单元包括的子辅包中第二电芯具有第二能量密度和第二功率密度，且其具有的第二功率密度大于第一电池单元中第一电芯所具有第一功率密度，由此第二电池单元的体积较第一电池单元小，通过第一电池单元与第二电池单元的合理空间布局，则可有效降低电池包的体积，从而便于根据汽车内部布局进行适应性调整而节省汽车内部空间。
在一些实施例中，所述第一功率范围为10～20KW，所述第二功率范围为50～100KW，或者， 所述第一能量范围为50～100KWh，所述第二能量范围为10～30KWh。
在一些实施例中，所述第二电池单元中第二电芯的容量为所述第一电池单元中第一电芯的容量的30％，所述第二电池单元的比功率是所述第一电池单元比功率的1.5倍。
通过对所述第一电池单元与所述第二电池单元中的电芯组成以及参数设置，能够有效使所述第一电池单元与所述第二电池单元形成电能输出配合，针对不同的负载、不同的功率需求，所述任务管理器能够精准的控制所述第一电池单元与所述第二电池单元的电能输出状态。同时，以准确的参数设置，能够便于准确的计算出电池包生产耗费并合理的降低电池包的生产成本。
在一些实施例中，本申请还提出一种任务管理器，所述任务管理器用于控制电池包的第一电池单元和第二电池单元分别对应负载的不同运行状态，且控制所述第一电池单元和所述第二电池单元为所述负载提供所需电能。
在一些实施例中，所述任务管理器包括电池管理系统，且所述电池管理系统适于与所述第一电池单元和所述第二电池单元电连接，且用于检测所述第一电池单元和所述第二电池单元的状态参数，并根据所述状态参数控制所述第一电池单元和所述第二电池单元输入电能、输出电能的功率范围。
在一些实施例中，所述任务管理器适于通过任务母线朝向所述第一电池单元和所述第二电池单元发送控制指令，且通过所述控制指令控制所述第一电池单元或者所述第二电池单元激活以输出所述第一功率范围或者所述第二功率范围的电能，且所述控制指令对应于所述负载的不同运行状态。
在一些实施例中，所述任务管理器在所述第一电池单元的电量大于第一阈值时输出所述控制指令，且通过所述控制指令激活所述第一电池单元为负载提供电能。
在一些实施例中，所述任务管理器在所述第一电池单元电量低于第二阈值时输出所述控制指令，且通过所述控制指令关闭所述第一电池单元停止输出电能，同时激活所述第二电池单元并为当前负载提供电能。
在一些实施例中，所述任务管理器在所述第一电池单元电量小于第一阈值且大于第二阈值时输出所述控制指令，所述控制指令激活所述第一电池单元和所述第二电池单元以控制所述第一电池单元和所述第二电池单元同时为所述负载提供电能，所述第一阈值大于所述第二阈值。
在一些实施例中，本申请还提供一种包括前述电池包或前述任务管理器的汽车。相较于现有技术，本申请提供的电池包通过选择性激活第一电池单元或第二电池单元以提供不同功 率范围的电能，从而能够快速、准确地为汽车当前工况提供不同功率范围的电能，防止同类型规格的电池组输出不同功率的电能时切换延迟，保证汽车准确适应不同工况。
附图说明
为了更清楚地说明本申请实施例中的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本申请一实施例中汽车的方框示意图；
图2为如图1所示电池包的平面结布局构示意图；
图3为如图2所示汽车1中电池包工作的流程示意图；
图4为本申请第二实施例中电池包的平面结构示意图。
具体实施方式
为了便于理解本申请，下面将参照相关附图对本申请进行更全面的描述。附图中给出了本申请的较佳实施方式。但是，本申请可以以许多不同的形式来实现，并不限于本文所描述的实施方式。相反地，提供这些实施方式的目的是使对本申请的公开内容理解的更加透彻全面。
以下各实施例的说明是参考附加的图示，用以例示本申请可用以实施的特定实施例。本文中为部件所编序号本身，例如“第一”、“第二”等，仅用于区分所描述的对象，不具有任何顺序或技术含义。而本申请所说“连接”、“联接”，如无特别说明，均包括直接和间接连接(联接)。本申请中所提到的方向用语，例如，“上”、“下”、“前”、“后”、“左”、“右”、“内”、“外”、“侧面”等，仅是参考附加图式的方向，因此，使用的方向用语是为了更好、更清楚地说明及理解本申请，而不是指示或暗指所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
在本申请的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸地连接，或者一体地连接；可以是机械连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本申请中的具体含义。需要说明的是，本申请的说明书和权利要求书及所述附图 中的术语“第一”、“第二”等是用于区别不同对象，而不是用于描述特定顺序。
此外，本申请中使用的术语“包括”、“可以包括”、“包含”、或“可以包含”表示公开的相应功能、操作、元件等的存在，并不限制其他的一个或多个更多功能、操作、元件等。此外，术语“包括”或“包含”表示存在说明书中公开的相应特征、数目、步骤、操作、元素、部件或其组合，而并不排除存在或添加一个或多个其他特征、数目、步骤、操作、元素、部件或其组合，意图在于覆盖不排他的包含。此外，当描述本申请的实施方式时，使用“可”表示“本申请的一个或多个实施方式”。并且，用语“示例性的”旨在指代示例或举例说明。
除非另有定义，本文所使用的所有的技术和科学术语与属于本申请的技术领域的技术人员通常理解的含义相同。本文中在本申请的说明书中所使用的术语只是为了描述具体的实施方式的目的，不是旨在于限制本申请。
电力驱动的汽车动力系统中，也即是电动汽车使用的储能用的电池通常由多个单体电芯串联而成，且各个电芯的质量能量密度、体积能量密度、功率密度相同或相似。然后与电池管理系统(Battery Management System，BMS)、热管理系统等组合后为电动汽车提供动力。电动汽车在不同的工况下，需要电池组提供的电源功率有明显的差异，例如，电动汽车在平稳行驶时，所需的功率为10～20KW，而在加速、减速和制动能量回收时往往高达50到数百千瓦的功率。
对于电动汽车的电池组而言，经过研究发现，由于电动汽车在不同的工况下需要的电源功率不同，而以同类型电芯串联而成的电池组显然只能提供一种电源功率，由此电池组提供的电源功率与电动汽车的需求无法完全准确匹配，从而导致电动汽车性能无法完全释放，同时以同类型电芯串联而成的电池组空间占用较大。
本申请通过提供由不同能量密度的电芯组合而成的电池组作为电动汽车的动力源，可有效满足汽车不同工况下的功率需求，同时，电池组内部各电池包之间的空间结构设计，可根据汽车内部空间进行适应性调整，可有效解决传统电池包空间占据大的问题。
请参阅图1，其为本申请一实施例中汽车的方框结构示意图。如图1所示，汽车1包括电池包100、整车控制器200以及电机300。其中，电池包100电性连接整车控制器200与电机300，电池包100用于为电机300提供驱动电能。整车控制器200用于采集电池包100、电机300以及汽车1其他各功能模组的相关信号，然后根据所采集的信号适应性调整电机300与电池包100的工作状态，使汽车在电机300的驱动下达到良好运行状态。电机300在电池包100的控制下执行进行相应的动力驱动操作，使汽车1处 于不同的行驶状态或制动状态。
在示例性实施例中，电机300可为感应电机、永磁同步电机和开关磁阻电机以及其他可用于电动汽车的电机，本申请不作限制。
如图1所示，电池包100包括电池单元10与任务管理器20。其中，所述电池单元10是储能动力装置，为汽车1各功能模组或者部件正常运行提供所需的电能。任务管理器20电性连接于电池单元10、整车控制器200以及电机300并执行信号交互传输，用于检测电池单元10的荷电状态、电压、电流、温度等，并在进行相应的计算、判断和处理后，任务管理器20用于输出控制指令，该控制指令用于控制电池单元10的充电与放电，同时任务管理器20与整车控制器200配合共同控制电机300的运行状态。
整车控制器200采集任务管理器20与电机300的相关参数，进行相应的计算判断后，对任务管理器20发出相应的操作指令。任务管理器20接收到指令后控制电池单元10的工作状态，并配合整车控制器200控制电机300的运行。其中，电池单元10的工作状态包括电池单元10的荷电状态、电压大小、电流大小、温度高低等。
请参阅图2，图2为如图1所示电池包100的平面布局结构示意图。如图2所示，第一电池单元11可根据汽车需要设置N个子主包，其中N个子主包的功率密度和能量密度可根据需要设置为完全相同或存在一定差异，本申请不作限制。第二电池单元12可根据需要设置M个子辅包，其中M各子辅包的功率密度和能量密度可根据需要设置为完全相同或存在一定差异，本申请不作限制。其中，N、M为大于或者等于1的整数。
电池单元10包括第一电池单元11、第二电池单元12和任务母线13。在本实施例中，当N为2，M为4时，第一电池单元11包括第一子主包111和第二子主包112，第一子主包111与第二子主包112均包括一个第一电芯11A，第一电芯11A具有第一能量密度及第一功率密度，其中，第一能量密度属于第一能量范围，第一功率密度属于第一功率范围。
为便于理解与说明，以X轴方向为第一方向，Y轴方向为第二方向建立坐标系，其中第一方向X垂直于第二方向Y。第一子主包111与第二子主包112沿第一方向X间隔预设距离并排设置。其中，第一电池单元11用于作为负载的汽车1稳定驾驶运行时为电机300提供长时间的电能续航。
第二电池单元12包含第一子辅包121、第二子辅包122、第三子辅包123和第四子辅包124。其中第一子辅包121、第二子辅包122、第三子辅包123和第四子辅包124均包括三个第二电芯12A，且第一子辅包121、第二子辅包122、第三子辅包123和第 四子辅包124均由三个第二电芯12A串联而成。其中，第二电芯12A具有第二能量密度及第二功率密度，第二能量密度属于第二能量范围，第二功率密度属于第二功率范围。
第一子辅包121与第二子辅包122沿第一方向X间隔预设距离并排设置，沿第二方向Y设置于第一电池单元11的一侧；第三子辅包123与第四子辅包124沿第一方向X间隔预设距离并排设置，沿第二方向Y设置于第一电池单元11的另一侧。
换句话说，第一子辅包121和第二子辅包122沿第二方向分别相邻设置于其中一个子主包外侧，第三子辅包123和第四子辅包124分别沿第二方向相邻设置于另外一个子主包的外侧。第二电池单元12用于在汽车1处于加速、减速和制动等状态时为电机300提供瞬时较高功率的电能输出。第一电池单元11与第二电池单元12中各个子包并联连接于任务母线13。
可变更地，在本申请其他实施例中，第一电池单元11中子主包的数量、子主包中第一电芯11A的数量、第二电池单元12中子辅包的数量以及子辅包中第二电芯12A的数量可以依据汽车1的实际需求进行调整，并不以此为限，第二电芯的容量为第一电芯容量的30％。
第一功率范围为10～20KW，第二功率范围为50～100KW，第一能量范围为50～100KWh，第二能量范围为10～30KWh，其中，第一电芯11A与第二电芯12A的第一、第二功率范围与第一、第二能量范围可同时设置为前述数值范围内，也可以仅设置第一、第二功率范围在对应的数值范围内或者仅设置第一、第二能量范围在对应的数值范围内，可依据汽车1的实际需要而设定，本申请不作限定。
进一步，第二能量范围为第一能量范围的30％左右，即第二电池单元12能量密度为第一电池单元11能量密度的30％左右，其中，能量密度为单位体积内包含的能量。第一功率密度为具有5～10C的5秒放电能力，第二功率密度为具有10C(充放电电流/额定容量)以上的5秒放电能力，即第一电池单元11具有5～10C的5秒放电能力，第二电池单元12具有10C以上5秒放电能力。
通过对第一电池单元11与第二电池单元12中的电芯组成以及参数设置，能够有效使第一电池单元11与第二电池单元12形成电能输出配合，针对不同的负载、不同的功率需求，任务管理器20能够精准的控制第一电池单元11与第二电池单元12的电能输出状态。同时，以准确的参数设置，能够便于准确的计算出电池包生产耗费并合理的降低电池包的生产成本。
第二电池单元12中至少两个子辅包在第二功率范围内输出不同功率的电能，由此，不同的子辅包可以通过组合对应汽车1在加速、减速和制动等瞬时输出功率较大的工况 下准确、快速切换而输出不同功率的电能。例如，第一子辅包121和第二子辅包122共同配合输出加速工况下第二功率范围内所需功率的电能，第三子辅包123输出减速工况下第二功率范围内所需功率的电能，第四子辅包124输出制动工况下第二功率范围内所需功率的电能。
可变更地，在本申请其他实施例中，第一子辅包121、第二子辅包122、第三子辅包123和第四子辅包124可以根据实际需求进行不同组合，以在第二功率范围内输出瞬时功率较大的电能，并不以前述举例为限。
在示例性实施例中，第一电池单元11与第二电池单元12的电芯材料根据汽车1的需要，可为铅酸电池、锂离子电池、镍氢电池、铅晶蓄电池和锌空电池，本申请实施例不作限制。
在示例性实施例中，第一电池单元11具有较高的能量密度，从而能为汽车1提供较为强大的续航能力。第二电池单元12具有较高的功率密度，用于为汽车1制动、加速等工况时提供瞬时高功率输出。通过电池单元10中第一电池单元11的高能量密度与第二电池单元12的高功率密度配合，能够在汽车1在提速、制动和平稳行驶等不同工况下为电机300提供电能以及相应的功率需求。由此，所述电池包100能够通过不同能量密度和功率密度的子包输出不同功率的电能，从而满足汽车1在不同工况下的动力与电源功率需求。
在示例性实施例中，第一电池单元11在5C下的倍率性能小于70％，第二电池单元12在5C下的倍率性能大于70％，且第一电池单元11与第二电池单元的功率密度具有一定的比例关系。在一些实施例中，第二电池单元12的平均比功率是第一电池单元11平均比功率的1.5倍。其中，所述比功率为电机300最大功率与汽车1总质量之比，单位为W/kg。所述平均比功率为：在室温下，将100％荷电状态(State of charge，SOC)的电池以1C的电流，放电30分钟后，以预设的最大放电电流放电10s，得到10秒放电的比功率，然后在静置30分钟后，再以预设的最大充电电流充电10秒，得到10秒内充电的比功率，取放电10秒的比功率与充电10秒的比功率的平均数，即可得到平均比功率。
可变更地，在本申请其他实施例中，当N为1，M为2时，也即是第一电池单元11包含一个子主包，第二电池单元12包含两个子辅包的电池包10时，第一电池单元11中的子主包采用60KWh的能量密度，具有0.5-1C的充放电能力上限即功率范围。第二电池单元12的子辅包分别为30KWh的具有3C充放电能力上限的子辅包和10KWh 的具有10C充放电能力上限的子辅包。电池包10总电量为100KWh，可持续输出的功率为60*1+30*3+10*10＝250KW，超过同电芯材料组成的持续功率上限，所以，本申请提供的电池包100可以在保证汽车1在具有强大的续航能力的同时，还能够满足汽车1瞬时高功率电能输出的需求，也即是灵活满足汽车1不同工况下的功率需求。
在示例性实施例中，电池单元10的充电时间远比单一能量参数的电池包更快，电池单元10在6分钟内，可以充入10KWh+30％*30KWh+10％*60KWh＝25KWh，而具有单一能量参数，1.5C快充能力的100KWh电池包，仅能充入0.15*100KWh＝15KWh的电量，所以本申请的电池包100相较于传统电池包具有更快的瞬时充电能力。
进一步地，请一并参阅图1与图2，在本实施例中，任务管理器20具体包括DC变换器21、BMS22和电控23。DC变换器21与任务母线13电连接，DC变换器21用于将第一电池单元11、第二电池单元12的输出的高压直流电转化为低压直流电供给整车低压用电器。
BMS22与电池单元10以及整车控制器200电连接并实现信号传输，用于实时检测第一电池单元11与第二电池单元12中各子包的荷电状态、温度、电压等参数，同时BMS22对检测到的参数进行计算、判断和处理，将处理结果发送至整车控制器200。BMS22根据处理结果控制第一电池单元11与第二电池单元12执行相应的自身保护动作，例如过充保护、过放保护、过温保护等。BMS22通过DC变换器21和任务母线13对第一电池单元11与第二电池单元12中各子包进行选择性充电与放电，分配第一电池单元11与第二电池单元12的电量。
电控23与电池单元10、BMS22、整车控制器200以及电机300电连接并实现信号传输，用于接收整车控制器200的指令信号以及BMS22传输的电池检测信号，通过对所接收信号的处理，控制电池单元10对电机300的放电功率，实现对所述电机300运行的控制。
在示例性实施例中，DC变换器21是可控制电流双向流动的双向DC-DC变换器，由于任务母线13与第一电池单元11中的第一子主包111、第二子主包112和第二电池单元12中的第一子辅包121、第二子辅包122、第三子辅包123以及第四子辅包124电连接，所以，DC变换器21通过任务母线13能够精准控制第一电池单元11中的第一子主包111、第二子主包112和第二电池单元12中的第一子辅包121、第二子辅包122、第三子辅包123以及第四子辅包124输入输出的电能大小。
在示例性实施例中，汽车1处于加速、减速和制动等瞬时输出功率较大的任务模式下，任务管理器20可以根据汽车1在各种任务模式下的功率需求，控制第一电池单元11与第二电池单元12具体的供电方式。在示例性实施例中，电池包100在为汽车1提供电能时，在任务管理器20的控制下具有至少以下三种供电方式：
供电方式1，第一电池单元11电量大于第一阈值，且汽车1处于均速低功率运行，其功率需求范围为10～20KW。此时，任务管理器20通过任务母线13输出控制指令，该控制指令仅用于激活第一电池单元11为当前作为负载的电机300等电能驱动模组提供电能。本实施例中，第一阈值可以设置为第一电池单元11总电量的70％，当然，第一阈值可以依据实际需求进行调整，例如总电量的60％～95％，在此不作限定。
供电方式2，第一电池单元11电量低于第二阈值，且汽车1处于低功率运行，其功率需求为范围10～20KW，此时任务管理器20通过任务母线13输出控制指令，该控制指令用于关闭第一电池单元11使其停止输出电能，同时激活第二电池单元12，使得第二电池单元12为当前作为负载的电机300等电能驱动模组提供电能。本实施例中，第二阈值可以设置为第一电池单元11总电量的20％，当然，第二阈值可以依据实际需求进行调整，例如总电量的10％～30％，在此不作限定。
供电方式3，第一电池单元11电量小于第一阈值大于第二阈值，即第一电池单元剩余电量处于20％～70％之间，汽车1处于高功率运行状态，其功率需求范围为50～100KW，此时第一电池单元11单独无法满足当前车况的高功率需求，任务管理器20则通过任务母线13输出控制指令，该控制指令用于同时激活第一电池单元11与第二电池单元12，使得第一电池单元11与第二电池单元12同时当前作为负载的电机300等电能驱动模组提供电能，以满足当前汽车1中电机等负载的高功率需求。
进一步，任务管理器20还可以根据汽车1在各种任务模式下的功率需求，控制第二电池单元12中各子辅包分别在第二功率范围内输出不同功率的电能。例如，汽车1加速任务模式下，任务管理器20输出控制指令，该控制指令用于激活第一子辅包121和第二子辅包122输出相应功率的电能至电机300，从而为汽车1加速任务模式下提供电能，即汽车1的加速所需要得瞬时高功率电能输出完全来自于第一子辅包121和第二子辅包122，不涉及其他子包。
任务管理器20可输出控制指令，该控制指令用于激活第三子辅包123和第四子辅包124为汽车1减速和制动任务模式下提供电能，即汽车1减速和制动所需的高功率输出完全依靠第三子辅包123和第四子辅包124，不涉及其他子包。在具体任务模式下如何 分配各子包电能输出，可根据汽车1功率需求而定，本申请不作限制。
在示例性实施例中，任务管理器20还用于执行以下一种或多种功能：打开或者切断第一电池单元11与第二电池单元12中各子包连接的功能；第一电池单元11和第二电池单元12中各子包之间互相充放电的自动均衡功能；动态、快速(响应时间<1s)切换和调整第一电池单元11与第二电池单元12中各子包输出电流的功能；根据具有工况，例如加速、动力回收、平稳驾驶等，可动态调整第一电池单元11和第二电池单元12中各子包的负载和输入、输出电流的功能；充电时，控制第一电池单元11和第二电池单元12中各子包的充电顺序，电流按照一定的比例补充给不同子包的功能。
在本实施例中，结合图1与图2所示，整车控制器200具体与DC变换器21、BMS22以及电控23电连接并实现信号传输，用于采集DC变换器21、BMS22、电控23以及汽车其他各部件信号，然后整车控制器200进行综合计算、判断，并对DC变换器21、BMS22和电控23下达相应指令。通过对DC变换器21、BMS22以及电控23的控制，以及对电池单元10的充、放电的控制来调整电机300的运行动力，从而使得DC变换器21、BMS22、电控23以及汽车1其他部件协调配合，调整汽车1的运行状况，使汽车1达到良好运行状态。
在任务管理器20的控制下，第一电池单元11与第二电池单元12的电能输出得到准确的控制，根据当前负载的功率需求，任务管理器20能够迅速灵活地调控第一电池单元11与第二电池单元12的电能输出，以满足当前负载的功率需求。
电池管理系统20能够有效的实时监测第一电池单元11与第二电池单元12的电量以及运行状态，并据此控制第一电池单元11与第二电池单元12输入电能、输出电能的功率范围，以保持良好的输出状态持续输出电能。
任务管理器20通过任务母线13与第一电池单元11与第二电池单元12电连接，使得任务管理器20的控制指令能够迅速传达至第一电池单元11与第二电池单元12，有效的缩短了第一电池单元11与第二电池单元12的响应时间，使得第一电池单元11与第二电池单元12能够以极快的速度为当前负载提供所需电能。
对于第一电池单元11与第二电池单元12相互配合而构成的不同供电方式，第一电池单元11与第二电池单元12有适当的电能输出控制，通过电量阈值的设定能够使第一电池单元11与第二电池单元12达成不同的电能输出配合，使第一电池单元11与第二电池单元12在任务管理器20的控制下，针对不同汽车1中的负载能够达到高效率的配合。
在电池单元10中，第一电池单元11和第二电池单元12放置位置遵循功率密度高的 电池包放置位置靠近电机300，功率密度低的子包放置位置相对于功率密度高的电池包距离电机300更远。在本实施例中，第一电池单元11与电机300间隔第一距离D1，第二电池单元12与电机300间隔第二距离D2，其中，D1大于D2，所以第二电池单元12放置位置较第一电池单元11更靠近电机300，从而使第二电池单元12有达到电机300更短的电流传输路径。
请参阅图3，其为如图2所示汽车1中电池包100工作的流程示意图。如图3所示，其工作步骤具体如下：
步骤S101、汽车1的工况检测并输出当前工况状态，其中，汽车1的工况检测包括用户输入的指令以及传感器等检测装置自主检测，用户输入的相关指令包括操作指令，例如制动刹车、加速、开关空调等。
步骤S102、任务管理器依据当前工况状态输出一控制指令。在一些实施例中，任务管理器20接收到汽车1当前的工况状态后，BMS22对工况状态进行处理判断，然后给将处理结果发送给任务管理器20内部的DC变换器21以及电控23，DC变换器21根据处理结果将电池单元10输出的高压直流电转化为低压直流电供给整车低压用电器，电控23根据指令控制电机300的运行。
步骤S103、任务母线13将所述控制指令传输至电池包10，任务管理器20发出所述控制指令后，通过任务母线13将控制指令传输给电池包100中电池单元10的第一电池单元11和第二电池单元12。
步骤S104、电池单元10依据所述控制指令选择第一电池单元11或者第二电池单元12输入输出电能。在一些实施例中，电池单元10中的第一电池单元11或者第二电池单元12由所述控制指令激活，配合DC变换器21执行相应的功率的电能输入或者输出。
步骤S105、电机300依据电池单元10提供的电能执行相应的动力输出，电机300在任务管理器20中的电控23根据控制指令配合电池单元10相应功率的电能输出驱动下运行。
如图1～图3所示，电池包100中，通过准确识别汽车1当前的工况，BMS22通过DC变换器21和任务母线13，可以精确地控制第一电池单元11中的第一子主包111、第二子主包112和第二电池单元12中的第一子辅包121、第二子辅包122、第三子辅包123以及第四子辅包124的电流输入输出状态，也即是能够根据当前工况，准确激活选择第一电池单元11或第二电池单元12以提供不同功率范围的电能，同时使得电池包10 实现自均衡、自加热等功能。并且通过识别汽车1当前的高功率工况，可以准确控制第二电池单元中不同子辅包之间进行组合，以满足汽车1当下不同的高功率电能输出需求。另外BMS22对第一电池单元11中的第一子主包111、第二子主包112和第二电池单元12中的第一子辅包121、第二子辅包122、第三子辅包123以及第四子辅包124的荷电状态、电流、电压、温度等进行实时监控，与电控23和整车控制器200实时信号互通，能够以信号的形式将电池单元10的状态传输给电控23和整车控制器200。
进一步，电控23接收到BMS22传输的信号后，进行分析判断，然后对电机300进行相应的控制。整车控制器200采集到BMS22、电控23以及汽车1其他部件的相关参数信号后，综合计算判断处理，对BMS22、电控23及汽车1其他部件下达相应的调整控制指令，使汽车1运行处于良好的状态。
在示例性实施例中，所述电池包100既可用于纯电动车也可用于混合动力车，用于纯电动车的电池包架构可为如图2所示的结构，用于混合动力车的电池包其电池包结构可做适应性调整，但其内部控制原理未发生改变。
请参阅图4，其为本申请第二实施例中电池包100’的平面结构示意图，如图4所示，其与图2所示电池单元10类似，区别仅在于电池单元10’中第一电池单元11和第二电池单元12的布局方式。
在本实施例中，当N为2，M为2时，第一电池单元11包括第一子主包111和第二子主包112，第一子主包111与第二子主包112分别包括一个第一电芯11A，第一电芯11A具有第一能量能量密度及第一功率密度，第一能量密度属于第一能量范围，第一功率密度属于第一功率范围。以X轴方向为第一方向，以Y轴方向为第二方向，第一子主包111与第二子主包112沿第二方向相邻并排设置于电池单元10的中部位置。
第二电池单元12包括第一子辅包121和第二子辅包122，第一子辅包121和第二子辅包122均包括两个第二电芯12A，且第一子辅包121和第二子辅包122均由两个第二电芯12A串联而成，第二电芯12A具有第二能量密度及第二功率密度，第二能量密度属于第二能量范围，第二功率密度属于第二功率范围。第一子辅包121与第二子辅包122沿第二方向与第一电池单元11间隔预设距离并排设置于第一电池单元的两侧。换句话说，两个子辅包沿第二方向分别相邻设置于两个子主包外侧，第一电池单元11与第二电池单元12并联连接于任务母线13。
混合动力的汽车1在油量不足或者切换至电源供能模式时，电池单元10’为电机300提供充足的电能，为汽车节省能量并保证汽车正常行驶。其中，电池单元10’中第一电 池单元11、第二电池单元12具体的工作原理与方式与图1～2所示电池单元10的工作方式相同，本实施例不再赘述。
在示例性实施例中，本申请设计的电池单元10，由少数几种电芯组合而成，且组合排列方式可随空间布局适应性调整，可以大大节省电池包的空间占用率，而且，本申请电池包中的电芯不再需要数十种产品型号，仅通过少数几种即可满足大部分电池包能量和功率序需求，显著增加了电芯制造生产线的连续生产能力，降低了生产成本。
应当理解的是，本申请的应用不限于上述的举例，对本领域普通技术人员来说，可以根据上述说明加以改进或变换，所有这些改进和变换都应属于本申请所附权利要求的保护范围。

Claims (16)

  1. 一种电池包(100)，其特征在于，包括：
    第一电池单元(11)，所述第一电池单元(11)用于输出第一功率范围的电能；
    第二电池单元(12)，所述第二电池单元(12)用于输出第二功率范围的电能；
    所述第二功率范围高于所述第一功率范围，所述第一电池单元(11)与所述第二电池单元(12)适于通过任务管理器(20)控制以分别对应负载的不同运行状态并为所述负载提供所需电能。
  2. 如权利要求1所述的电池包(100)，其特征在于，
    所述第一电池单元(11)和所述第二电池单元(12)适于与所述任务管理器(20)的电池管理系统电连接，所述第一电池单元(11)与所述第二电池单元(12)通过所述电池管理系统检测状态参数，且所述第一电池单元(11)和所述第二电池单元(12)根据所述状态参数输入电能、输出电能的功率范围。
  3. 如权利要求1或2所述的电池包(100)，其特征在于，
    所述电池包(100)还包括任务母线(13)，所述第一电池单元(11)与所述第二电池单元(12)并联连接于所述任务母线(13)，所述任务母线(13)用于接收所述任务管理器(20)的控制指令并传输至所述第一电池单元(11)与所述第二电池单元(12)，所述第一电池单元(11)或者所述第二电池单元(12)适于在接收到所述控制指令后激活并输出所述第一功率范围或者所述第二功率范围的电能，且所述控制指令对应于所述负载的不同运行状态。
  4. 如权利要求3所述的电池包(100)，其特征在于，
    当所述第一电池单元(11)的电量大于第一阈值时，所述第一电池单元(11)适于接收所述控制指令并激活，且为所述负载提供电能。
  5. 如权利要求3或4所述的电池包(100)，其特征在于，
    当所述第一电池单元(11)电量低于第二阈值时，所述第一电池单元(11)接收所述控制指令并关闭且停止输出电能，同时所述第二电池单元(12)激活并为当前负载提 供电能。
  6. 如权利要求3-5中任一项所述的电池包(100)，其特征在于，
    当所述第一电池单元(11)电量小于第一阈值且大于第二阈值时，所述第一电池单元(11)和所述第二电池单元(12)均接收所述控制指令并激活，所述第一电池单元(11)和所述第二电池单元(12)同时为所述负载提供电能，所述第一阈值大于所述第二阈值。
  7. 如权利要求1-6任意一项所述的电池包(100)，其特征在于，
    所述第一电池单元(11)包括至少一个子主包，所述子主包包括至少一个第一电芯(11A)，所述第一电芯(11A)具有第一能量密度和第一功率密度，
    所述第二电池单元(12)包括至少一个子辅包，所述子辅包包括至少一个第二电芯(12A)，所述第二电芯(12A)具有第二能量密度和第二功率密度，
    所述第一能量密度大于第二能量密度，第一功率密度小于第二功率密度。
  8. 如权利要求7所述的电池包(100)，其特征在于，
    所述第一功率范围为10～20KW，所述第二功率范围为50～100KW，或者，
    所述第一能量范围为50～100KWh，所述第二能量范围为10～30KWh。
  9. 如权利要求7或8所述的电池包(100)，其特征在于，
    所述第二电池单元(12)中第二电芯的容量为所述第一电池单元(11)中第一电芯的容量的30％，
    所述第二电池单元(12)的比功率是所述第一电池单元(11)比功率的1.5倍。
  10. 一种任务管理器(20)，其特征在于，包括：
    所述任务管理器(20)用于控制电池包(100)的第一电池单元(11)和第二电池单元(12)分别对应负载的不同运行状态，且控制所述第一电池单元(11)和所述第二电池单元(12)为所述负载提供所需电能。
  11. 根据权利要求10所述的任务管理器(20)，其特征在于，
    所述任务管理器(20)包括电池管理系统，且所述电池管理系统适于与所述第一电池单元(11)和所述第二电池单元(12)电连接，且用于检测所述第一电池单元(11) 和所述第二电池单元(12)的状态参数，并根据所述状态参数控制所述第一电池单元(11)和所述第二电池单元(12)输入电能、输出电能的功率范围。
  12. 根据权利要求10或11所述的任务管理器(20)，其特征在于，
    所述任务管理器(20)适于通过任务母线(13)朝向所述第一电池单元(11)和所述第二电池单元(12)发送控制指令，且通过所述控制指令控制所述第一电池单元(11)或者所述第二电池单元(12)激活以输出所述第一功率范围或者所述第二功率范围的电能，且所述控制指令对应于所述负载的不同运行状态。
  13. 根据权利要求12所述的任务管理器(20)，其特征在于，
    所述任务管理器(20)在所述第一电池单元(11)的电量大于第一阈值时输出所述控制指令，且通过所述控制指令激活所述第一电池单元(11)为负载提供电能。
  14. 根据权利要求12或13所述的任务管理器(20)，其特征在于，
    所述任务管理器(20)在所述第一电池单元(11)电量低于第二阈值时输出所述控制指令，且通过所述控制指令关闭所述第一电池单元(11)停止输出电能，同时激活所述第二电池单元(12)并为当前负载提供电能。
  15. 根据权利要求12-14所述的任务管理器(20)，其特征在于，
    所述任务管理器(20)在所述第一电池单元(11)电量小于第一阈值且大于第二阈值时输出所述控制指令，所述控制指令激活所述第一电池单元(11)和所述第二电池单元(12)以控制所述第一电池单元(11)和所述第二电池单元(12)同时为所述负载提供电能，所述第一阈值大于所述第二阈值。
  16. 一种汽车(1)，其特征在于，所述汽车(1)包括如权利要求1-9任一项所述的电池包(100)或10-15任一项所述的任务管理器(20)。
PCT/CN2022/104103 2021-09-30 2022-07-06 电池包与汽车 Ceased WO2023050963A1 (zh)

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