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18650 rechargeable battery lithium 3.7v 3500mah
18650 rechargeable battery lithium 3.7v 3500mah
Sino Technology Manufacturer Group co.,ltd Home  >  product  >  polymer lithium battery
polymer lithium battery

Primary battery

Rechargeable Battery

LR03 alkaline battery

Sino Technology Manufacturer Group co.,ltd
Sino Technology Manufacturer Group co.,ltd

Nickel Metal Hydride No. 5 battery
Nickel Metal Hydride No. 5 battery
Nickel Metal Hydride No. 5 battery
Nickel Metal Hydride No. 5 battery
Nickel Metal Hydride No. 5 battery
Nickel Metal Hydride No. 5 battery
Nickel Metal Hydride No. 5 battery
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Nickel Metal Hydride No. 5 battery

Nickel Metal Hydride No. 5 battery

Model: Ni-MH AAA Rechargeable Battery

Capacity: 1000mAh

Voltage: 1.2V

Size: 21*21*44.5mm

Product origin: China


Application:

Drone, Soundbox, Medical Device etc.


Product description

Related Products

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  Ni-MH battery management system based on CAN bus

  The battery pack is composed of a certain number of single cells connected in series, which can be charged and discharged hundreds to thousands of times; in use, attention must be paid to the various characteristics of each single cell, the battery temperature, the remaining power of the battery and the total Current and other parameters, because these parameters directly affect the service life of the battery, it is necessary to optimize the operation and effective monitoring to prevent the battery from overcharging, over-discharging and overheating, so as to prolong the service life of the battery and reduce the cost. battery reliability. The electronics, control, and digital technology that powers the battery pack can be called digital "battery electronics." Also in the electronic and digital technology of automobiles, multiple CPUs have been used to complete the control of various parameters and functions. Considering the safety of the automobile, the operation must be very reliable, so a parallel battery pack is developed, which is composed of a certain number of single batteries Composed in series, it can be charged and discharged hundreds to thousands of times; in use, it is necessary to pay attention to the various characteristics of each single battery, the battery temperature, the remaining power of the battery and the total current and other parameters, because these parameters directly affect the battery. In order to improve the service life of the battery, it is necessary to optimize the operation and effective monitoring to prevent the battery from overcharging, over-discharging and overheating, so as to prolong the service life of the battery and reduce the cost, especially to improve the reliability of the battery. The electronics, control, and digital technology that powers the battery pack can be called digital "battery electronics." Similarly, in the electronic and digital technology of automobiles, multiple CPUs have been used to complete the control of various parameters and functions. Considering the safety of automobiles, the operation must be very reliable, so the development of parallel

  1 Introduction

  With the rapid development of high technology and its industry, the battery pack energy system with large storage capacity has been paid more and more attention by people, and has been widely used in many fields, such as the new direction and new hotspot of the development of the automobile industry— —In the research and industrialization of electric vehicles and hybrid vehicles, it will be the main supplier of vehicle energy.

  The battery pack is composed of a certain number of single cells connected in series, which can be charged and discharged hundreds to thousands of times; in use, attention must be paid to the various characteristics of each single cell, the battery temperature, the remaining power of the battery and the total Current and other parameters, because these parameters directly affect the service life of the battery, it is necessary to optimize the operation and effective monitoring to prevent the battery from overcharging, over-discharging and overheating, so as to prolong the service life of the battery and reduce the cost. battery reliability. The electronics, control, and digital technology that powers the battery pack can be called digital "battery electronics." Similarly, in the electronic and digital technology of automobiles, multiple CPUs have been used to control various parameters and functions. Considering the safety of automobiles, the operation must be very reliable, so a parallel independent multiple system structure has been developed. Bus connection to form a unified large system.

  2 Management system of distributed structure

  2.1 System structure

  The system needs to realize different types of multiple functions, and the centralized or central processing method cannot meet the safety requirements, so it is natural to adopt a distributed structure; the working environment of the system is harsh, and it is often under the interference of strong electromagnetic interference and pulse current. In order to ensure reliable Considering the adoption and development of high-performance CAN field bus as a communication system; and CAN bus has been used in automobiles for a long time and has strong anti-interference performance. At the same time, this technology is relatively mature and has become the standard for automobile communication. Therefore, both the internal communication of the system and the external communication are realized by CAN bus.

  This distribution system is designed with CPU80C552 as the common module platform. Due to the limitation of CPU storage space and calculation, multiple CPUs must be used to realize various functions required by the management system. The completed basic system is composed of four modules in parallel: data acquisition, balanced charging, power estimation and communication display; each module realizes its function respectively, and communicates data through the CAN bus, which can realize single battery voltage, total voltage, charge and discharge current, Acquisition and measurement of temperature, power estimation. At the same time, the system also has strong scalability, and can carry out research and development of specific functions such as battery diagnosis and battery safety performance protection. In the lithium battery management system, 108 batteries use 9 measurement boards, plus 4 basic boards, a total of 13 boards.

  Figure 1 The overall structure of the battery management system

  2.2 Design of the main module of the management system

  The main functions of the system include data acquisition, power estimation and display diagnosis. Since the 80C552 has the function of 8-way 10-bit A/D conversion, the acquisition module first uses the linear optocoupler method to measure the voltage of the single battery, and converts the analog value into a digital value through its 4 A/D ports and stores it in the memory. The measurement adopts single-bus technology, and uses Dallas digital chip to measure the temperature. This chip has 12-bit precision level, which can measure the temperature of the system very accurately. The total voltage and current signals are converted into 0-10V signals by special sensors, converted into digital quantities by 14-bit A/D conversion devices and stored in the system.

  The communication and display module provides dual CAN communication interfaces, which can transmit data with each module in the system and the external vehicle system through CAN; at the same time, the system provides RS232 interface, which can realize communication with the PC; the module also provides a 5-inch half-inch LCD display Drive function, and buttons for man-machine friendly operation; the module is also equipped with upper and lower limit alarms and self-test functions for voltage, power, current and temperature to ensure the safety of the system.

  The basic structural block diagram of each system module is shown in Fig. 2 .

  Figure 2 Block diagram of module structure

  2.3 Electricity Estimation

  Electricity estimation uses real-time current integration ampere-hour method for basic estimation, and then corrects various parameters such as temperature, self-discharge and aging that affect battery power, and considers the inconsistency between individual batteries to obtain an accurate battery pack electricity.

  Figure 3 Block diagram of battery power estimation

  3 CAN bus system

  3.1 Introduction to CAN

  CAN bus is a kind of field bus. It is a serial high-speed data communication bus developed by German Bosch Company in 1986 to solve the data exchange between many control and test instruments in modern automobiles. It adopts the physical layer and data link layer in the seven-layer structure of the ISO/OSI model, and has high reliability, real-time and flexibility.

  CAN bus has the following unique advantages:

  1) CAN can work in a multi-master mode. Any node on the network can send information to other nodes on the network at any time, regardless of master-slave, and the communication method is flexible;

  2) CAN can realize point-to-point, point-to-multipoint and global broadcasting to transmit and receive data. The communication medium adopts twisted pair, coaxial cable or optical fiber, and the choice is flexible. The communication distance can reach up to 10km/5kb/s. The rate can reach up to 1Mb/s/40m. The number of nodes on the CAN depends on the bus drive circuit, which can actually reach 110;

  3) When the error is serious, the CAN node has the function of automatically closing the output, cutting off its connection with the bus, so that other operations on the bus will not be affected. Adopt NRZ encoding/decoding method, and use bit stuffing technology. The user interface is simple, the programming is convenient, and it is easy to form a user system;

  4) CAN adopts non-destructive arbitration technology. When two nodes transmit information to the network at the same time, the node with low priority stops sending data actively, while the node with high priority can continue to transmit data without being affected, effectively avoiding the bus conflict.

  5) CAN adopts a short frame structure, each frame is 8bit, the transmission time is short, the probability of interference is low, and each frame information has CRC check and other error detection measures to ensure that the data error rate is extremely low.

  3.2 CAN bus design

  The overall structure of the CAN bus is shown in Figure 4. Two 120Ω resistors are arranged at both ends of the bus. Their function is to match the impedance of the bus, which can increase the stability and anti-interference ability of bus transmission and reduce the error rate in data transmission. The CAN bus node structure is generally divided into two categories: one uses CAN adapter card to connect with the PC to realize the communication between the upper computer and the CAN bus; Data transmission between nodes and CAN bus. In this system, the CAN controller adopts SJA1000 and 82C200 produced by Philips, which are used as a sending and receiving buffer to realize the data transmission between the main controller and the bus; the CAN transceiver adopts the PCA82C250 chip, which is a CAN controller The interface with the physical bus can mainly provide the differential transmission capability to the bus and the differential acceptance capability to the CAN controller.

  Figure 4 CAN bus system structure diagram

  4 Software design of CAN bus

  The three-layer structure model of CAN bus is: physical layer, data link layer and application layer. Among them, the functions of physical layer and data link layer are completed by SJA1000. The development of the system is mainly in the design of application layer software. It mainly consists of three subroutines: initialization subroutine, sending data and receiving data program. At the same time, it also includes some data overflow interrupts and frame error processing.

  After power-on hardware reset, SJA1000 must perform software initialization before data communication can be performed. The initialization process mainly includes configuring the clock frequency division register CDR, bus timing registers BTR0 and BTR1, acceptance code register ACR, and acceptance in its reset mode. The mask register AMR and the output control register OCR etc. realize the definition of the bus rate, acceptance mask code, output pin drive mode, bus mode and clock frequency division. The specific process is shown in Figure 5. The following is the process of SJA1000 sending and receiving data. The basic process is that the main controller saves the data to the SJA1000 sending buffer, and then sets the sending request TR flag bit of the command register to start sending; the receiving process is that SJA1000 will receive from the bus The received data is stored in the receiving buffer, and the host controller is notified to process the received information through its interrupt flag bit. After receiving, the buffer is cleared and the next receiving is waiting. The specific process is shown in Figure 6 and Figure 7.

  Figure 5 CAN bus initialization Figure 6 CAN sending data flow Figure 7 CAN receiving data flow

  For example: the format of the total voltage sent by the battery management system to the vehicle system is listed in Table 1.

  Table 1 BCU_VCU_VOLTAGE (0x08) sends back the current voltage of the battery pack to the VCU

  x08) Send back the current voltage of the battery pack to the VCU" alt="BCU_VCU_VOLTAGE(0x08) send back the current voltage of the battery pack to the VCU" />

  Among them, ID is the address of the receiving node bus, and the voltage value is multiplied by 10 before sending, and 0x08 indicates that the content of the sending frame is the voltage of the battery pack.

  5 CAN bus application problems

  In terms of hardware, a reasonable power supply must be considered, and attention must be paid to the filtering between the power supply and ground of each CAN device, as well as the design of the reset circuit; at the same time, when actually designing the printed circuit board, reasonable wiring, strengthening the ground wire, and strengthening the system anti-interference.

  In software design, the setting of the CAN bus timer is very critical. BTR0 determines the propagation time period, phase buffer segment 1 and phase buffer segment 2; BTR1 determines the synchronous jump width and frequency division value. In the bit timing register, the value set by TSEG1, TSEG2, SJW and BRP is 1 less than its function value, so the setting range is [0.....N-1] instead of [1..... N]. So the bit time can be obtained by [TSEG1+TSEG2+3]tq or [synchronization segment+propagation segment+phase buffer segment 1+phase buffer segment 2]tq, where tq is determined by the system clock tSCL and the baud rate prescaler value BRP: tq=BRP /tSCL. At the same time, it should also be noted that since the CAN system clocks of different nodes are provided by different oscillators, there is a tolerance between the actual CAN system clock frequency of each node and the actual bit time, and the change of ambient temperature and the aging of the oscillator affect the initial tolerance , in order to ensure accurate data transmission, it is necessary to ensure that each node’s CAN system clock frequency is within a specific frequency tolerance limit. Therefore, when selecting an oscillator, the node with the highest requirement for the oscillator tolerance range should be selected as allow. Moreover, in a scalable bus structure, the maximum node delay and the maximum length of the bus must be considered. Generally, the delay is 5.5ns/m.

  In actual operation, it is often encountered that the CAN bus is blocked or the bus is suddenly closed. The main reason is that the frame is lost during data transmission, which causes an error. When the error counter reaches a certain value, the bus will be automatically closed. Therefore, In the process of software design, the error state ES bit must be judged in time. When an error occurs, the software needs to be reset to SJA1000 to restore communication.

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