CN102725173A - 在电池动力交通工具中存储能源管理的方法和设备 - Google Patents

在电池动力交通工具中存储能源管理的方法和设备 Download PDF

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Publication number
CN102725173A
CN102725173A CN2010800456419A CN201080045641A CN102725173A CN 102725173 A CN102725173 A CN 102725173A CN 2010800456419 A CN2010800456419 A CN 2010800456419A CN 201080045641 A CN201080045641 A CN 201080045641A CN 102725173 A CN102725173 A CN 102725173A
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secondary battery
battery unit
unit
discharge
electric
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CN102725173B (zh
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克里斯多夫·A·怀特
李元西
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Alcatel Optical Networks Israel Ltd
Nokia of America Corp
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Alcatel Optical Networks Israel Ltd
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    • 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
    • H01M10/44—Methods for charging or discharging
    • H01M10/441—Methods for charging or discharging for several batteries or cells simultaneously or sequentially
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
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    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • H02J7/04—Regulation of charging current or voltage
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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • B60L53/10—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 characterised by the energy transfer between the charging station and the vehicle
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    • Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing
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Abstract

提供了一种在电动汽车或其他电池动力交通工具中的次级电池单元和充电系统。所述次级电池单元可能，例如，由电力公司所有。所述电池可拆卸，并可独立于初级汽车电池系统被充电/放电。电力公司可使用所述次级电池来实现交通工具至电力网的功能。

Description

在电池动力交通工具中存储能源管理的方法和设备
技术领域
本发明涉及交通工具中的，至少部分来自电池的电能的存储和使用。
背景技术
很早之前人们就认识到，用于电能的生产、存储、和再利用的分布式方案能够使得公共设施的电力分配更加节能高效。例如，以充电电池、泵送水、压缩气体或诸如此类的形式存储能源的小型或中型设备，能被连接至电力网，且能被用于在能源中断时或者需求高峰时向电力网增加能源。反之，在产能过剩或者低需求时，分布式的存储设备能够从电力网汲取能源，并存储该能源以供将来使用。向所述存储设备的所有者提供经济激励。这将通过减少对电能需求的波动以有利于电力公司。因此，这可帮助电力公司实现其输送电能的承诺，而无需对额外产能进行资本投资。“负载平衡”一词通常用于指此类方案。
一个小型能源存储设备的例子是在电动交通工具中的电池系统。该类电池系统可仅仅从电力网充电，或者，其可通过交通工具上的发电机(消耗液体或气体燃料)充电，或者其可通过上述两种方式的一些组合来充电。尽管近来受到最多关注的电动交通工具为汽车(电动汽车，″electric cars″)，在本文中要关注的其他电动交通工具包括卡车、并且还可能是船只或火车。
在所谓的“交通工具到电力网”(vehicle-to-grid，V2G)的方案中，在电动汽车(或其他电动交通工具)中的电池有时被连接至电力网且用于负载平衡。这种方案至少自在1997年由W.Kempton和S.E.Letendre的论文“作为电力设施的新动力源的电力交通工具”(Transpn. Res.-D，vol.2，no.3，(1997)，pp.157-175.)的发表开始就已一直被讨论。
V2G的前提是当电动汽车不被使用时，其中的电池表现为闲置资源。当部署至城市中的大部分人口时，这种闲置资源拥有重要的电力存储能力。因此，电力公司能够给插入电力网的电动汽车的电池充电或放电，例如，当车主在工作、购物或在家时。充电或放电过程可被计时以减少供需波动，以达到可能的有益结果：初级产能被更有效地利用，以及整体电力消耗量减少。
当前设想的V2G模式的一个缺点在于，消费者对该模式的接受度有限。亦即，典型的消费者将会希望电池始终保持充满(例如，充满电)状态，然而，电力公司将希望根据供需波动交替地充电与放电。这造成的问题不仅是因为消费者将把电力公司的使用认为是拒绝其获得自己的财产(例如，电池)的最大利益，而且也因为每个汽车电池的充电/放电周期数是有限的，而电力公司的使用将因此缩短电池的寿命。
当然，电力公司可采用以降低电价，或者将汽车中的电池所有权转移给电力公司的形式给消费者提供激励。尽管这可能克服消费者的部分阻力，但在保持充满电的状态和允许充电的灵活性之间的根本性冲突仍然未能被解决。
发明内容
我们的解决方案是在电动汽车或其他电动交通工具中提供次级电池和充电系统。所述次级电池可能为，例如，由电力公司所拥有。所述电池为可拆卸的，并能独立于汽车的初级电池系统来被充电和被放电。电力公司可用所述次级电池来实施V2G功能，而不会受到前述用法的制约。当，例如，次级电池非用户所有时，用户便会较少的抵制参与V2G。
相应地，在一个实施例中，动力总成包括初级电池单元和次级电池单元，其中，所述次级电池单元不超过所述初级电池单元总放电容量的20％，且能从初级电池单元中拆除。动力总成进一步包括被配置为可选择性地从初级和次级电池单元中的一个或另一个汲取电能的切换电路，以及被配置为独立地给初级和次级电池单元充电的切换电路。所述“独立地”意为各个电池单元能在大体上不影响另一电池单元的充电率的情况下被充电，并且至少有一组能在不对另一组充电的情况下被充电。
所述动力总成进一步包括电池管理系统(BMS)和被配置为从BMS接收电池充电状态信息的控制器。所述控制器被配置为响应从，例如，交通工具驾驶员，所输入的本地命令来控制电池的充电或放电。所述控制器还被配置为在远程实体已被验证的情况下允许远程控制，并且至少控制次级电池单元响应来自远程实体的命令进行充电和放电。
在一个更优选的实施例中，所述控制器进一步被配置为至少控制次级电池单元服从本地存储的策略，例如，存储于控制器中或者存储于交通工具其他地方的策略，进行充电或放电。
在一些实施例中，所述控制器为用户可编程的，以使本地存储的策略能由如交通工具驾驶员等的本地用户来配置或选择。
在一些实施例中，所述动力总成进一步包括被配置为向远程位置传送次级电池单元的充电状态的通信单元。
在一些实施例中，所述通信单元进一步被配置为传送次级电池单元的位置信息。
在一些实施例中，所述通信可向BMS提供电价的动态更新。这些信息可被用于设置本地充电策略。
附图说明
图1示意出了设想中的配电网络的一部分，其中，电动车辆能接入该电力网。
图2为电动车辆的部分后视原理图，显示了一种包括初级和次级电池单元的电池总成的示例。
图3为与此处所描述的原则对应的电池系统的示例的框图。
图4为一种可通过远程实体给次级电池单元放电的方法的流程图。
具体实施方式
图1展现了一种典型场景，其中，为了负载平衡的目的，电动汽车可被放置以与电力设施相接触。雇员的汽车10被停在工作场所建筑物30的停车位20中。发电站40正好位于相对较近的位置以使传输损耗最小化。
电力线50将电力从发电站传送至公用设施箱60，并经由导电配电线路70被分配至各个停车位20。在各个停车位中，每辆汽车的电力存储总成用配电线70中的一条插入至电触头的插座(图未示)。所述插座为汽车电池的充电和放电提供电气连接。
在汽车和电气设施之间提供一个通信媒介也是有利的，例如，以便电气设施能读取汽车电池的充电状态。已知有多种供选择的通信媒介。这些包括附加的通信电缆，汽车可通过插入与提供电气连接相同的插座来与其连接。或者，通信可通过使用电力线载波(power linecarrier，PLC)技术的电缆来进行，或者，通信可通过无线进行。
进一步参考图1，与电气设施的连接也可被提供至泊在车主房子100的车道90上的电动汽车80。例如，如前文所述，电力线50将电力传送至公用设施箱60，所述车辆通过布置的插头和插座与其相连。
根据所示意的场景，电力可在中午的需求高峰时段，当汽车停置时，从在停车位20的汽车中被汲取。另一方面，电力可在午夜的需求低谷时段，当汽车80同样地停置时，被传送以用于给汽车80充电。
现在转向图2，其示意出了根据本发明的一个实施例的可能的电池总成。所述电池总成被安装于汽车110的后车箱中。如该图所示，初级电池单元120被永久性地安装在汽车中。“永久性地”意为其不可被轻易拆卸，但为了更换和修理的目的，可通过较大的努力被整体或部分拆卸。
同样如该图所示，次级电池单元130被可拆卸地安装在汽车中。“可拆卸地”意为，除了必须执行分离机制和搬运一个可能重达几百磅的对象以外，次级电池单元可通过最低限度的努力被移除。保持或支撑次级电池单元130有多种可能的配置。例如，电池单元130可被安装在架子上或安装在插槽里。其可能在一边或多边与构成初级电池单元120的槽组相邻。为了便于安装和拆除，一个或多个夹紧装置140可被提供以用于可分离地将电池单元130保持在适当位置。为了便于搬运，一个或多个把手150也可被提供。
多种已知的蓄电池技术可适用于此处所述的目的。其中包括铝酸电池、镍氢电池、锌溴电池，以及锂离子电池技术。在所述多种技术中，当前希望最大的可能为锂离子电池技术，因为其提供了较长的生命周期，较快的充电时间，以及较轻的重量中的较高的能量密度和较轻的重量。例如，东芝公司已发布的了一种锂离子电池，其一分钟即可充电总容量的80％，在小于90立方厘米(cc)的包装体积中的容量为600毫安时(mAh)，且其寿命大于1000次充放电周期。
根据在车主和电力公司之间的一种可能的协定，次级电池单元为电力公司所有。当汽车被插入电力网时，初级和次级电池单元同时被充电。然而交通工具用户仅需为初级电池单元所充的电付费。为进一步补偿运输次级电池单元的用户，初级电池单元所充的电的价格还可被安排低于当前市场价。
电力公司管理对次级电池单元的充电以限制电力网的波动。当电力充足时，所有接入电力网的交通工具的次级电池单元均被充电。在需求高峰期，电池被放电。有利地，在需求附近的汽车中的电池将被放电来满足需求，以将网络中的传输损耗减至最少。
次级电池单元的充电能在交通工具充电系统中被完成，或者能被简单地更换，例如，移走并更换为已充满的电池单元。这为用户提供了第二个益处。在“充电站”更换次级电池将允许快速充电。由于次级电池的充/放电率可能远大于每晚充电的初级电池，次级电池能容易地被替换的事实是有用的，尤其是因为其可能不会像汽车一样持久。
当电气设施能够追踪并独立地管理次级电池的充电时，其能获得进一步的益处。在当前V2G的实现方式中，用户和电力公司为对电池充电的控制而竞争。亦即，用户总是想要充满的电池以获得最长行驶范围，然而电力公司想要使电力网的波动最小化，当对此目的有助时，通过给电池部分地放电来实现该目的。通过将电池总成划分为由用户所有的初级电池单元，以及由电力公司所有或至少由其控制的次级电池单元，用户与电力公司之间的冲突至少部分被解决了。
当次级电池单元被赋予将其当前充电状态、甚至可能其位置信息，传送至电力公司的功能时，甚至可实现更大的益处。从被传送的信息中，电力公司可计划为次级电池单元充电与放电的时间和地点，以优化其负载平衡。
在前述协定中对用户的合作奖励包括降低电价，以及，至少在紧急情况下的次级电池单元的可利用率(尽管可能每千瓦时电力的价格较高)，以扩大汽车在两次再充电之间的行驶范围。
若能够在电力公司与汽车之间通信，用户可持续(可能为时变性地)地更新使用次级电池单元的费用。其通过推动经济有效地使用次级电池单元来帮助用户，并且也通过提供更加灵活的价格来帮助电力公司。还需要注意是，关于用户消费存储于次级电池单元中的能源的这一点而言，传输至使用地点的费用由该用户负担，而非电力公司。这为电力公司提供了进一步的利益。
图3示意出了一种根据前述原则的、包括通信模块和控制模块的电池总成的示例。该示例并非用来限定，而仅是说明用于达到如下文所述的结果的许多可能的布置中的一种。尤其地，需要记住的是，那些包括处理数据、通信和其他形式的信息的功能可由在程序控制下的硬件、软件和固件的任意组合来实现，并可相应地由通用计算机、专用数字处理器、或者专用电路来实现。任何和所有此种实现方式应当被认为是执行将被描述的功能。
如该图所示，初级电池单元210和次级电池单元220被提供。电池单元通过切换器230被连接至充电/放电端口240，其可能，例如，通过如前述的“插头与插座”的组合被连接至电力公司的配电网络。
切换器230被配置，以使其能基于控制来选择电池单元210、220中的一个或另一个，或两个，来充电或放电。如上所述，次级电池单元的放电容量不大于初级电池单元的总放电容量的20％是有利的。原因是，若次级电池单元的容量实质上大于20％，则汽车用户将因为缺少对其交通工具的动力资源的足够控制，而面临经济效率低下。
如上所述，切换器230被有利地配置为有选择地由初级或次级电池单元中的一个或另一个中汲取电力，并且独立地对初级或次级电池单元充电。特别地，允许切换器230选择仅对初级电池单元充电，或者仅对次级电池单元充电，或同时对两个电池单元充电是有用的。
该图中还示意出了电池管理系统(Battery Management System，BMS)。BMS系统已在本领域中被长期用于如监测电池充电状态及其电压和电流，计算机电池年龄指数，平衡电池，以及防止电池在充电过程中过电流或过电压，和在放电过程中的欠电压等的各类功能。如图所示，BMS250将电池状态信息转发给控制器260，并且还转发至通信输出模块310。
通信输出模块310，如该图所示，被配置为向公用事业公司传送电池状态信息。如上所述，其还可有助于使公用事业公司能够追踪次级电池组的位置。为此目的，位置感应器320，其可为例如全球定位系统接收器(GPS receiver)，其将位置信息传送给通信模块310。
进一步参考图3，控制器260响应将在如下所述的各项输入，来控制切换器230对电池单元进行充电和放电。控制器260还将信息转发给控制面板270来呈现给用户。展现信息可包括使用存储于电池单元中的能源的现行定价信息，以及电池单元的状态信息。
需要注意的是，电池单元向电力网放电时，通常必须使用换流器来将电池中的直流电转换为电力网可用的交流电。此处所述的示例中，换流器(图未示)由控制器260来控制。
控制面板270给用户提供关于电池系统的当前状态的信息，并且还可提供账户信息。例如，在特定时间段内花费的电能费用，使用次级电池单元的定价，下一次再充电的花费，等等。本领域技术人员当然理解，控制面板可有效地向用户提供多种其他类型的信息。
控制面板270还为用户提供多种方式来对电池单元的使用进行本地控制。例如，用户可选择从次级电池单元开始汲取。
根据与电力公司已达成的协定，用户可还能在多种与定价和电力使用模式相关的策略中进行选择。例如，用户的费用可能取决于用户是否已同意仅在打折期间再冲电，或者是否还要求在溢价期间再冲电。同样地，用户的一些花费可取决于用户希望得到的对次级电池单元中的储能的控制范围，或者取决于用户愿意放弃的对初级电池单元的储能的控制范围。
通过使用控制面板270，用户可能能够从多种策略中进行选择，并指示当前那一个策略有效。关于已选择策略的信息，以及其他用户配置信息，可被存储于存储器280中。
通信输入模块290被配置为从电力公司接收信息。如上所述，各种众所周知的有线或无线通信技术可被用于提供模块290与电力公司之间的连接。模块290可接收对用户有用的信息，例如定价信息，并将其转发至控制面板270以显示。模块290还可接收来自电力公司的控制信息，并将其转发至控制器260以被实施。控制信息可包括，例如，对初级或次级电池单元充电的指令(根据已约定的策略)，或者对次级电池单元放电(用于公用设施网络的负载平衡)的指令。
为安全起见，最好包括排除所有(实体)的但不包括已验证实体的，以执行前述类型的控制的验证模块300。相应地，模块300，通过通信模块290与远程实体通信，执行各种众所周知的验证协议。所述协议可以像密码校验一样简单，或者像那些基于伪随机数生成器或其他加密技术的协议那样复杂。事实上，验证过程可以部分地通过手机或者其他无线设备来执行，并向模块300传送许可或拒绝消息。
需要被注意的是，就这一点而言，尽管在本示例中，执行控制的远程实体是电力公司，但是各种其他远程实体也可以同样的方式被验证。例如，将自己的车泊在大公司的停车场的雇员可能同意公司可从他们的次级电池单元中汲取(电力)，以在需求高峰的正午期间向公司的空调系统提供动力。
通信输出模块310，如该图所示，被配置为向电力公司传送电池状态信息。如上所述，其还可有助于使电力公司能够追踪次级电池单元的位置。为此目的，位置感应器320，其可为例如全球定位系统接收器(GPS receiver)，其将位置信息传送给通信模块310。
通信输出模块310还可通过转发，例如，用户的当前已选择策略，来促进从用户到电力公司的通信。为此目的，控制面板270与模块310(为简单描述起见，图中已省略)之间存在直接或间接的连接。
当电力公司(或其他远程实体)希望利用次级电池单元充电时，可根据当前所关注的图4所述的示范性流程执行。在步骤400中，远程实体检测电动交通工具处于电池可向电力网放电的位置。在步骤410中，远程实体与包含开始放电请求的本地控制器，例如控制器260，相联系。在步骤420中，控制器接入存储器280以检查有效的当前策略。若所述请求与所述当前策略一致，远程实体接收所述请求被许可的消息。然后，在步骤430中，远程实体使得切换器230位于允许仅由次级电池单元放电至电力网的位置。

Claims (8)

1.一种设备，包括：
初级电池单元；
次级电池单元，包括不超过所述初级电池单元总放电容量的20％，且能从所述初级电池单元中拆除；
切换电路，被配置为允许给所述初级和次级电池单元独立充电，并允许在给定时间内选择性地给所述电池单元中的一个或另一个放电；
电池管理系统(BMS)；以及
控制器，被配置为从所述电池管理系统接收电池充电状态信息，并控制所述电池单元的充电和放电，其中：
所述控制器被配置为响应给所述电池单元充电的本地和远程命令；
所述控制器被配置为响应至少给所述初级电池单元放电的本地命令；以及
为给所述次级电池单元放电，所述控制器被配置为响应来自远程实体的远程命令，服从所述远程实体的验证，并服从给所述次级电池单元放电的本地许可。
2.根据权利要求1所述的设备，进一步包括用于存储策略信息的本地存储器，并且，其中，所述控制器被配置为控制至少所述次级电池单元服从被存储在该存储器中的策略进行充电或放电。
3.根据权利要求2所述的设备，进一步包括控制面板，其用于本地存储的策略信息的用户配置。
4.根据权利要求1所述的设备，进一步包括被配置为向远程位置传送所述次级电池单元的充电状态的通信单元。
5.根据权利要求4所述的设备，进一步包括与所述通信单元协作，向所述远程位置传送所述次级电池单元的位置信息的位置感应器。
6.根据权利要求1所述的设备，包括由所述初级和次级电池单元提供动力能量的电动交通工具。
7.根据权利要求1所述的设备，其中，所述初级和次级电池单元被配置为给电动交通工具提供动力能量。
8.一种方法，包括：
检测包含初级电池单元和次级电池单元的电动交通工具位于至少所述次级电池单元可被放电至电力网的位置；
检测所述次级电池单元的充电状态；
向所述交通工具上的本地控制器传输一条或多条消息，所述消息包括验证信息和启动电池放电的请求，所述请求的前提是已检测到充分充电；
从所述本地控制器接收一个或多个回应消息；
在所述回应消息指示验证成功、且被授予启动电池放电的许可的条件下，使所述交通工具进入切换状态，在所述切换状态中仅所述次级电池单元可被放电；以及
启动所述次级电池单元向所述电力网放电。
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