CN102844221A - 具有集成的脉冲逆变器的蓄电池 - Google Patents

具有集成的脉冲逆变器的蓄电池 Download PDF

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CN102844221A
CN102844221A CN2011800192699A CN201180019269A CN102844221A CN 102844221 A CN102844221 A CN 102844221A CN 2011800192699 A CN2011800192699 A CN 2011800192699A CN 201180019269 A CN201180019269 A CN 201180019269A CN 102844221 A CN102844221 A CN 102844221A
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battery
storage battery
mouth
pulse inverter
input end
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CN102844221B (zh
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S·布茨曼
H·芬克
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Robert Bosch GmbH
Samsung SDI Co Ltd
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SB LiMotive Co Ltd
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Abstract

描述了一种具有至少一个蓄电池组(31，41)的蓄电池(30，40)。所述至少一个蓄电池组(31，41)具有多个在相应的蓄电池正极和相应的蓄电池负极之间串联连接的蓄电池单元。依据本发明，蓄电池(30，40)包括脉冲逆变器(33，34)，其集成在所述蓄电池(30，40)中，并且至少具有第一和第二输入端以及至少一个输出端，其中，所述第一和第二输入端分别与所述蓄电池正极和所述蓄电池负极相连接。此外提出了一种具有电驱动电机(13)的机动车，所述电驱动电机(13)用于驱动所述机动车，并且所述机动车具有与所述电驱动电机(13)相连接的、依据本发明的蓄电池(30，40)。

Description

具有集成的脉冲逆变器的蓄电池
技术领域
本发明涉及具有集成的脉冲逆变器的蓄电池以及具有这种蓄电池的电机动车。
背景技术
在将来，无论在静态的应用还是在诸如混合动力车辆和电动车辆的车辆中，将应用更多的蓄电池系统。为了能够满足针对各应用给出的对电压以及所能够提供的功率的要求，串联了较高数量的蓄电池单元。因为由一个这样的蓄电池提供的电流必须流过所有的蓄电池单元，并且一个蓄电池单元仅能够导通受限的电流，因此通常还附加地并联连接蓄电池单元，以便提高最大电流。这能够通过在蓄电池单元罩壳内设置更多的单元包(Zellwickeln)或通过外部连接蓄电池单元来实现。然而，在此有问题的是，由于单元电容和电压并不是精确地相同，在并联连接的电池单元之间出现了均衡电流。
在图1中示出了常见的电驱动系统的原理电路图，电驱动系统应用在诸如电动车辆和混合动力车辆中或者也应用在静态应用(例如风力发电装置的转动叶片调节)中。蓄电池10连接至直流中间电路，该直流中间电路由电容器11缓冲保护。脉冲逆变器12连接至直流中间电路，该脉冲逆变器12通过两个可接通的半导体阀和两个二极管在三个输出端上分别提供相对彼此相位移位的正弦电压，以用于驱动电驱动电机13。电容器11的电容必须足够大，以便使直流中间电路中的电压稳定一时间段，在该时间段内接通可接通的半导体阀中的一个。在实际的应用中，诸如在电动车辆中，高电容位于mF范围内。因为直流中间电路的电压通常相当高，只有在高成本并且以大的空间要求的情况下才能够实现这样大的电容。
图2在具体的方框电路图中示出了图1的蓄电池10。多个蓄电池单元串联连接，并可选地附加地并联连接，以实现对于各应用所期望的高的输出电压和蓄电池容量。在蓄电池单元的正极和蓄电池正端子14之间连接了负载装置和分隔装置16。可选地，能够附加地在蓄电池单元的负极和蓄电池负端子15之间连接分隔装置17。分隔装置和负载装置16和分隔装置17分别包括保护继电器18和19，其被设置为用于将蓄电池单元与蓄电池端子分开，从而不带电压地连接蓄电池端子。否则，由于串联连接的蓄电池单元的高直流电压，对维护人员或类似的人将产生相当的危险电势。在负载装置和分隔装置16中附加地设置有负载保护继电器20和与负载保护继电器20串联连接的负载电阻21。如果蓄电池连接到直流中间电路，则负载电阻21限制电容器11的充电电流。在此，首先断开保护继电器18，并仅闭合负载保护继电器20。如果在蓄电池正端子14上的电压达到蓄电池单元的电压，则能够闭合保护继电器19，并且必要时断开负载保护继电器20。保护继电器18、19和负载保护继电器20明显提高了蓄电池10的成本，因为对其可靠性和对由其导通的电流的提出高的要求。
发明内容
依据本发明实现了具有至少一个蓄电池组的蓄电池，该蓄电池组具有多个在相应的蓄电池正极和相应的蓄电池负极之间串联连接的蓄电池单元。依据本发明，蓄电池包括脉冲逆变器，其集成在蓄电池中，并且至少具有第一和第二输入端以及至少一个输出端。在此，脉冲逆变器的第一和第二输入端分别与蓄电池正极和蓄电池负极相连接。
因此本发明逆着趋势前进，趋势是将脉冲逆变器集成在电驱动电机中，并由此使得驱动电机从外面看起来是直流电机，其能够直接与缓冲电容器和蓄电池相连接。
在蓄电池中集成脉冲逆变器的优点在于，能够省去现有技术中设置的保护继电器，因为蓄电池外部不再有蓄电池单元组的高直流电压。替代依据现有技术断开保护继电器，能够简单地将脉冲逆变器的输出端接高阻，由此不需要脉冲逆变器的输出端的附加的部件，并且由此不带电压地连接蓄电池的所有输出端接。因为蓄电池组与脉冲逆变器不可分开地连接在一起，所以可能存在的缓冲电容器基本上具有蓄电池组的电压，因此也能够省去负载保护继电器。如果设置有这样的缓冲电容器，则其优选地具有与蓄电池正极相连接的第一电容器端子和与蓄电池负极相连接的第二电容器端子，并同样集成在蓄电池中。
脉冲逆变器能够具有n个输出端，其中n是大于1的自然数。脉冲逆变器在此被构造为，在每个输出端产生并输出分别相对于其他的输出端相位延迟的正弦电压。数量n优选为3，以便提供至在现有技术中常见的转动场电机的合适的接口。
蓄电池能够具有n个蓄电池组，其中脉冲逆变器具有n对输入端，该些输入端中的每一对分别与所述n个蓄电池组中相关联的蓄电池组的蓄电池正极和蓄电池负极相连接。替代单一的蓄电池单元组和直流中间电路，由此得出和设置的脉冲逆变器的输出端一样多的直流中间电路。这样的优点在于，缓冲电容器的尺寸能够较小或者能够完全省去。此外蓄电池的电容被分到多个不相关的蓄电池单元组，由此，在否则并联连接的蓄电池单元或蓄电池单元组之间不再出现均衡电流。
脉冲逆变器能够包含n个第一半导体阀和n个第二半导体阀，其中，所述n个第一半导体阀中的每个连接在一对输入端的相关联的第一输入端和n个输出端中相应的输出端之间，并且所述n个第二半导体阀中的每个连接在n个输出端中所述相应的输出端和所述一对输入端中相关联的第二输入端之间。
蓄电池能够具有2*n个二极管，其中每个二极管反并联地连接至所述n个第一或所述n个第二半导体阀中的一个。
例如能够以已知的方式通过脉冲宽度调制控制这样的脉冲逆变器。
蓄电池能够包括冷却装置，其被构造为冷却蓄电池单元以及脉冲逆变器。通过将脉冲逆变器集成在蓄电池中，省去了分别用于脉冲逆变器和蓄电池单元的冷却装置的附加的开销。在此能够优选地在冷却蓄电池单元之后，对脉冲逆变器进行冷却，因为脉冲逆变器能够达到比蓄电池单元高的温度，因此冷却剂在流过蓄电池组之后还足够冷，以便再冷却脉冲逆变器。
同样可能的是，通过将蓄电池的控制装置(单元均衡、充电和放电、充电状态确定)和脉冲逆变器的控制装置(半导体阀的控制装置)结合在一起，来减少总开销。
蓄电池单元是锂离子蓄电池单元是非常有利的。锂离子蓄电池单元的优点在于高单元电压以及单位容量的电容特别高。
第二发明方面涉及具有电驱电机的机动车，该电驱动电机用于驱动该机动车，并且该机动车具有与该电驱动电机相连接的、依据本发明第一方面的蓄电池。
附图说明
下面根据附图和下面的说明书进一步解释本发明的实施例。附图中：
图1示出了依据现有技术的电驱动系统；
图2示出了依据现有技术的蓄电池的方框电路图；
图3示出了本发明的第一实施例，并且
图4示出了本发明的第二实施例。
具体实施方式
图3示出了本发明的第一实施例。在蓄电池30中集成了蓄电池组31、缓冲电容器32和脉冲逆变器33，其中省略了用于分开蓄电池组的正极和负极的可能的保护继电器。有利地，脉冲逆变器33被构造为，当例如应当更换蓄电池30，并且由此应当将蓄电池30与连接至脉冲逆变器33的驱动电机或类似物分开时，将其所有输出端接高阻。通过这种方式，蓄电池30对外完全不带电压，由此不会输出危险电势。
图4示出了本发明的第二实施例。蓄电池40具有多个蓄电池组，在所示出的例子中具有3个蓄电池组41-1、41-2、41-3。蓄电池40也能够具有两个或多于三个蓄电池组。三个蓄电池组的数量是有利的，因为其使得能够简单地将蓄电池40连接到标准化的具有三相端子的电机上。脉冲逆变器43在此分解为和设置的蓄电池组41-1、41-2、41-3同样多的多个部分43-1、43-2、43-3。部分43-1、43-2、43-3中的每个在此分别与蓄电池组41-1、41-2、41-3相连接。由于每个蓄电池组41-1、41-2、41-3的负载非常小，在所示出的实施例中能够通过脉冲逆变器43的部分43-1、43-2、43-3省略缓冲电容器。在所示出的例子中，脉冲逆变器43的每个部分43-1、43-2、43-3包括两个半导体阀以及两个反并联于半导体阀连接的二极管。优选地，通过控制单元的脉冲宽度调制来控制半导体阀。然而原则上也能够应用任意形式的脉冲逆变器。

Claims (10)

1.具有至少一个蓄电池组(31，41)的蓄电池(30，40)，所述蓄电池组具有多个在相应的蓄电池正极和相应的蓄电池负极之间串联连接的蓄电池单元，其特征在于脉冲逆变器(33，34)，其集成在所述蓄电池(30，40)中，并且至少具有第一和第二输入端以及至少一个输出端，其中，所述第一和第二输入端分别与所述蓄电池正极和所述蓄电池负极相连接。
2.根据权利要求1所述的蓄电池(30)，具有缓冲电容器(32)，其具有与所述蓄电池正极相连接的第一电容器端子以及与所述蓄电池负极相连接的第二电容器端子，并且集成在所述蓄电池(30)中。
3.根据权利要求1或2中任意一项所述的蓄电池(30，40)，其中，所述脉冲逆变器(33，43)具有n个输出端，其中n是大于1的自然数，并且其中，所述脉冲逆变器(33，43)被构造为，在每个输出端上产生并输出分别相对于其他的输出端相位延迟的正弦电压。
4.根据权利要求3所述的蓄电池(40)，具有n个蓄电池组(41)，其中所述脉冲逆变器(43)具有n对输入端，所述输入端中的每一对分别与所述n个蓄电池组(41)中相关联的蓄电池组的蓄电池正极和蓄电池负极相连接。
5.根据权利要求4所述的蓄电池(40)，其中，所述脉冲逆变器(43)包含n个第一半导体阀和n个第二半导体阀，其中，所述n个第一半导体阀中的每个连接在一对输入端的相关联的第一输入端和n个输出端中相应的输出端之间，并且所述n个第二半导体阀中的每个连接在所述n个输出端中所述相应的输出端和所述一对输入端中相关联的第二输入端之间。
6.根据权利要求5所述的蓄电池(40)，具有2*n个二极管，其中每个二极管反并联地连接至所述n个第一或所述n个第二半导体阀中的一个。
7.根据权利要求3-6中任意一项所述的蓄电池(40)，其中n等于3。
8.根据前述权利要求中任意一项所述的蓄电池(30，40)，具有冷却装置，其被构造为冷却所述蓄电池单元以及所述脉冲逆变器(33，43)。
9.根据前述权利要求中任意一项所述的蓄电池(30，40)，其中，所述蓄电池单元是锂离子蓄电池单元。
10.一种具有电驱动电机(13)的机动车，所述电驱动电机(13)用于驱动所述机动车，并且所述机动车具有与所述电驱动电机(13)相连接的、根据前述权利要求中任意一项所述的蓄电池(30，40)。
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