CN103262333A - 电池系统 - Google Patents

电池系统 Download PDF

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CN103262333A
CN103262333A CN2012800041725A CN201280004172A CN103262333A CN 103262333 A CN103262333 A CN 103262333A CN 2012800041725 A CN2012800041725 A CN 2012800041725A CN 201280004172 A CN201280004172 A CN 201280004172A CN 103262333 A CN103262333 A CN 103262333A
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J·洛佩兹德阿罗亚贝
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    • B60—VEHICLES IN GENERAL
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Abstract

电池系统具有电池单元，其具有变压器，所述变压器具有可与单元装置并联连接的第一线圈和多个第二线圈，其中每个第二线圈可与电池单元之一并联连接。变压器具有第三线圈，所述第三线圈用于馈入来自外部能量源的能量。

Description

电池系统
技术领域
本发明涉及一种根据权利要求1的前序部分所述的电池系统。
背景技术
这种电池系统已在标题为“用于锂离子电池的主动电荷平衡（Aktiver Ladungsausgleich für Litium-Ionen-Batterien）”的文章中公开，其发表于杂志ATZ Elektronik（2008年2月，第3年度，第62-66页）。该文章的作者是Werner 
Figure BDA00003351546500011
混合驱动车辆的电池系统有许多串联的电池单元。已知的是，为了达到尽可能长的使用寿命，应将电池单元的充电状态水平保持在特定的范围内。当电池过充、即充电状态水平超过预给定的值，或者电池过强放电、即充电状态水平下降到预给定的值以下时，则这极大地损害电池寿命。
上面提到的文章中描述了一种电池系统，在其中，借助通过电池管理电子装置控制的变压器装置可在电池系统的各个串联的电池单元之间实施主动的电荷平衡。术语“主动的电荷平衡”应理解为：一旦一个电池单元的电压偏离于串联的电池单元的平均电压过多，则使能量在单元之间“移动”。在开头所提的文章的第64页上示出了相应的电路装置。用来实施主动的电荷平衡的变压器装置具有第一线圈，该第一线圈并联于由串联的电池单元构成的单元装置。此外，设置多个第二线圈，其中每个串联的电池单元分别并联于一个这样的第二线圈。各一个由MOSFET构成的开关配置给第一线圈或每个第二线圈。所述开关通过电池管理电子装置来激励。
原则上可想到可实施电荷平衡的两种情况。一方面称之为“下限平衡”或另一方面称之为“上限平衡”。
当串联的电池单元之一的充电状态水平下降到允许的值以下时，进行“下限平衡”。在该情况下必须对“弱电池单元”充电。为此闭合配置给第一线圈的开关，这使得由整个电池组以磁性方式为变压器充电。在配置给第一线圈的开关再次断开之后，储存在变压器中的磁能可有针对性地移入“弱电池单元“中，即通过闭合配置给该单元的开关。
当串联的电池单元之一的充电状态水平超过预给定的值时，进行“上限平衡”。在此情况下，闭合配置给“过充的电池单元”的开关，这使得变压器通过配置给该过充的电池单元的第二线圈来充电。随后，断开该开关并闭合配置给第一线圈的开关。储存在变压器中的、由过充的电池单元提供的能量于是通过第一线圈回馈到整个由各个串联的电池单元构成的单元装置中。
这种电荷平衡可以是极为高效的、即可以以很高的频率实施。
发明内容
本发明的任务在于进一步改善现有技术中已知的能够实现主动的电荷平衡的电池系统，尤其是能够以简单的方式从外部进行充电。
该任务通过权利要求1的特征得以解决。本发明的有利构型和扩展方案由从属权利要求获得。
本发明的出发点是根据权利要求1的前序部分所述的电池系统，即其包括具有多个串联的电池单元的单元装置和变压器，该变压器能够在各个电池单元之间进行主动的电荷平衡。为此，变压器具有可与整个单元装置并联连接的第一线圈和多个第二线圈，每个第二线圈可分别与电池单元之一并联连接。
本发明的基本思想在于，为变压器扩充另外的线圈，其在下面被称为第三线圈，其中第三线圈设置用于馈入来自外部能量源的能量。外部能量源例如可考虑太阳能电池装置。
这种电池系统会适合于使用于车辆中、尤其是混合驱动车辆或纯电动车辆中。可考虑的是，将太阳能电池装置布置在车身部件外侧上、例如车顶上并且用于为电池系统充电。
根据本发明的一种扩展方案，电池系统具有工作电压超过300伏的“高电压单元装置”。这种系统尤其是适合于应用在混合驱动车辆或电动车辆中。
尽管原则上可考虑将由太阳能电池装置提供的电能直接馈入单元装置或各个电池单元中，或者不直接地、如本发明所建议的那样通过变压器馈入单元装置或各个电池单元中，但这在如混合驱动车辆或电动车辆中使用的高电压电池的情况下出于安全原因可能不被接受。在具有高电压电池的车辆中，出于安全原因必须在电设备的“高电压区域”和低电压区域之间设置电流隔离。
本发明的另一优点在于，可用相对低的开销为设置用于主动的电荷平衡的变压器装置扩充“第三线圈”，通过该第三线圈可馈入外部能量源的能量。
代替太阳能电池装置，也可将其它能量源的电能馈入电池系统中。例如可考虑的是帕尔贴元件，它们利用包含于内燃机废气中的热能来产生电流并通过第三线圈将该电流馈入电池系统中。
有研究表明，借助目前可用的太阳能电池和传统汽车车顶大小的太阳能电池表面在例如中欧的日射条件下在一天内可产生大约600Wh的能量，藉此可实施内燃机的至少多次起动过程，或者可多次将一般车辆从静止加速到大约50km/h的速度。
附图说明
以下结合附图更详细地阐述了本发明。唯一的图1示出了根据本发明的电池系统。
具体实施方式
图1示出了具有单元装置2的电池系统1，所述单元装置具有多个串联的电池单元3a、3b、3c、3d、3e。另外，设置变压器4。变压器4具有第一线圈5，其通过开关S0的闭合可与整个单元装置2并联连接。另外，设置多个第二线圈6a-6e。为每个电池单元3a-3e分别配置一个第二线圈6a-6e。因此，为电池单元3a配置第二线圈6a，为电池单元3b配置第二线圈6b，为电池单元3c配置第二线圈6c，为电池单元3d配置第二线圈6d并且为电池单元3e配置第二线圈6e。每个第二线圈6a-6e可通过配置给其的开关S1、S2、S3、S4、S5的闭合与配置给相关的第二线圈6a-6e的电池单元3a-3e并联连接。
开关S0、S1-S5可以是半导体器件、例如MOSFET。开关S0、S1-S5的接通可通过电池管理电子装置7来控制。
变压器4还具有第三线圈8，其通过DC/AC转换器9与外部能量源10电连接。外部能量源10可以是太阳能电池装置。DC/AC转换器9必要时也可由电池管理电子装置7来激励，这通过控制信号SW来表示。
由外部能量源10提供的电能可通过第三线圈8被馈入变压器4中并且暂存在第一线圈5中。然后通过闭合开关S0可将馈入的能量输送给单元装置2。作为替换方案也可考虑，通过开关S1-S5之一的闭合将馈入的能量有针对性地输送给电池单元3a-3e之一。

Claims (11)

1.一种电池系统（19），包括：
-具有多个串联的电池单元（3a-3e）的单元装置（2），
-变压器（4），其具有能与单元装置（2）并联连接的第一线圈（5）和多个第二线圈（6a-6e），其中每个第二线圈（6a-6e）能与电池单元（3a-3e）之一并联连接，其特征在于，
所述变压器（4）具有第三线圈（8），所述第三线圈设置用于馈入来自外部能量源（10）的能量。
2.根据权利要求1的电池系统，其特征在于，所述外部能量源（10）是太阳能电池装置。
3.根据权利要求1或2的电池系统，其特征在于，设置第一开关（S0），所述第一线圈（5）能通过所述第一开关与单元装置（2）并联连接。
4.根据权利要求1至3之一的电池系统，其特征在于，每个电池单元（3a-3e）恰好配置一个第二线圈（6a-6e）。
5.根据权利要求1至4之一的电池系统，其特征在于，每个第二线圈（6a-6e）配置一个第二开关（S1-S5），其中配置给电池单元（3a-3e）的第二线圈（6a-6e）能通过配置给其的第二开关（S1-S5）与相关的电池单元（3a-3e）并联连接。
6.根据权利要求1至5之一的电池系统，其特征在于，所述第三线圈（8）通过转换器（9）、尤其是通过DC/AC转换器，或通过第三开关与外部能量源（10）连接。
7.根据权利要求1至6之一的电池系统，其特征在于，个别开关（S0、S1-S5）或所有开关是半导体器件、尤其是MOSFET。
8.根据上述权利要求之一的电池系统，其特征在于，设置用于控制开关（S0、S1-S5）或转换器（9）的微控制器（7）。
9.根据权利要求1至8之一的电池系统，其特征在于，所述电池系统（19）安装在车辆中并且外部能量源（10）由布置在车辆车身部件外侧上的太阳能电池装置构成。
10.根据权利要求9的电池系统，其特征在于，所述太阳能电池装置布置在车辆的车顶上。
11.根据权利要求1至10之一的电池系统，其特征在于，单元装置（2）是高电压单元装置，所述高压单元装置具有大于300伏的工作电压。
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