CN103597201A - 蓄能器系统 - Google Patents

蓄能器系统 Download PDF

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CN103597201A
CN103597201A CN201280028975.4A CN201280028975A CN103597201A CN 103597201 A CN103597201 A CN 103597201A CN 201280028975 A CN201280028975 A CN 201280028975A CN 103597201 A CN103597201 A CN 103597201A
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accumulator
lithium
storage component
storage components
storage
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J·温克勒
M·万斯内尔
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Audi AG
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Abstract

本发明涉及一种包括可充电的蓄能器（7）的蓄能器系统（3），其中，该蓄能器（7）包括多个基于锂的储存元件（9），其中，蓄能器（7）具有3个基于锂的储存元件（9）和1个基于钛酸锂的储存元件（9），或者该蓄能器具有4个基于钛酸锂的储存元件（9）和1个基于锂的储存元件（9），或者该蓄能器具有3个基于锂的储存元件（9）和2个基于镍金属氢化物的储存元件（9）。

Description

蓄能器系统
技术领域
本发明涉及一种包括可充电的蓄能器的蓄能器系统，其中，该蓄能器包括多个基于锂的储存元件。
背景技术
在现代机动车中通常设有带有多个并联连接的可充电的蓄能器的蓄能器系统，其中第一蓄能器通常包括一铅电池，该铅电池的形式为多个基于铅的——也可称为电池单体的——储存元件。与该第一蓄能器并联连接的第二蓄能器可能例如以电容器的形式存在，该电容器例如在机动车发动时产生必需的高电流。当由于第一蓄能器的荷电状态低而不能通过第一蓄能器独立提供高电流强度时，电容器就特别有利。
基于铅的蓄能器的基本问题在于一旦把发电机或充电器从电网中取下或关断后会出现的电压降。在通常安装在机动车中的铅电池的情况下，该电压降可能为：在充电过程期间的充电电压大概是14V，而在撤走充电电流的情况下的额定电压大概是12V。循环稳定性低同样是基于铅的蓄能器的缺点，也就是说，利用该蓄能器只能执行较少次数的充电循环和放电循环。这两方面整体上对具有基于铅的蓄能器的蓄能器系统的效率产生了消极影响。该问题同样在具有24V或28V车载电路的机动车、例如载重汽车或大客车中存在。
发明内容
因此本发明基于所述问题提出一种改进的蓄能器系统。
根据本发明，通过具有如下技术特征的所述类型的蓄能器系统解决该问题：蓄能器具有3个基于锂的储存元件和1个基于钛酸锂的储存元件，或者该蓄能器具有4个基于钛酸锂的储存元件和1个基于锂的储存元件，或者该蓄能器具有3个基于锂的储存元件和2个基于镍金属氢化物的储存元件。
本发明提出一种具有包括多个基于锂的储存元件的蓄能器的蓄能器系统，蓄能器具有3个基于锂的储存元件和1个基于钛酸锂的储存元件，或者该蓄能器具有4个基于钛酸锂的储存元件和1个基于锂的储存元件，或者该蓄能器具有3个基于锂的储存元件和2个基于镍金属氢化物的储存元件。
基于根据本发明的原理，前面两个实施方式因此主要涉及分别基于锂的不同类型的储存元件的组合，所述储存元件连接成从属于根据本发明的蓄能器系统的蓄能器。在此，根据本发明的原理规定相应蓄能器的替代实施方式。根据本发明可能的是：蓄能器具有3个基于锂的储存元件和1个基于钛酸锂的储存元件，或者该蓄能器替代地具有4个基于钛酸锂的储存元件和1个基于锂的储存元件。
根据第三种实施方式，该蓄能器具有3个基于锂的储存元件和2个基于镍金属氢化物的储存元件。所以构成蓄能器的储存元件只是部分地——也就是说以3个基于锂的储存元件的形式——基于锂。其余的两个构成蓄能器的储存元件基于镍金属氢化物（HiMH）或镍金属氢化物复合物/组合物。基于镍金属氢化物的储存元件通常包括由氢氧化镍制成的第一——特别是负的——电极，和由金属氢化物、即通常是金属-氢-复合物制成的第二——特别是正的——电极。
所有基于锂的储存元件优选基于锂-钴-锰-镍复合物并且因此优选以NMC储存元件或NMC电池单体的形式存在。
根据本发明的蓄能器或根据本发明的蓄能器系统特别和相应基于铅的蓄能器相比具有一系列优点。这些优点例如包括更长的使用寿命以及改进的再生特性，也就是说在机动车的再生运行的应用中具有改进的性能。
特别是根据本发明的原理不强制性需要为所述蓄能器并联另一个、特别是基于铅的蓄能器，所以在根据本发明的蓄能器系统中不会出现上述与基于铅的蓄能器的应用相关的缺点。然而原则上也可以考虑，为蓄能器并联至少一个另外的蓄能器。
虽然下面的设计方案主要涉及机动车中的蓄能器系统的结构，但当然也可以在该技术的其它领域中应用该蓄能器系统。
如果建立了该蓄能器系统、即机动车车载电路的一部分，（该车载电路包括至少一个特别用于为该蓄能器充电的发电机以及至少一个消耗电能的用电器），则构成根据本发明的蓄能器系统的蓄能器既用于机动车的发动或机动车所配设的动力系统的发动，又用于对应的连接在车载电路上的用电器的运行。
该车载电路特别为12V车载电路，其中，蓄能器具有3个基于锂的储存元件和1个基于钛酸锂的储存元件，或者该蓄能器具有4个基于钛酸锂的储存元件和1个基于锂的储存元件，或者该蓄能器具有3个基于锂的储存元件和2个基于镍金属氢化物的储存元件。
该车载电路也可替代地为24V车载电路或28V车载电路。在24V或28V车载电路中，各个上述说明的储存元件的数量翻倍，但不同储存元件类型的组合可能性保持不变。特别在24V车载电路中也可考虑：该蓄能器具有7个基于锂的储存元件。
构成蓄能器的储存元件优选地相互串联。相同类型储存元件的串联连接已经广泛已知。这样就可以根据所串联的储存元件的数量而将蓄能器电压调节到几乎任意高的值。属于各个储存元件的额定电压通常可相加，所以蓄能器的额定电压与各个储存元件的单独额定电压的总和相符。
适宜地，在该蓄能器上游连接有电开关装置、特别是保险开关。该电开关装置例如用于过电压保护和/或低电压保护和/或温度保护。该电开关装置例如可以设计为故障电流开关的形式。可以考虑的是，该电开关装置可通过一合适的、与该电开关装置相连的控制装置来控制。
如上所述，根据本发明的蓄能器系统原则上可以包括至少一个另外的与该蓄能器并联的可充电蓄能器。该另外的蓄能器例如可以是包括多个基于铅的储存元件的用作铅电池的蓄能器。
此外本发明涉及一种包括至少一个如上所述的蓄能器系统的机动车。该机动车特别设计为混合动力车或纯电动车。
附图说明
本发明的其它优点、特征和细节由下面描述的实施例以及根据附图表明。其中示出：
图1：一根据本发明的示例性的实施方式的机动车车载电路的原理图；
图2：蓄能器的两个根据本发明的实施方式的、描述电池电压U相对于荷电状态SOC的曲线图。
具体实施方式
图1示出了根据本发明的一个示例性的实施方式的机动车2的车载电路1的原理图。配属于该车载电路1的有：蓄能器系统3、发电机4和至少一个在运行中消耗电能的——例如形式为空调的——用电器5。该用电器5可通过开关6从车载电路1上断开。
该蓄能器系统3包括可充电的蓄能器7。在该蓄能器7上游连接有电开关8，从而能够断开在发电机4与蓄能器7之间的电连接。开关8承担安全功能——特别如过电压保护、低电压保护或温度保护。车载电路1设计为12V车载电路。车载电路1的电源电压大约为12.5V至15.5V。
像由虚线框14所表示的，蓄能器系统3、也就是蓄能器7可布置在壳体中。这样就给出蓄能器系统3的一个特别紧密的、易控制的以及重量减轻的设计方案。
蓄能器7以锂电池的形式存在，并具有3个基于锂的储存元件9和1个与其串联的基于钛酸锂的储存元件9（参阅图2，线10）。可替代地，蓄能器7可以具有4个基于钛酸锂的储存元件9和1个与其串联的基于锂的储存元件9（参阅图2，线11）。
也可以不把蓄能器7设计为纯锂电池，而替代地设计为混合锂电池（Lithium-Batterie）。在这种实施方式中，蓄能器7具有3个基于锂的储存元件9和2个基于镍金属氢化物（NiMH）或镍金属氢化物-复合物的储存元件9（参阅图2，线12）。
该蓄能器7的所有基于锂的储存元件9优选基于锂-钴-锰-镍复合物并且因而优选以NMC储存元件或NMC电池单体的形式存在。
图2示出了蓄能器7的三个根据本发明的实施方式的、描述电池电压U相对于荷电状态SOC的曲线图（参阅图2，线10、11、12）。由图2可见，具有3个基于锂的储存元件9和1个基于钛酸锂的储存元件9的蓄能器7的额定电压（参阅图2，线10）在0和100%的荷电状态界限内的蓄能器7荷电状态区间中在20%至80%之间处于在纯理论地记录/产生的基于铅的蓄能器的最高充电电压（参阅图2，直线13）和额定电压（参阅图2，直线14）之间的区域中。如特别由图1可见，后者（纯理论记录的蓄能器）并不是车载电路1或蓄能器系统3的一部分，而只是用于说明图2中蓄能器7的电池电压U的曲线。
具有4个基于钛酸锂的储存元件9和1个基于锂的储存元件9的蓄能器7的根据本发明的实施方式也示出了电池电压U的类似曲线（参阅图2，线11）。对应地，蓄能器7的额定电压在0和100%之间的荷电状态界限内的蓄能器7荷电状态区间中在20%至80%之间处于在纯理论地记录的基于铅的蓄能器的最高充电电压（参阅图2，直线13）和额定电压（参阅图2，直线14）之间的区域中。
具有3个基于锂的储存元件9和2个基于镍金属氢化物或镍金属氢化物-复合物的储存元件9的蓄能器7的根据本发明的实施方式同样也示出了电池电压U的类似曲线。蓄能器7的额定电压在0和100%之间的荷电状态界限内的蓄能器7荷电状态区间中在20%至大约90%之间处于在纯理论地记录的基于铅的蓄能器的最高充电电压（参阅图2，直线13）和额定电压（参阅图2，直线14）之间的区域中。
替代在12V车载电路1中应用的蓄能器系统3或蓄能器7的所述实施方式，根据本发明的蓄能器系统3当然也可设计用于24V车载电路1。在这种情况下各个上述说明的储存元件9的数量翻倍，但不同储存元件类型的组合可能性保持相同。特别在24V车载电路1中也可考虑，该蓄能器7具有7个基于锂的储存元件9。
对所有提到的实施方式都有效的是：根据本发明的蓄能器系统3原则上可包括至少一个另外的与蓄能器7并联的可充电蓄能器。该另外的蓄能器例如可以是具有多个基于铅的储存元件的用作铅电池的蓄能器。

Claims (5)

1.一种包括可充电的蓄能器（7）的蓄能器系统（3），其中，所述蓄能器（7）包括多个基于锂的储存元件（9），其特征在于，
蓄能器（7）具有3个基于锂的储存元件（9）和1个基于钛酸锂的储存元件（9），或者
所述蓄能器具有4个基于钛酸锂的储存元件（9）和1个基于锂的储存元件（9），或者
所述蓄能器具有3个基于锂的储存元件（9）和2个基于镍金属氢化物的储存元件（9）。
2.根据权利要求1所述的蓄能器系统，其特征在于，构成蓄能器（7）的所述储存元件（9）相互串联。
3.根据权利要求1或2所述的蓄能器系统，其特征在于，在所述蓄能器（7）上游连接有电开关装置（8）、特别是保险开关。
4.根据前述权利要求中任一项所述的蓄能器系统，其特征在于，所述蓄能器系统构成机动车（2）的车载电路（1）的一部分，其中，所述车载电路（1）包括至少一个特别用于为蓄能器（7）的充电的发电机（4），并包括至少一个消耗电能的用电器（5）。
5.一种机动车（2），包括至少一个根据前述权利要求中任一项所述的蓄能器系统（3）。
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