CN104972885A - 混合动力车辆的电力系统 - Google Patents

混合动力车辆的电力系统 Download PDF

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CN104972885A
CN104972885A CN201510159034.XA CN201510159034A CN104972885A CN 104972885 A CN104972885 A CN 104972885A CN 201510159034 A CN201510159034 A CN 201510159034A CN 104972885 A CN104972885 A CN 104972885A
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battery
power
voltage circuit
low
voltage
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CN104972885B (zh
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苏里亚普拉卡什·A·贾纳塔纳姆
希尔德·A·赫尔曼斯
马克·J·费雷尔
韦恩·M·汤普森
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Ford Global Technologies LLC
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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    • B60L58/21—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having the same nominal voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
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    • B60L2210/10—DC to DC converters
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  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

模块化电池和电力控制系统为混合动力车辆中的高压和低压电力需求系统提供一系列电力。模块化电池和电力控制系统提供单个高压模块化电池组，其通过开关系统有选择地与高压和低压需求系统连接。开关系统由电压控制器模块控制，其监测电力需求和电力系统的充电状态，并确定开关位置来影响混合动力车辆的表明的电气需求。

Description

混合动力车辆的电力系统
背景技术
本发明总体涉及内燃发动机和电动混合动力车辆。本发明尤其涉及这样的混合动力车辆的改进的电连接系统。
通常混合动力电动车辆是至少在一定程度上使用电力提供动力或限制使用常规的内燃(IC)能源的车辆。混合动力车辆通常由它们的动力传动系统布局和电动机影响能量消耗的程度定义。具有IC发动机和电力推进的两大类混合动力车辆动力传动系统是并联式混合动力和串联式混合动力。通常并联式混合动力具有IC能源和电力能源联合给车轮提供动力的动力传动系统布局。可选择地，一些并联式混合动力将IC能源和电力能源连接到公共点，例如变速器，并且从那个点传输功率到车轮。通常串联式混合动力使用电动机驱动车轮，并且IC发动机驱动发电机来增加电池/给电池充电或直接给电动机提供动力。
混合动力车辆也可以由混合程度也就是从电力能源获得的推进的量来分类。可以是串联式或并联式动力传动系统布置的全混合动力典型地可以通过IC发动机、给电动机提供动力的电池或者两者的结合驱动车轮。另一方面，轻度混合动力依赖对于动力的主要来源的IC发动机并使用电源提高效率。一些轻度混合动力通过限制要求发动机功率的状况来提高IC发动机效率。例如，具有起动机/交流发电机系统的IC发动机将在空转状态关闭发动机，并且通过辅助驱动电动机运转辅助。当行驶循环开始时或当超过二级电动机驱动能力时起动机/交流发电机将重新启动发动机。其它轻度混合动力通过使用非驱动轮上的马达/发电机捕获制动能量以给电池再充电来增大IC发动机的输出。这些马达还可以在IC发动机需求之前提供有限的驱动电源。
许多混合动力结构——尤其全混合动力和轻度混合动力——依赖于低电压电池电源——例如常规的12伏电池——来启动IC发动机或为12伏车辆电气负载提供动力，并且依赖于高电压电池电源——例如48伏-300多伏电源——来储存并给电动辅助马达、变速器马达或车轮马达提供动力。由于车辆重量直接影响效率和成本，需要改进混合动力车辆以充分使用获得的能源。
发明内容
实施例预期具有电池组、高压电路、低压电路以及动力控制系统的车辆电力系统。电池组可以配置为从高压电路向高压负载需求提供高压输出的高压电池组。低压电路包括低压负载需求。动力控制系统确定电力需求的要求，并且也包括至少一个开关。开关在电池组与高和低压电路之间连接，并对电力需求的要求作出响应使得将电池组置于有选择地与至少低压电路电连接来操作低压负载需求。该至少一个开关也与高压电路连接，并作为对动力控制系统的响应使得将电池组置于有选择地与高和低压电路电连接。
实施例还可以预期用于提供多个电压电平输出的车辆电力系统。模块化电池和动力控制系统包括模块化电池组、DC/DC变换器以及开关系统。模块化电池组具有多个相互连接的电池单元，给高压连接器提供高压输出的连接的电池。DC/DC变换器配置为接受模块化电池组的高压输出并给低压连接器提供低压输出。开关系统包括多个将模块化电池组与高压连接器和低压连接器中的至少一个连接的电接触点。开关系统进一步包括螺线管部和电压控制器模块。电压控制器模块可以是唯一的模块或可选择地可以是高压电池控制器模块的一部分。电压控制器模块接收至少一个表明电气系统电力需求状态的输入信号。在一个实施例中，该至少一个输入信号可以是接通-断开信号。电压控制器有选择地控制螺线管部对至少一个输入信号作出响应，从而将模块化电池组与高压连接器和低压连接器中的至少一个电连接。
实施例还可以预期具有带有多个电压负载要求的电气系统的混合动力车辆电力系统。混合动力车辆具有带有高压负载需求的高压电路和带有低压负载需求的低压电路。混合动力车辆也包括配置为提供高压输出的模块化电池组，以及至少一个将模块化电池组与高压和低压电路连接的开关系统。电压控制器模块接收至少一个表明混合动力车辆的电气系统电力需求状态的输入信号，并有选择地控制至少一个开关系统作为对该至少一个输入信号的响应，从而将模块化电池组与高压电路和低压电路中的至少一个电连接。在混合动力车辆的某些实施例中，配置电气系统使得该至少一个信号是接通信号和断开信号中的一个，并且当该至少一个输入信号是断开信号时，电力需求状态限定低压电力需求。在其它实施例中，该至少一个开关是由电压控制器控制的将模块化电池组与低压电路连接的转换开关。
根据本发明，提供一种车辆电力系统，包含：高压电池；低压电路；控制系统，其包括在电池和低压电路之间连接的开关，控制系统配置为基于电力要求有选择地转换高压电池到与低压电路电连接。
根据本发明的一个实施例，本发明的车辆电力系统进一步包括高压电路，开关与高压电路连接，并对控制系统作出响应使得电池置于与高/低压电路有选择的电连接。
根据本发明的一个实施例，控制系统包括电压控制器模块，其配置为接收电力系统电力需求的指示，并有选择地控制开关对电力需求状态指示作出响应。
根据本发明的一个实施例，指示是输入信号，其是接通信号和断开信号中的一个，电压控制器模块有选择地控制开关使得电池与高压电路电连接作为对接通信号的响应。
根据本发明的一个实施例，指示是输入信号，其指示限定低压电力需求的电力系统电力需求状态，电压控制器模块有选择地控制开关仅将电池与低压电路电连接。
根据本发明的一个实施例，开关将电池与DC/DC变换器连接，DC/DC变换器与低压电路电连接。
根据本发明的一个实施例，控制系统包括配置为接收接通信号和断开信号的电压控制器模块，电压控制器模块有选择地控制开关使得电池与高压电路和低压电路电连接作为对接通信号的响应，并且电池仅仅与低压电路电连接作为对断开信号的响应。
根据本发明，提供一种车辆电力系统，包含：具有高压输出至高压连接器的电池；配置为接受高压输出并给低压连接器提供低压输出的DC/DC变换器；开关系统，其包含：将电池与高压连接器和低压连接器中的至少一个连接的电接触点；螺线管；控制器，其配置为有选择地控制螺线管作为对表明电气需求状态的输入信号的响应，从而将电池与高压连接器和低压连接器中的至少一个电连接。
根据本发明的一个实施例，电池具有相互连接的电池单元，并且电池连接是串联电池连接。
根据本发明的一个实施例，控制器配置为确定接通和断开状态中的一个。
根据本发明的一个实施例，在断开状态控制器将电池与DC/DC变换器连接。
根据本发明的一个实施例，开关系统的电接触点是正极接触器和负极接触器的一部分。
根据本发明的一个实施例，电接触点是正向断开正极接触器和正向断开负极接触器的一部分。
根据本发明的一个实施例，电接触点是转换开关的一部分。
根据本发明的一个实施例，高压连接器和低压连接器分别与具有高压需求和低压需求的车辆的一部分电连接。
根据本发明，提供一种混合动力车辆电力系统，包含：高压电路；低压电路；高压电池；有选择地将电池与高压和低压电路连接的开关系统；控制器，其配置为有选择地控制开关系统作为对表明电气需求状态的输入信号的响应，从而将电池与高/低压电路或仅仅与低压电路电连接。
根据本发明的一个实施例，表明电气需求状态的是输入信号，输入信号是接通信号和断开信号中的一个，当输入信号是断开信号时电气需求状态限定为低压电力需求，并且开关是由控制器控制的转换开关以将电池与低压电路连接。
根据本发明的一个实施例，DC/DC变换器与电池和低压电路电连接。
根据本发明的一个实施例，开关包括两个连接器开关，其具有配置为将电池的负极终端与低压电路的负极连接器和高压电路的负极连接器连接的负极接触器，以及配置为将电池的正极终端与低压电路的正极连接器和高压电路的正极连接器连接的正极接触器。
根据本发明的一个实施例，开关是一个转换开关，其具有正极输入电路终端和负极输入电路终端，正极和负极高/低压电路终端和正极和负极低压电路终端，转换开关配置为将正极和负极高/低压电路终端和正极和负极低压电路终端中的一个与电池的各自的正极和负极终端连接。
因此，混合动力车辆的电气系统减少需要对车辆提供动力的电池系统的数量是有利地。
参照附图，根据以下具体实施方式，本发明的各方面对本领域技术人员将变得显而易见。
附图说明
图1是轻度混合动力车辆动力传动系统布局的实施例的示意性平面图；
图2是全混合动力车辆动力传动系统布局的实施例的示意性平面图；
图3是具有正极和负极接触器的混合动力车辆电力系统的一部分的实施例的示意图；
图4是具有三个位置接触器的与图3类似的混合动力车辆电力系统的一部分的另一实施例的示意图。
图5是具有转换开关的混合动力车辆电力系统的一部分的另一实施例的示意图；
图6是图3的接触器开关的放大示意图；
图7是图4的接触器开关的放大示意图；
图8是图5的转换开关的放大示意图。
具体实施方式
现在参照附图，图1显示了轻度混合动力车辆及动力传动系统布局的示意图，总体由10表示。轻度混合动力车辆10包括内燃(IC)发动机12、变速器14以及电动辅助马达(EAM)16。IC发动机12驱动变速器14，变速器14相应地驱动显示为前轮18a的至少一个车轮。在轻度混合动力车辆的一个实施例中，EAM 16可以配置为起动机/交流发电机，起动机/交流发电机可以配置为初始启动发动机和在效率关闭阶段过程中重新启动发动机。可选择地，EAM 16可以配置为通过变速器14提供增大的电源和再生制动，例如再生发动机制动或再生踏板驱动的制动。轻度混合动力车辆10的另一方面，路面上使用的电动辅助马达20可以与不是由IC发动机12驱动的车轮——例如后轮18b——连接。路面上使用的电动辅助马达20可以提供再生制动和增大IC发动机功率的动力辅助模式和/或在重新启动IC发动机12之前提供动力。
如图2所示，示意性显示了全混合动力车辆，总体由10a表示。全混合动力车辆10a可以与图1的轻度混合动力车辆10共有一些相似的组件。因此，将使用相同的附图标记说明相同或实质上相同的组件。全混合动力车辆10a包括IC发动机12和与齿轮箱14a连接的电动驱动马达(EDM)16a，齿轮箱14a可以包括差速齿轮组或离合器装置以允许来自IC发动机12或EDM 16a的电源输入传至前轮18a和/或后轮18b。尽管所述的全混合动力车辆显示为并联式混合动力电动动力传动系统布局，但也可以提供串联式动力传动系统布局。在这样的布置中，车轮18a可以与EDM 16a和IC发动机12连接，IC发动机12与发电机14b连接。另外，提供与图1的EAM 20类似布置的单独的或第二EDM。如图1和2所示，混合动力车辆10和10a包括总体由22表示的模块化电池和动力控制(BPC)系统。模块化BPC系统22通过电缆或总线系统24与EAM 16或EDM 16a连接。
现在将参照图1和2讨论图3，描述了模块化BPC系统22的实施例的示意图。模块化BPC系统22包括总体由26表示的模块化电池组。模块化电池组26由多个互相连接的电池模块28形成。每个模块28包括一个或多个产生基本单元电压的电池30。例如，当模块由铅酸电池形成时，每个电池的基本单元电压大约是2伏。模块可以由任何适当组分的电池形成，例如锂离子、镍氢、镍镉、液流电池以及其它的电池。电池30串联连接以形成模块28的输出电压。电池30可以以任何合适的数量连接以提供模块28所需要的输出电压。然后以任何合适的数量设置模块28，并模块28并联或串联连接以产生模块化电池组26的所需电压和电流输出。模块化电池组26分别以至少一个正极和负极输出端32和34结尾。
在说明的实施例中，模块化电池组26通过总线系统24与包括总体上显示为36的正极接触器和总体上显示为38的负极接触器的电力开关系统连接。接触器36和38有选择地将模块化电池组26与可以驱动混合动力电动动力传动系统功能——尤其是操作EAM 16或EDM 16a——的高压连接器40连接。在一个实施例中，正极和负极接触器36和38可以配置为双极单掷(DPST)开关。
在一个实施例中，高压功率电平可以在大约36伏到大约360伏的范围内。在另一个实施例中，高压功率电平可以为大约250伏到大约300伏来驱动EDM 16a。在又一个实施例中，高压功率电平可以大约为48伏，其可以用于驱动EAM 16，辅助系统——例如空调、动力方向盘、信息系统等等。应当理解的是这里使用的高压和低压可以是在“低”压和“高”压之间至少24伏的差值的情况下的不同的电压。
接触器36和38也用于有选择地将模块化电池组26与DC/DC变换器42连接，DC/DC变换器42配置为输出相对低的电压功率电平——例如12伏功率电平——来操作会需要12伏电源的车辆系统。DC/DC变换器42包括给车辆提供低压电力的低压连接器44。这样，模块化BPC系统22提供了分开的高压和低压系统的功能性而无需结合、封装或维持低压存储系统，例如12伏电池。该封装的改进开启了某些额外空间——尤其是引擎盖下面以及靠近防火墙的地方——用于其它元件或车辆系统的使用。另外模块化BPC系统22可以包括将模块化电池组26从电路电气断开的紧急断电开关46。
模块化BPC系统22的开关系统包括电压控制器模块(VCM)48。VCM 48包括多个状态监测输入信号，例如电流传感器50、点火开关接通/切断输入端52、电池充电状态状况输入端54以及其它合适的输入端，以便确定车辆电气状态和适当的电力需求状况。这些输入端允许VCM 48通过控制算法和VCM 48内或与其连接的微处理器来确定特定的车辆电力需求。然后VCM 48驱动接触器36和38以提供需要的功率电平给适合的车辆电力系统。电压控制器模块可以是唯一的模块或可选择地可以是高压电池控制器模块的一部分。
接触器36和38的结构相似，并且如图3和6所示，本文中将描述为正极接触器36。接触器36包括总体上显示为56的与VCM 48连接的螺线管部。接触器36进一步包括总体上显示为58的开关部，开关部58在需要的电路终端之间——例如在输入电路终端60与高/低压电路终端62和低压电路终端64中的一个之间——形成选择的电气连接。这里使用的术语“高/低”指的是“高和低”电压。螺线管部56驱动开关部58对VCM 48中的控制算法的关于存在的仅仅提供低压电力或低压和高压电力的结合的状况的确定作出响应。尽管显示为线性驱动开关机构，但接触器36可以是旋转驱动装置、悬臂式接触装置或流体接触装置，如果需要的话。
在系统操作的一个示例中，VCM 48接收来自接通/切断输入端52的发出接通状态的输入信号。VCM 48通过电流传感器50确定紧急断电开关的连接，以及通过电池充电状态状况输入端54确定电池充电状态在支持车辆驱动操作的充足水平。然后VCM 48驱动正极和负极接触器36和38使得输入电路终端60与高/低压电路终端62电连接。然后电力从模块化电池组26向高压连接器40和DC/DC变换器42中发出。然后，DC/DC变换器使得由模块化电池组26提供的高压电力逐步降低为低压电平，并将那个低压电力传输至与低压连接器44连接的适合的车辆系统。
当VCM 48感测到点火开关已经移至切断位置，或者从要求操作IC发动机的位置移开时，VCM 48分析来自其它状况感测器的输入并确定响应次序。在一个示例中，VCM 48驱动正极和负极接触器36和38使得输入电路终端60与低压电路终端64进入电连接。这种情况下，来自模块化电池组26的电力供给DC/DC变换器42，但不供给高压连接器40。因此，无需发动发动机条件就允许操作的车辆子系统可以继续操作而无需单独的12伏电源，例如常规的12伏铅酸电池、电容器或其它附加的储能装置。
现在参照图4，说明了总体上显示为122的模块化BPC系统的另一个实施例。模块化BPC系统122与如上所述的模块化BPC系统22类似，并包括一些相同或相似的元件。相同的元件将用相同的附图标记表示。模块化BPC系统122包括总体上表示为26的具有相互连接的电池模块28的模块化电池组。模块化电池组26通过总线系统24与总体上表示为136的电力断开正极接触器(PDPC)以及总体上显示为138的电力断开负极接触器(PDNC)连接。PDPC 136和PDNC 138有选择地将模块化电池组26与高压连接器40连接，高压连接器40可以驱动混合动力电动动力传动系统功能——尤其是操作EAM 16或EDM 16a(如图1和2所示)。PDPC136和PDNC 138也用于有选择地将模块化电池组26与DC/DC变换器42和低压连接器44连接。模块化BPC系统122也可以包括紧急断电开关46。
模块化BPC系统122包括电压控制器模块(VCM)148。VCM 148包括多个与模块化BPC系统22的信号类似的状态监测输入信号，例如电流传感器150、点火开关接通/切断输入端152、电池充电状态状况输入端154以及其它合适的输入端，以便确定车辆电气状态和适当的电力需求状况。这些输入端也允许VCM 148通过控制算法和VCM 148内或与其连接的微处理器确定特定的车辆电力需求。另外，这些输入端允许VCM 148确定模块化电池组26是否从车辆的高和低压电路中电气去耦。然后VCM148驱动电力断开接触器136和138以提供需要的连接性或与适合的车辆电力系统隔离。
PDPC 136和PDNC 138的结构相似，如图4和7所示，并且将在PDPC136的背景下进行描述。PDPC 136包括总体上显示为156的与VCM 148连接的螺线管部。PDPC 136进一步包括总体上显示为158的开关部，开关部158在需要的电路终端之间——例如在输入电路终端160与高/低压电路终端162和低压电路终端164中的一个之间——形成选择的电气连接。PDPC 136的开关部158进一步包括中性或隔离终端166。隔离终端166提供正向接合开关位置，该正向接合开关位置使得输入电路终端160与高压连接器40、DC/DC变换器42以及低压连接器44的电连接去耦。螺线管部156驱动开关部158对VCM 148的控制算法的关于存在的仅仅提供低压电力、低压和高压电力的结合的状况的确定，或者剩下的电池充电状态已经降到预定的充电阈值以下的状况的确定作出响应。隔离终端166的开关位置的选择使得电池免遭受寄生电流消耗从而提供合适的例如用于发动机启动的动力储存。
现在参照图5，说明了总体上显示为222的模块化BPC系统的另一个实施例。模块化BPC系统222与如上所述的模块化BPC系统22类似，并包括一些相同或相似的元件。相同的元件将用相同的附图标记表示。模块化BPC系统222包括总体上表示为26的具有相互连接的电池模块28的模块化电池组。模块化电池组26通过总线系统24与总体上表示为236的转换开关连接。在一个实施例中，转换开关236可以配置为双极双掷(DPDT)开关。转换开关236有选择地将模块化电池组26与正极和负极侧高压连接器40连接，高压连接器40可以驱动混合动力电动动力传动系统功能，尤其是操作EAM 16或EDM 16a(如图1和2所示)。转换开关236也用于有选择地将模块化电池组26与正极和负极输入端、DC/DC变换器42和低压连接器44连接。模块化BPC系统222也可以包括紧急断电开关46。
模块化BPC系统222包括电压控制器模块(VCM)248。VCM 248包括多个在某些方面与模块化BPC系统22的信号类似的状态监测输入信号。通过电流传感器250、点火开关接通/切断输入端252、电池充电状态状况输入端254以及其它合适的输入端，对VCM 248提供状态监测信号，以便确定车辆电气状态和适当的电力需求状况。这些输入端也允许VCM248通过控制算法和VCM 248内或与其连接的微处理器来确定特定的车辆电力需求。在模块化BPC系统222的某些实施例中，这些输入端可以允许VCM 248确定模块化电池组26是否从车辆的高和低压电路中电气去耦。然后VCM 248驱动转换开关236以提供需要的连接性或与适合的车辆电力系统隔离。
图5和8说明了转换开关236，并且转换开关236包括总体上显示为256的与VCM 248连接的螺线管部。转换开关236进一步包括总体上显示为258的开关部，开关部258在需要的电路终端之间——例如在正极和负极输入电路终端260、261、正极和负极高/低压电路终端262、263以及正极和负极低压电路终端264、265之间——形成选择的电气连接。转换开关236的开关部258能够被驱动至通常在高/低压接触点和低压接触点之间的中间的中立或隔离位置。可选择地，转换开关236可以包括一个或两个与隔离终端166类似的隔离终端，该隔离终端提供正向接合开关位置，该正向接合开关位置使得输入电路终端260、261与高压连接器40、DC/DC变换器42以及低压连接器44的电连接去耦。螺线管部256驱动开关部258对VCM 248中的控制算法的关于存在的仅仅提供低压电力、低压和高压电力的结合的状况的确定，或者剩下的电池充电状态已经降到预定的充电阈值以下的状况的确定作出响应。隔离位置或终端的开关位置的选择使得电池免遭受寄生电流消耗从而提供合适的例如用于发动机启动的动力储存。
以优选的实施例已经解释和说明了本发明的原理和操作模式。然而，应当理解的是本发明可以在不背离本发明的精神和范围的请联系实施为与具体解释和说明不同。

Claims (7)

1.一种车辆电力系统，包含：
高压电池；
低压电路；
控制系统，其包括在电池和低压电路之间连接的开关，控制系统配置为基于电力需求有选择地转换高压电池到与低压电路电连接。
2.根据权利要求1所述的系统，进一步包括高压电路，开关与高压电路连接，并对控制系统作出响应使得电池置于与高/低压电路有选择的电连接。
3.根据权利要求1所述的系统，其中，控制系统包括电压控制器模块，其配置为接收电力系统电力需求状态的指示，并有选择地控制开关对电力需求状态指示作出响应。
4.根据权利要求3所述的系统，其特征在于，指示是输入信号，其是接通信号和断开信号中的一个，电压控制器模块有选择地控制开关使得电池与高压电路电连接作为对接通信号的响应。
5.根据权利要求3所述的系统，其中，指示是输入信号，其指示限定低压电力需求的电力系统电力需求状态，电压控制器模块有选择地控制开关将电池仅与低压电路电连接。
6.根据权利要求1所述的系统，其中，开关将电池与DC/DC变换器连接，DC/DC变换器与低压电路电连接。
7.根据权利要求6所述的系统，其中，控制系统包括配置为接收接通信号和断开信号的电压控制器模块，电压控制器模块有选择地控制开关使得电池与高压电路和低压电路电连接作为对接通信号的响应，并且电池仅仅与低压电路电连接作为对断开信号的响应。
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