CN106469927B - 基于电压的电池热状态的早期警告 - Google Patents
基于电压的电池热状态的早期警告 Download PDFInfo
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Abstract
本公开涉及基于电压的电池热状态的早期警告。一种电池管理控制器包括用于从电池接收电压信号的输入信道和用于向操作者提供诊断信号的输出信道。所述控制器被配置为:响应于电压以大于预定速率的速率下降,输出预测热状况的诊断信号,其中,所述预定速率标志着所述电压正朝向局部最小值下降,所述局部最小值在所述电压的增大之前,所述电压的增大指示电池温度升高速率变得大于阈值。所述诊断信号可被用于向操作者警告该状况。所述控制器还可被配置为基于所述诊断信号发出命令以缓解热状况。
Description
技术领域
本申请总体上涉及在充电期间检测电池的温度升高速率何时超过阈值。
背景技术
电气化车辆包括牵引电池。在插电式电气化车辆中,牵引电池可被连接到充电设备以对牵引电池充电。牵引电池通常被配置为在预定荷电状态范围内进行操作。预定荷电状态范围的上限通常在牵引电池的额定充电容量处或者低于牵引电池的额定充电容量(例如,小于100%的荷电状态)。然而,可能存在牵引电池(牵引电池的电池单元的子集)被充电到超过额定充电容量的情况。例如,电流测量误差可能导致荷电状态被低估。如果牵引电池过充电持续特定时间段,则牵引电池的温度可能升高到温度限制以上。温度过高状况还由温度的快速升高来表征。电池管理系统可被配置为监测牵引电池的热状态以检测温度过高状况。典型的电池管理系统监测与牵引电池关联的温度传感器,以检测超过预定温度的牵引电池的温度。
发明内容
一种车辆包括牵引电池和至少一个控制器。所述至少一个控制器被配置为:在充电期间监测牵引电池的电压,响应于所述电压以大于预定速率的速率下降,输出诊断信号,其中,所述预定速率标志着所述电压正朝向局部最小值下降,所述局部最小值在所述电压的增大之前,所述电压的增大指示牵引电池温度升高速率变得大于阈值。
所述至少一个控制器还可被配置为:响应于诊断信号,断开接触器以将牵引电池与电荷源断开连接。所述至少一个控制器还可被配置为:响应于诊断信号,命令电荷源停止对牵引电池充电。
牵引电池可以以恒定电流被充电。所述电压可跨越牵引电池的两端被测量。牵引电池可包括多个电池单元,所述电压可在所述多个电池单元中的一个的两端被测量。牵引电池可包括被布置在多个模块中的多个电池单元,所述电压可跨越所述多个模块中的一个的两端被测量。
所述车辆还可包括警报,所述至少一个控制器还可被配置为:响应于诊断信号,激活所述警报以提供警告。
一种电池控制器包括被配置为从电池接收电压信号的输入信道和被配置为提供诊断信号的输出信道。所述电池控制器还包括控制逻辑,所述控制逻辑被配置为:响应于电压信号在充电期间以大于预定速率的速率下降,产生诊断信号,其中,所述预定速率标志着所述电压正朝向局部最小值下降,所述局部最小值在所述电压的增大之前,所述电压的增大指示电池温度升高速率变得大于阈值。
所述电池控制器还可包括用于与电荷源进行通信的通信信道,所述控制逻辑还可被配置为:响应于诊断信号而命令电荷源停止充电。输出信道中的至少一个还可被配置为与接触器接口连接,所述控制逻辑还可被配置为:响应于诊断信号而命令接触器将电池与电荷源断开连接。输出信道中的至少一个还可被配置为与连接到电池的负载接口连接,所述控制逻辑还可被配置为:响应于诊断信号而命令负载从电荷源汲取电流。输出信道中的至少一个还可被配置为与警报接口连接,所述控制逻辑还可被配置为:响应于诊断信号而命令激活所述警报。
电压信号可以是基于整个电池包电压的。电压信号可以是基于模块电压的,所述模块电压包括包含电池的电池单元的子集。电压信号可以是基于电池单元电压的。
一种监测电池的方法包括:通过至少一个控制器来监测充电期间的电池的电压。所述方法还包括:响应于所述电压以大于预定速率的速度下降,通过所述至少一个控制器输出诊断信号,其中,所述预定速率标志着所述电压正朝向局部最小值下降,所述局部最小值在所述电压的增大之前,所述电压的增大指示电池温度升高速率变得大于阈值。
所述方法还可包括:响应于诊断信号,通过所述至少一个控制器断开接触器以将电池与电荷源断开连接。所述方法还可包括:响应于诊断信号,通过所述至少一个控制器命令电荷源停止提供用于充电的电流。所述方法还可包括:响应于诊断信号,通过所述至少一个控制器命令连接到电池的负载从电荷源汲取电流。
附图说明
图1是电气化车辆的示例。
图2是车辆的牵引电池的可行的配置。
图3是作为荷电状态的函数的包括过充电的电池的电压的曲线图。
图4是用于电池监测系统的一组可行的操作的流程图。
具体实施方式
在此描述了本公开的实施例。然而,应理解的是,公开的实施例仅为示例,并且其它实施例可采用多种和替代的形式。附图不一定按比例绘制;可放大或最小化一些特征以示出特定组件的细节。因此,在此公开的具体结构和功能细节不应解释为限制,而仅作为用于教导本领域技术人员以多种形式利用本发明的代表性基础。如本领域的普通技术人员将理解的是,参照任一附图示出和描述的多种特征可与一个或更多个其它附图中示出的特征组合,以产生未明确示出或描述的实施例。示出的特征的组合提供用于典型应用的代表性实施例。然而,与本公开的教导一致的特征的多种组合和修改可被期望用于特定应用或实施方式。
图1示出了被描绘为插电式混合动力电动车辆(PHEV)的电气化车辆12。典型的插电式混合动力电动车辆12可包括机械地连接到混合动力传动装置16的一个或更多个电机14。电机14能够作为马达或发电机运转。另外,混合动力传动装置16机械地连接到发动机18。混合动力传动装置16还机械地连接到驱动轴20,驱动轴20机械地连接到车轮22。当发动机18开启或关闭时,电机14可提供推进和减速能力。电机14还用作发电机,并且能够通过回收在摩擦制动系统中通常将作为热损失掉的能量来提供燃料经济性效益。通过允许发动机18以更高效的速度运转以及允许混合动力电动车辆12在特定状况下在发动机18关闭的情况下以电动模式运转,电机14还可减少车辆排放。电气化车辆12可包括电池电动车辆(BEV)和非插电式混合动力电动车辆(HEV)。在BEV配置中,发动机18可不存在。
牵引电池或电池包24储存可被电机14使用的能量。车辆电池包24通常提供高电压DC输出。牵引电池24电连接到一个或更多个电力电子模块。一个或更多个接触器42可在断开时使牵引电池24与其它组件隔离,并在闭合时使牵引电池24连接到其它组件。电力电子模块26还电连接到电机14,并且在牵引电池24和电机14之间提供双向传输能量的能力。例如,牵引电池24可提供DC电压,而电机14可能利用三相AC电流来运转。电力电子模块26可将DC电压转换为用于操作电机14的三相AC电流。在再生模式下,电力电子模块26可将来自用作发电机的电机14的三相AC电流转换为与牵引电池24兼容的DC电压。
牵引电池24除了提供用于推进的能量之外,还可提供用于其它车辆电气系统的能量。车辆12可包括DC/DC转换器模块28,DC/DC转换器模块28将牵引电池24的高电压DC输出转换为与低电压车辆负载52相兼容的低电压DC供应。DC/DC转换器模块28的输出可电连接到辅助电池30(例如,12V电池),以用于给辅助电池30充电。低电压系统可电连接到辅助电池。其它高电压负载46(诸如压缩机和电加热器)可连接到牵引电池24的高电压输出。
电气化车辆12(PHEV或BEV)可被配置为通过外部电源36对牵引电池24进行再充电。外部电源36可为连接到电插座的连接。外部电源36可电连接到充电器或电动车辆供电设备(EVSE)38。外部电源36可为由电力公共公司提供的电力分配网络或输电网。EVSE 38可提供电路和控制,以调节并管理在电源36和车辆12之间的能量的传输。外部电源36可向EVSE 38提供DC电力或AC电力。EVSE 38可具有用于插入到车辆12的充电端口34中的充电连接器40。充电端口34可以是被构造为将电力从EVSE 38传输到车辆12的任何类型的端口。充电端口34可电连接到充电器或车载电力转换模块32。电力转换模块32可调节从EVSE 38供应的电力,以向牵引电池24提供合适的电压电平和电流电平。电力转换模块32可与EVSE 38进行接口连接,以协调到车辆12的电力传输。EVSE连接器40可具有与充电端口34的对应的凹入紧密配合的插脚。可选地,被描述为电耦合或电连接的各个组件可使用无线感应耦合来传输电力。
一个或更多个车轮制动器44可被提供以用于使车辆12减速并阻止车辆12的运动。车轮制动器44可被液压致动、电致动或它们的某种组合。车轮制动器44可以是制动系统50的一部分。制动系统50可包括用于操作车轮制动器44的其它组件。为了简洁,附图描绘了在制动系统50和车轮制动器44中的一个之间的单个连接。隐含了在制动系统50和其它车轮制动器44之间的连接。制动系统50可包括控制器以监测和协调制动系统50。制动系统50可监测制动组件,并针对车辆减速控制车轮制动器44。制动系统50可对驾驶员命令做出响应,并且还可自主运行以实现诸如稳定性控制的功能。制动系统50的控制器可实现当被另一控制器或子功能请求时施加请求的制动力的方法。
一个或更多个电力负载46可被连接到高电压总线。电力负载46可具有在适当的时候操作和控制电力负载46的关联的控制器。电力负载46的示例可为风扇、加热元件和/或空调压缩机。
车辆12中的电子模块可经由一个或更多个车辆网络进行通信。车辆网络可包括用于通信的多个信道。车辆网络的一个信道可为串行总线(例如,控制器局域网(CAN))。车辆网络的信道中的一个可包括由电气与电子工程师协会(IEEE)802标准族定义的以太网。车辆网络的其它信道可包括模块之间的离散连接,并且可包括来自辅助电池30的功率信号。不同的信号可通过车辆网络的不同信道被传输。例如,视频信号可通过高速信道(例如,以太网)进行传输,而控制信号可通过CAN或离散信号进行传输。车辆网络可包括有助于模块之间的信号和数据传输的任何硬件和软件组件。虽然车辆网络在图1中未示出,但是可隐含车辆网络可连接到存在于车辆12中的任何电子模块。可存在车辆系统控制器(VSC)48以协调各种组件的操作。
车辆12可包括无线通信模块54,以与远离车辆12的装置和系统进行通信。无线通信模块54可包括具有天线的车载调制解调器,以与非车载装置或系统进行通信。无线通信模块54可为蜂窝通信装置,以能够经由蜂窝数据网络进行通信。无线通信模块54可为与IEEE 802.11标准族(即,WiFi)或WiMax网络兼容的无线局域网(LAN)装置。无线通信模块54可包括基于车辆的无线路由器,以允许在本地路由器范围内连接到远程网络。无线通信模块54可与车辆12中的一个或更多个控制器进行接口连接以提供数据。
车辆通信网络可延伸至EVSE 38。车辆通信网络可包括通过充电连接器40和充电端口34进行路径选择的导体。在一些配置中,可实现经由无线通信模块54的无线通信协议。EVSE 38可被配置为与控制和管理电源36的电网管理系统进行通信。电气化车辆12与电网管理系统进行通信的通信系统可被称为车辆到电网(V2G)通信系统。
牵引电池24可通过各种化学配方构建。典型的电池包化学成分可以是铅酸、镍-金属氢化物(NIMH)或锂离子。图2示出了N个电池单元72的简单串联配置的典型的牵引电池包24。然而,其它的电池包24可由串联、并联或者它们的某种组合方式连接的任意数量的单独的电池单元组成。电池管理系统可具有监测和控制牵引电池24的性能的一个或更多个控制器(诸如电池能量控制模块(BECM)76)。电池包24可包括用于测量各种电池包水平特性的传感器。电池包24可包括一个或更多个电池包电流测量传感器78、电池包电压测量传感器80和电池包温度测量传感器82。BECM 76可包括用于与电池包电流测量传感器78、电池包电压测量传感器80和电池包温度测量传感器82连接的电路。BECM 76可具有非易失性存储器,使得当BECM 76处于关闭状态时数据可被保存。保存的数据可在下一个点火周期时被使用。
除了电池包的水平特性之外,还可存在被测量和监测的电池单元72的水平特性。例如,可测量每个电池单元72的端电压、电流和温度。系统可使用传感器模块74来测量电池单元72的特性。根据容量,传感器模块74可测量一个或多个电池单元72的特性。电池包24可利用多达Nc个传感器模块74来测量所有电池单元72的特性。每个传感器模块74可将测量值传输到BECM 76以进行进一步的处理和协调。传感器模块74可将模拟形式或数字形式的信号传输到BECM 76。在一些配置中,传感器模块74的功能可被整合到BECM 76内部。即,传感器模块74的硬件可被集成为BECM76中的电路的一部分,并且BECM 76可掌控原始信号的处理。BECM 76还可包括用于断开和接通接触器42的与一个或更多个接触器42进行接口连接的电路。
计算电池包的各种特性可能是有用的。诸如电池电力容量和电池荷电状态的量对于控制电池包以及从电池包接收电力的任何电力负载的操作可能是有用的。电池电力容量是电池可提供的最大电力的量或者电池可接收的最大电力的量的测量。获知电池电力容量允许电力负载被管理,使得被请求的电力处于电池可处理的限制之内。
电池包荷电状态(SOC)给出电池包中剩余多少电荷的指示。SOC可被表示为电池包中剩余的总电荷的百分比。类似于燃料表,电池包SOC可被输出以通知驾驶员在电池包中剩余多少电荷。电池包SOC还可被用于控制电动车辆或混合动力电动车辆的操作。电池包SOC的计算可通过各种方法来完成。计算电池SOC的一种可行方法是执行电池包电流在时间上的积分。这是本领域所公知的安培-小时积分。
电池电力容量可建立针对牵引电池24的充电限制和放电限制。BECM 76可基于电池参数和测量周期性地计算电池充电限制和电池放电限制。当牵引电池24无法被充电时,电池充电限制可为零。当牵引电池24被充满电时,电池充电限制可为零。当荷电状态大于预定荷电状态时,牵引电池24可能被充满电。预定荷电状态可为近似于百分之一百的荷电状态。
电池单元的电压可被描述为关联的电池单元的荷电状态的函数。荷电状态与电压之间的关系通常在标称荷电状态范围(0–100%)内得到很好的理解。电池单元通常可操作在标称荷电状态范围内。所述关系通常被用于确定在电池的开路电压等于电池的端电压时的静止时间段(periods of rest)之后的荷电状态。
在正常状况期间,不对电池单元充电超过最大荷电状态(诸如,百分之一百)。电池单元的荷电状态可被监测以确保没有电池单元被充电超过该最大水平。然而,可能发生一个或更多个电池单元的荷电状态被低估的状况。例如,利用电池电流的安培-小时积分的系统可能在存在电流偏移的情况下不报告准确的荷电状态。电流偏移可导致测量的电流呈现为小于实际电流,并且导致荷电状态的低估。其它内部电池问题(诸如,内部短路)可导致一个或更多个电池单元变为被充电至更高水平。
在一些情况下,电池单元72可能失衡,使得一个或更多个电池单元72具有比其它电池单元的荷电状态更高的荷电状态。在这种情况下,高荷电状态的电池单元可能被充电至高于其它电池单元的水平。一些电池单元的荷电状态可能由于各种原因被低估。
电池管理系统可被配置为使用各种方法来防范过充电状况。电池管理系统可实现检测过充电状况的主要和次要手段,以提供防止这种事件的最大程度的保护。电池管理系统可被配置为在电池热状态超出预定热限制时提供警告。电池热状态可包括电池的温度和电池的温度变化速率。
在牵引电池充电期间,恒定电流可被供给到牵引电池。在一些配置中,恒定功率可被供给到牵引电池。EVSE 38和电力转换模块32可协作以将恒定充电电流输出到牵引电池24。一个或更多个控制器76可控制电力转换模块32的电压输出,以调节施加到牵引电池24的电压,从而保持恒定的充电电流。牵引电池24可具有关联的电阻,所述关联的电阻作为牵引电池24的荷电状态和温度的函数而变化。
如果牵引电池24的电阻减小,则施加的电压将被减小以保持恒定电流充电。类似地,如果牵引电池24的电阻增大,则施加的电压将被增大以保持恒定电流充电。当在标称荷电状态范围内对牵引电池24进行充电时,电池电压可被预期随着荷电状态的升高而增大。荷电状态可被计算为充电电流在时间上的积分。在恒定电流充电期间,荷电状态可以以恒定速率升高。在恒定电流充电期间,电压与荷电状态的关系可呈现为类似于电压与时间的关系。
电池通常可操作在预定操作电压范围内。当电池过充电时,电池可经历电压增大和温度升高。电池的温度可升高,直到超过电池的热限制。接近热限制可通过电压的快速增大(例如,大于1伏特/秒)和温度的快速升高(例如,大于100℃/分钟)来识别。电压增大和温度升高的机制与电池组件的焦耳发热和放热击穿有关。
典型的电池管理系统监测电池热状态,并通过监测与牵引电池24关联的一个或更多个温度来提供警告。如果温度超过特定温度阈值,则可输出诊断信号。这种类型的系统的缺点是超过电池热限制的热状况直到热限制已被超过时才被识别。这使得几乎没有时间作出反应来补救该情况,以缓解热状况。基于温度来识别该状况的系统可能无法扭转热状况。
在电池过充电期间的某一时间,当电池内的充电传导路径由于热损伤和机械损伤而受损时,电压快速增大。在电池温度的改变速率超过阈值之前的很短时间内,电压跌落被观测到。电压跌落可被表征为在电压增大之前的电压的下降。电压跌落与当特定电池组件(诸如,分隔件)开始出现故障时电池的电阻的减小相对应。这瞬时地释放了电流的路径。通过检测该电压跌落,可以提供对于即将发生的热状况的早期警告。
图3描绘了在恒定电流充电下的过充电状况期间将电池单元电压描绘为荷电状态的函数的示例曲线图。荷电状态可在起始值为100%的x轴200上被表示。电池的电压可在y轴202上表示。在过充电的第一范围204内,电压可以以相对恒定的速率增大。在第二范围206内,电压增大的速率可改变。例如,可在增大的速率的下降之前观测到起始速率增大。在第三范围208内,电压可以以相对低的速率下降。在第四范围210内,电压下降的速率可增大。电压可降低到局部最小值214。在第五范围212内,电压可从局部最小值214快速增大,这指示电池温度升高速率接近阈值限制。所述阈值限制可为当热状况不可逆时的升高的速率。电池管理系统可尝试检测快速电压衰减何时开始。注意到在恒定电流充电的情况下,荷电状态可通过固定的关系与时间相关,使得电压相对于时间的曲线会呈现相似。
热状况的先兆可被表征为电压跌落。电压跌落可以是在局部最小值214附近的那部分电压响应。热状况可与紧随电压跌落之后的快速的电压增大关联。在该快速的电压增大期间,电池的温度升高的速率可增大。通过检测电压的快速衰减期间的状况,系统可有机会在电池温度升高速率变为大于阈值限制之前停止充电。
通过监测过充电状况期间的电压,可在过充电状况发生之前预测电池温度升高速率何时将超过预定阈值。这可提供额外的时间,以在电池温度超过预定温度限制之前断开EVSE 38的连接。以这种方式,可通过结束充电过程来防止更严重的热状况。
控制器76可监测每个电池单元72的电压。电压的改变速率可被计算为连续电压测量之间的差除以电压测量之间的时间间隔的商。预定速率阈值可针对电压跌落的检测而定义。例如,电压跌落可在电压的改变速率小于预定阈值时被感测到。预定阈值可为负值,负值指示电压正在下降。在一些配置中,预定阈值可为50毫伏/秒。
控制器76可包括多个输入信道,所述多个输入信道被配置为从牵引电池24接收电压信号。输入信道可包括缩放和滤波电路,以向控制器输入提供适当的电压。控制器76可包括控制逻辑,以监测跨越电池单元72的子集的电压。例如,牵引电池可由多个电池模块组成,所述多个电池模块包括串联连接的多个电池单元。每个模块的电压可被监测。此外,模块电压的改变速率可被计算和监测,以检测即将发生的热状态。此外,牵引电池24的整体电压可被监测以检测即将发生的热状态。整体电压的改变速率可被监测。当在检测中使用电池单元电压、模块电压或整体电压时,预定阈值可不同。
控制器76可包括多个输出信道,所述多个输出信道被配置为提供诊断信号。输出信道可为离散输出信号。输出信道可通过车辆网络实现。控制器76可包括控制逻辑以响应于电压以大于预定速率的速率下降而输出诊断信号,其中,预定速率标志着电压朝向局部最小值下降,局部最小值在电压的增大之前,所述电压的增大预示即将发生的电池温度升高速率。诊断信号可被存储在控制器76的非易失性存储器中。车辆12可包括一个或更多个警告或警报装置。输出信道中的至少一个可被配置为与警报装置进行接口连接。警报装置可包括诸如喇叭或扬声器的可听警报。警报装置可包括诸如闪烁头灯的可见警报。诊断信号还可触发警报以向操作者通知状况。此外,控制器76可经由无线通信模块54发送警报。例如,警报可被由操作者携带的便携式装置接收。
除了通知操作者之外,控制器76还可执行附加的动作以缓解或防止即将发生的热状况。输出信道中的至少一个可被配置为向电力转换模块32提供信号,以停止电流向牵引电池24的流动。信号可被发送到EVSE 38以停止到车辆12的电力传输。输出信道中的至少一个可被配置为与高电压负载46进行接口连接。控制逻辑可被配置为激活车辆中的一个或更多个高电压负载46以将流向牵引电池24的电流转移。输出信道中的至少一个可被配置为与接触器42进行接口连接。控制逻辑可被配置为命令接触器42将牵引电池24与高电压总线断开连接,以防止对牵引电池24的进一步充电。
图4描绘了用于实现热状况预测的可行的控制逻辑操作序列的流程图。该操作可被实现为控制器(例如,控制器76)中的指令序列。在操作300,电压被输入到检测逻辑。电压可为整体电池包电压、模块电压和/或电池单元电压。在操作302,电压的改变速率可被计算。在操作304,将电压的改变速率与阈值进行比较。如果改变速率大于或等于阈值,则逻辑可返回到操作300。如果改变速率小于阈值,则操作306可被执行。在操作306,诊断信号可被输出,所述诊断信号指示即将发生的热状况。在操作308,可采取动作以缓解或防止热状况。例如,警报可被激活,接触器42可被断开,供电组件可被命令停止向牵引电池24供电,和/或其它负载可被激活以将流向牵引电池24的电流转移。
热状况检测的优点是可在电池温度升高速率实际超过阈值限制之前检测到热状况。检测系统可在热状况之前几分钟提供警告,这允许操作者对热状况进行补救。例如,响应于接收到热状况警告,操作者可将车辆12与EVSE38断开连接。在一些情况下,电池温度升高速率可被保持在阈值限制以下。在一些情况下,电池温度的改变速率可降低或变为负值(例如,电池冷却)。检测系统的另一优点是该检测依赖于电压的改变速率,而不是绝对电压水平。这允许在测量的电压中存在明显的电压偏移的情况下检测热状况。检测系统还可向正常的过充电检测逻辑提供备份。
热状况检测可适用于基于锂离子化学过程的电池系统。热状况检测系统可应用于如上面描述的基于车辆的牵引电池。此外,描述的系统适用于可能在各种非汽车应用中使用的任何电池系统(诸如,便携式电子系统或固定功率系统)。
在此公开的处理、方法或算法可被传输到处理装置、控制器或计算机或者通过处理装置、控制器或计算机被实现,其中,所述处理装置、控制器或计算机可包括任何现有的可编程电子控制单元或专用电子控制单元。类似地,所述处理、方法或算法可以多种形式被存储为通过控制器或计算机执行的数据和指令,包括但不限于永久存储在不可写的存储介质(诸如,ROM设备)中的信息以及可改变地存储在可写的存储介质(诸如,软盘、磁带、CD、RAM装置和其它的磁性介质和光学介质)中的信息。所述处理、方法或算法还可在可执行软件的对象中实施。可选地,可利用适当的硬件组件(诸如,专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器或其它硬件组件或装置,或者硬件、软件和固件组件的组合)来全部或部分地实现所述处理、方法或算法。
虽然以上描述了示例性实施例,但这些实施例并不意在描述权利要求所包含的所有可能形式。说明书中所使用的词语是描述性词语而非限制性词语,并且应理解的是,可在不脱离本公开的精神和范围的情况下做出各种改变。如之前所述,可将各种实施例的特征进行组合以形成本发明的可能未被明确描述或示出的进一步的实施例。尽管关于一个或更多个期望的特性,各种实施例已经被描述为提供优点或优于其它实施例或现有技术实施方式,但是本领域的普通技术人员应认识到,一个或更多个特征或特性可被折衷以实现依赖于特定应用和实现的期望的整体系统属性。这些属性可包括但不限于成本、强度、耐用性、生命周期成本、市场性、外观、包装、尺寸、可维护性、重量、可制造性、易装配性的容易性等。因此,针对一个或更多个特性,被描述为不如其它实施例或现有技术实施方式的实施例并非在本公开的范围之外,并可被期望用于特定应用。
Claims (8)
1.一种车辆,包括:
牵引电池,包括多个电池单元;
至少一个控制器,被配置为:在充电期间监测所述多个电池单元的电压,响应于所述多个电池单元失衡并且所述多个电池单元中的至少一个电池单元的电压以大于预定速率的速率下降,停止对所述牵引电池充电,其中,所述预定速率标志着所述至少一个电池单元的电压正朝向局部最小值下降,所述局部最小值在指示牵引电池温度升高速率变得大于阈值的所述至少一个电池单元的电压的增大之前。
2.如权利要求1所述的车辆,其中,所述至少一个控制器还被配置为:断开接触器以将所述牵引电池与电荷源断开连接,以停止对所述牵引电池充电。
3.如权利要求1所述的车辆,其中,所述至少一个控制器还被配置为:命令电荷源停止对所述牵引电池充电。
4.如权利要求1所述的车辆,其中,所述牵引电池以恒定电流被充电。
5.如权利要求1所述的车辆,其中,所述多个电池单元失衡是指所述多个电池单元中的一个或多个电池单元的荷电状态大于剩余电池单元的荷电状态。
6.如权利要求1所述的车辆,其中,所述多个电池单元被布置在多个模块中,所述多个电池单元中的每个电池单元的电压跨越所述多个模块中的每个模块的两端被测量。
7.如权利要求1所述的车辆,其中,所述多个电池单元中的每个电池单元的电压跨越所述多个电池单元中的每个电池单元的两端被测量。
8.如权利要求1所述的车辆,还包括警报,其中,所述至少一个控制器还被配置为:响应于停止对所述牵引电池充电,激活所述警报以提供警告。
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CN106469927A (zh) | 2017-03-01 |
US20170054311A1 (en) | 2017-02-23 |
US10164450B2 (en) | 2018-12-25 |
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