CN107963040B - Battery pack device, operating method for battery pack device, and vehicle - Google Patents
Battery pack device, operating method for battery pack device, and vehicle Download PDFInfo
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- CN107963040B CN107963040B CN201710976461.6A CN201710976461A CN107963040B CN 107963040 B CN107963040 B CN 107963040B CN 201710976461 A CN201710976461 A CN 201710976461A CN 107963040 B CN107963040 B CN 107963040B
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- 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
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- 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
- B60L58/18—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
- B60L58/20—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 different nominal voltages
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
- G01R31/382—Arrangements for monitoring battery or accumulator variables, e.g. SoC
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
- H02J7/0024—Parallel/serial switching of connection of batteries to charge or load circuit
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
- H02J7/00309—Overheat or overtemperature protection
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- H—ELECTRICITY
- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
- H05K10/00—Arrangements for improving the operating reliability of electronic equipment, e.g. by providing a similar standby unit
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2210/00—Converter types
- B60L2210/10—DC to DC converters
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
- H02H7/18—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for batteries; for accumulators
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/40—The network being an on-board power network, i.e. within a vehicle
- H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Transportation (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
The invention relates to a battery pack device, an operating method for the battery pack device, and a vehicle. The invention relates to a battery pack arrangement (1) for a vehicle electrical system (90), in particular a vehicle electrical system (90) of a hybrid or electric vehicle (100), i.e. for a combined output voltage, in particular an output voltage in the range of 48V, the battery pack arrangement (1) having: a first battery unit (10) having a first, relatively high output voltage (15), in particular an output voltage (15) in the range of 36V; and a second battery cell (20) having a second and comparatively low output voltage (25), in particular an output voltage (25) in the range of 12V; and a controllable switch unit (30).
Description
Technical Field
The invention relates to a battery pack arrangement, an operating method for a battery pack arrangement and a vehicle. The invention relates in particular to a battery pack arrangement for an onboard power supply system, in particular of a hybrid or electric vehicle, and to a method for operating a battery pack arrangement for an onboard power supply system, in particular of a hybrid or electric vehicle, and to a hybrid or electric vehicle itself.
Background
In the case of the use of modern 48V onboard electrical systems in the field of hybrid and electric vehicles, on the one hand, operational safety and on the other hand, the sum of the weights resulting from the battery technology used are of decisive significance.
Disclosure of Invention
The invention is based on the task of: a battery pack device, an operating method for a battery pack device and a vehicle having a battery pack device are provided, in which a high degree of operating safety is ensured with a particularly simple arrangement while saving weight.
Accordingly, the battery pack device according to the present invention has the following advantages: a high degree of operating safety is achieved with a simple device while reducing weight. According to the invention, this is achieved by: according to a first aspect of the invention, a battery pack arrangement for an electrical system, in particular for a hybrid or electric vehicle, i.e. for a combined output voltage (in particular an output voltage in the range of 48V) is provided. The battery device according to the invention is constructed with a first battery cell having a first and comparatively high output voltage (in particular an output voltage in the range of 36V), with a second battery cell having a second and comparatively low output voltage (in particular an output voltage in the range of 12V) and with a controllable switching unit. The switching unit provided according to the invention is set up such that:
in a normal operating state of the battery pack apparatus,
(i) connecting the first and the second battery cells in series with an input connection terminal of a first onboard network sub-system for an output voltage combined from the first and the second output voltages, and
(ii) connecting the second battery cell to an input connection of a second onboard network for the second output voltage,
in a first fault state in case of failure of the second battery cell,
(iii) connecting the first battery cell to an input connection terminal of the first onboard power supply sub-system,
(iv) connecting the first battery cell to an input connection terminal of the second onboard network in a correspondingly voltage-divided manner, and
(v) decoupling the second battery cell (20), and
in a second fault state in case of failure of the first battery cell,
(vi) connecting the second battery cell to an input connection terminal of the second onboard network, and
(vii) decoupling the second battery cell.
The core idea of the invention is therefore, inter alia, that: in the normal state, the output voltages of the two battery cells add up to a combined voltage of 48V, whereas in the case of a fault, the respective faulty battery cell is decoupled and the respective intact battery cell is connected at least to the respective associated sub-on-board power supply, wherein in the first fault case in the case of a damage of the 12V battery, the 36V battery supplies both sub-on-board power supplies.
In this case, a fault state of the respective battery cell may also exist, for example, if the output voltage is below a certain threshold value, the operating temperature of the respective battery cell exceeds a certain threshold value or another situation threatening the operating safety of the respective battery cell is detected.
Preferred embodiments of the invention are shown below.
In a preferred embodiment of the battery device according to the invention, the switching unit has a switching unit with a plurality of controllable switches for controllably switching, connecting and/or decoupling the first and/or second battery cells. In this way, reliable and controllable switching, connection and/or decoupling can be achieved with simple means.
These procedures can be easily adapted to the respective operating situation, in particular when the switching unit has a control and detection unit which is set up to bring about a controllable switching, connection and/or decoupling of the first and/or second battery cell, in particular by actuating a plurality of controllable switches of the switching unit. In particular, the control and detection unit can be set up to take into account a plurality of operating parameters and operating influences.
For this purpose, it is particularly advantageous: according to a further embodiment of the battery device according to the invention, the control and detection unit has a sensor device for this purpose, which is formed on or in the first and/or second battery cell and is connected or connectable to the control and detection unit via a first control and detection line for evaluating the state of the first and/or second battery cell.
Alternatively or additionally, the second control and detection line can be designed in conjunction with a respective one of the controllable switches to detect the state of the controllable switches and/or to actuate the controllable switches.
In a further advantageous embodiment of the battery pack arrangement according to the invention, the switching unit has a switching unit which is designed for the dc voltage conversion of the first output voltage into the second output voltage and is designed to be connected, in particular in the first fault state, to the first battery pack unit on the one hand and to the first and second connection terminals of the second onboard network on the other hand.
This embodiment therefore offers the following possibilities: in the event of a failure of one battery unit, the respectively associated sub-onboard power supply system is not only supplied with energy, but rather is maintained, for example, by a corresponding step-up or step-down operation.
For this purpose, the conversion unit can be designed as a step-down converter and/or as a step-up converter in the case of a direct-current voltage converter or a DC/DC converter, respectively.
Furthermore, the operational reliability of the battery pack arrangement according to the invention can be improved if the battery pack arrangement according to the invention is designed to be connected or connected to the output terminals of the generator units for charging the first and/or second battery pack unit and/or for supplying the on-board electrical system or the sub-on-board electrical system.
The invention further relates to a vehicle and in particular to an electric or hybrid vehicle.
The vehicle according to the invention is constructed with at least one device which has to be supplied with energy when the vehicle is in operation. The device may in particular be, but not exclusively be, a drive or part of a drive. The vehicle according to the invention has a battery pack arrangement according to the invention which is set up for supplying the device with electrical current by means of an electrical cell.
According to a further aspect of the invention, an operating method is also provided for a battery pack device for a vehicle electrical system, in particular for a hybrid vehicle or an electric vehicle (i.e. for a combined output voltage, in particular in the range of 48V), wherein the battery pack device is in particular designed according to the invention.
The method according to the invention has the following steps: a first battery cell is provided having a first, and relatively high, output voltage, in particular an output voltage in the range of 36V, and a second battery cell is provided having a second, and relatively low, output voltage, in particular an output voltage in the range of 12V.
In the method according to the invention, in a normal operating state of the battery device,
(1) connecting the first and the second battery cells in series with an input connection terminal of a first onboard power supply sub-system for an output voltage combined from the first and the second output voltages, and
(2) connecting the second battery cell to an input connection of a second onboard network for the second output voltage,
in a first fault state in case of failure of the second battery cell,
(3) connecting the first battery pack unit to an input connection terminal of the first onboard network,
(4) connecting the first battery cell to an input connection terminal of the second onboard network in a correspondingly voltage-divided manner, and
(5) decoupling said second battery cell, and
in a second fault state in case of failure of the first battery cell,
(6) connecting the second battery cell to an input connection terminal of the second onboard network, and
(7) decoupling the second battery cell.
Drawings
Embodiments of the present invention are described in detail with reference to the accompanying drawings.
Fig. 1 is a schematic illustration of a first embodiment of a vehicle according to the invention using a block diagram-like embodiment of a battery pack arrangement according to the invention.
Fig. 2 is a schematic diagram of a first embodiment of a conventional vehicle in the case of using a block diagram-like embodiment of a conventional battery pack apparatus.
Detailed Description
Subsequently, embodiments and technical background of the present invention are described in detail with reference to fig. 1 and 2. Identical and equivalent elements and components having identical or equivalent functions are designated by the same reference numerals. The detailed description of the identified elements and components is not repeated in each instance they occur.
The features shown and other characteristics may be independent of one another in any form and may be combined with one another in any form without departing from the core of the invention.
Before explaining the details of the invention, reference should first be made to the illustration of fig. 2, which shows a conventional vehicle 200 having a conventional battery pack arrangement 201 in a schematic form.
In addition to the generator 180 with the inverter 181 coupled to the drive branch and the conventional 12V battery pack 120 for supplying the low-voltage power supply system 192 with the starter 194, the conventional vehicle 200 according to fig. 2 also has a high-voltage power supply system 191 which is supplied by the first battery pack unit 110 with the battery pack management system 111 having an output voltage of 48V. Furthermore, DC/DC converter 160 is constructed with a corresponding converter logic 161, by means of which converter logic 161 the high voltage provided by generator 180 with a nominal value of 48V can be converted to 12V for charging second battery stack 120.
In the conventional structure according to fig. 2, there is disadvantageously an extra amount of weight because not only the 48V battery pack but also the 12V battery pack are carried together in their entirety, respectively.
At this point, the present invention provides a remedy, as is set forth in connection with FIG. 1.
Fig. 1 shows, as a schematic block diagram, the structure of a vehicle 100 according to the invention in the case of use of a battery pack device 1 according to the invention.
According to a core, the battery pack device 1 according to the invention according to fig. 1 consists of the following components: a first battery cell 10 having a first, relatively high output voltage 15 (e.g., 36V), and a second battery cell 20 having a relatively low output voltage 25 (e.g., 12V). The output voltages 15 and 25 of the first or second battery cell 10, 20 are generated by the corresponding electrochemical cell 13 or 23.
The first and second battery cells 10 and 20 can be connected in a controllable manner via the arrangement of the switches 41, 42, 44, 45 and 46 via different circuit configurations to the onboard power supply system 90 and the sub-onboard power supply systems 91 and 92 arranged therein and to their connection terminals 91-1, 91-2, 92-1, 92-2.
The switches 41, 42, 44, 45 and 46 form part of a switching unit 40, said switching unit 40 being operated in respect thereof by a control and detection unit 50.
For this purpose, the switches 41, 42, 44, 45 and 46 are connected to the control and detection unit 50 via a control and detection line 53. In order to be able to actuate the respective switches 41, 42, 44, 45 and 46 in proportion to the operating situation, the control and detection unit 50 is designed to evaluate the respective operating situation of the vehicle 100. For this purpose, a plurality of sensors 52 are connected in a readable manner to the control and detection unit 50 via control and detection lines 51. By reading out the sensors 52, the states of the generator 80, the first and second battery cells 10 or 20, and if necessary other devices as a basis can be determined.
Here, a conversion unit 60 in the case of a dc voltage converter is present as further device. The dc voltage converter is designed with its internal structure (for example, a converter component 66 or an inductor 66 for generating a converter voltage 65) and the switches 41 and 42 provided there for step-down operation and step-up operation, in order to convert, for example, a generator voltage 85 (for example, 48V) provided by the generator 80 or a battery voltage 15 (for example, 36V) provided by the first battery unit 10 to an operating voltage of the second sub-grid or 12V sub-grid 92. Alternatively, the conversion unit 60 may be used to: in boost operation, the output voltage 15 (for example 36V) provided by the first battery unit 10 or the second output voltage 25 (for example 12V) provided by the second battery unit 20 is converted into an operating voltage suitable for the first onboard network or the 48V onboard network 91.
All switches 41, 42, 44, 45 and 46 have a first switching state I and a second switching state II, which can be selected by means of a control and detection line 53 of the control and detection unit 50.
In the embodiment according to fig. 1, the battery pack device 1 according to the invention and the first and second battery pack units 10 and 20, the switching unit 60 and the control and detection unit 50 are arranged between a line arrangement 70 having a plurality of lines, a generator 80 having its connection terminals 81 and 82 and an on-board electrical system 90 having sub-on-board electrical systems 91 and 92 and connection terminals 91-1, 91-2, 92-1, 92-2.
For this purpose, the line arrangement 70 has lines 71, 72, 73, 74, 75, 76 and 77.
The described and other features and characteristics of the present invention are further set forth in the following description:
lithium ion-based battery systems with an output voltage of 48 volts are increasingly being concentrated on the automotive industry, since they form a kind of battery system for reducing CO 2 A cost-effective possibility.
Fig. 2 shows a conventional 48V configuration 201 of a vehicle 200 that is not designed in accordance with the present invention.
The conventional 12V or 14V generator, i.e. the vehicle generator (Lichtmaschine), is here replaced by a 48V generator 180.
In today's system topologies for battery packs 201, a vehicle voltage of 12V (or 14V) is generated from a voltage of 48V by means of a DC/DC converter 160 (said DC/DC converter 160 is also referred to as a direct voltage converter).
Conventionally, the battery packs 110 and 120 are located on both sides of the DC/DC converter 160 for on-board electrical system stabilization. Therefore, 48V battery pack 110 and 12V or 14V battery pack 120 are required.
In conventional vehicle electrical systems 190, the redundancy formed by the two battery packs 110, 120 is used in order to ensure a fail-safe vehicle electrical system supply when the Motor is switched off (Motor-Aus) during driving.
There are different topologies 201 known with DC/DC converters 160 with control devices 161:
here, the following scheme exists: the lower battery of the 48V battery pack is saved and the 36V battery pack 110 is connected with its ground terminal to the 12V battery pack 120 and thus generates a 48V vehicle voltage (36V + 12V). Thus, a plurality of battery cells in a 48V battery pack are saved.
The higher currents thus formed and the life load in 12V batteries can be achieved by starting the battery using lithium ions.
The present solution in case of using a 36V battery pack 110 in series with a 12V battery pack 120 has the following disadvantages: redundant power supply 190 of the onboard power supply system is no longer ensured.
A solution has been introduced in which the 12V/14V battery pack 120 itself is redundantly implemented. However, this in turn causes the saving effect described above to be lost.
Further, the following problems are also posed: the charging states of the two battery packs can be controlled in such a way that the 12V/14V on-board electrical system quality is maintained or even improved and that full recuperation and/or boost power is always provided in the 48V on-board electrical system 191.
One problem example other cases should be explained in connection with the invention according to one embodiment:
the underlying 36V battery pack 10 should be fully charged, providing energy for boosting. But the 12V battery pack 20 should be discharged.
Since the current for boosting must flow through the 12V battery pack 20 and the 12V battery pack 20 will continue to discharge, boosting cannot be performed due to the danger of deep discharge.
The invention represents the possibility of cost-effective measures with which redundancy for Motor-cut-off operation (Motor-aus-Segeln) can be implemented without additional battery cells.
It is also shown how the state of charge of a 48V/12V battery can be compensated.
In the present invention, as important characteristics, the following findings are fully utilized: most components of the 48V onboard power supply 91 can still be operated with the 36V power supply and thus with the voltage of the second battery pack.
In normal operation, the 36V battery pack 10 is connected to the 12V on-board grid with its ground. In this way, a 48V voltage of the 48V onboard power supply system is generated overall.
Under normal operation, boosting or recovery is performed from or in the assembled battery. In the event of a fault, the 12V battery pack 20 is disconnected and the 36V battery pack 10 is connected with its ground to the vehicle electrical system ground instead of with the ground of the 12V battery pack 20.
This voltage of 36V is just sufficient for the operation of the 48V vehicle electrical system 91.
Thereby improving the cost of the system. Instead of a 48V battery, only a 36V battery 10 is needed, which 36V battery 10 results in lower cost due to the smaller number of cells.
In the case of a detailed design of the energy store, different technologies can be used, for example, in lithium ion batteries.
Thus, the 12V battery pack 20 may be implemented from an LFP battery, i.e., a lithium iron phosphate battery, while the 36V battery pack 10 may be implemented from an NMC battery, i.e., using a lithium nickel cobalt manganese battery.
By intelligently selecting the number of batteries, it may be possible to size the 36V battery pack 10 somewhat higher, for example, where the voltage composition is 10 × 3.7V = 37V. In this case, the operating range of the 48V grid 91 is also extended by 1V in emergency operation. If this cannot be achieved due to the battery chemistry used, the DC/DC converter 60 must be designed such that the DC/DC converter 60 still functions properly even at lower voltages (e.g., 34V).
The safety-critical 48V consumers of the 48V network 91 likewise have to be designed for this lower voltage.
Of course, it is possible to integrate a plurality of components into one housing, for example, it is possible to integrate two battery packs 10, 20 and the DC/DC converter 60 into one housing.
If different battery chemistries with different temperature ranges should be used, for example LFP batteries for 12V starting battery packs 20 and NMC batteries for 36V battery packs 10, then the integration of 36V battery packs 10 and DC/DC converter 60 with placement in the passenger cabin and individual 12V battery packs 20 would be advantageous.
Fig. 1 shows a preferred embodiment of the invention:
the switches 41 and 42 are used for time control in the DC/DC converter 60.
By means of the switch 44, the ground terminal of the 36V battery pack 10 can be connected either to a connection terminal for the voltage +12V or to the vehicle-mounted ground terminal, the ground terminal of the 36V battery pack 10 thus acting as an adapter.
The switches 45 and 46 of the switching unit 40 function as battery pack protection switches.
Normal operation
According to the invention, the following changes to the conventional design, in particular to the conventional design under normal operation, are taken into account:
there is a 36V battery pack 10 instead of a 48V battery pack;
an adapter 44 is provided, which adapter 44 can connect the ground terminal of the 48V battery pack to the 12V connection terminal 12V or to the vehicle electrical system ground;
-under normal operation, converting energy from 48V to 12V or vice versa;
switches 41 and 42 operate DC/DC converter 60 in buck or boost operation;
the switch 44 connects the ground terminal of the 36V battery pack 10 with the 12V onboard power grid 92;
in the closed state of the switches 44 and 46, both battery packs 10, 20 are operating. The recovery current flows from the generator 80 through the 36V battery pack 10 and through the 12V battery pack 20 to the ground terminal;
the onboard electrical system 90 with the onboard electrical sub-systems 91, 92 is symbolically embodied as a resistor and is supplied exclusively by the 12V battery pack 20. Thus, the cells in the battery pack 20 tend to be more empty than the cells in the 36V battery pack 10. The DC/DC converter 60 can compensate for this by recharging (Umladen);
the current drawn from the two battery packs 10, 20 into the DC/DC converter 60;
however, the current from the DC/DC converter 60 will only charge the 12V battery pack 20. Thus, the 12V battery pack 20 has a positive charge balance;
thus, the DC/DC converter 60 achieves an effective balance between the 12V battery pack 20 and the 36V battery pack 10.
In order to balance or charge compensate between the 12V battery pack 20 and the 36V battery pack 10, the following scheme should also be implemented:
-here it is referred to: both battery packs 10 and 20 can be charged differently strongly in each operating state, in particular with respect to their respective maximum charge state;
such a state can only be established when both battery packs 10 and 20 are charged simultaneously, but only one battery pack (for example 12V battery pack 20) is discharged by the consumer;
in this case, conventionally, the possibility of compensating the discharge by recharging is not obtained, since conventionally, the respective other battery packs must also be charged together due to the series connection;
said state can be overcome by using a DC/DC converter 60 and intelligent manipulation of the DC/DC converter 60;
in particular, the DC/DC converter 60 may be used to recharge energy from the 36V battery pack 10 into the 12V battery pack 20.
Failure situation 1
In the following fault cases, in which the 12V battery pack 20 is damaged and the fault case is also referred to as a first fault case, the following scheme is considered:
switches 41 and 42 operate DC/DC converter 60 in buck operation;
the switch 44 connects the ground terminal of the 36V battery pack 10 with the ground terminal of the vehicle electrical system 90;
the switch 45 is closed. The 36V battery pack 10 is in operation;
the switch 46 is open. The 12V battery pack 20 is damaged and therefore not connected and therefore decoupled;
the input of the DC/DC converter 60 is now connected to the 36V battery pack 10. In buck mode, the DC/DC converter 60 generates 12V therefrom for the onboard electrical system 92.
In the "Motor-off (Motor-aus)" situation with BRS on the drive belt, energy comes from the 36V battery pack 10. In other cases, the generator 80 may easily allow the voltage to be raised and charge the 36V battery pack 10.
In the following fault cases, in which the 36V battery pack 10 is damaged and the fault case is also referred to as a second fault case, the following scheme is considered:
switches 41 and 42 are open, DC/DC converter 60 is switched off or 48V is generated in boost operation in order to power possible components;
the switch 44 connects the ground terminal of the 36V battery pack 10 with the ground terminal of the vehicle electrical system 90;
switch 45 is open, while 36V battery pack 10 is not connected, because 36V battery pack 10 is damaged, and therefore 36V battery pack 10 is decoupled;
the switch 46 is closed. The 12V battery pack 20 is connected and therefore running;
the onboard power supply system and in particular the sub-onboard power supply system 92 are now supplied by the 12V battery pack 20. This is the only source of energy in the case of "Motor-off (Motor-aus)" with the BRS on the drive belt. In other cases, generator 80 and DC/DC converter 60 can supply onboard power supply 90 and in particular sub-onboard power supply 91 for a longer time even in the step-down mode.
Claims (18)
1. A battery pack arrangement (1) for an on-board electrical system (90) for a combined output voltage, the battery pack arrangement (1) having:
-a first battery cell (10) having a first, and relatively high, output voltage (15); and
-a second battery cell (20) having a second and comparatively low output voltage (25); and
a controllable switching unit (30),
wherein the switching unit (30) is set up to:
in a normal operating state of the battery device (1),
(i) the first and second battery cells (10, 20) are connected in series with input terminals (91-1, 91-2) of a first onboard network (91) for a combined output voltage of the first and second output voltages (15, 25), and
(ii) connecting the second battery cell (20) to an input connection (92-1, 92-2) of a second onboard electrical system (92) for a second output voltage (25),
in a first fault state in the event of failure of the second battery cell (20),
(iii) connecting the first battery cell (10) to an input connection terminal (91-1, 91-2) of the first onboard electrical system (91),
(iv) the first battery unit (10) is connected to the input terminals (92-1, 92-2) of the second onboard electrical system (92) in a voltage-dividing manner corresponding thereto, and
(v) decoupling said second battery cell (20), and
in a second fault state in the event of failure of the first battery cell (10),
(vi) connecting the second battery cell (10) to an input connection terminal (92-1, 92-2) of the second onboard electrical system (92), and
(vii) decoupling the second battery cell (20).
2. The battery pack arrangement (1) according to claim 1,
wherein the onboard electrical system (90) is an onboard electrical system of a hybrid or electric vehicle.
3. The battery pack arrangement (1) according to claim 1,
wherein the combined output voltage is in the range of 48V.
4. The battery pack arrangement (1) according to claim 1,
wherein the first and relatively high output voltage (15) is in the range of 36V, and wherein the second and relatively low output voltage (25) is in the range of 12V.
5. The battery pack arrangement (1) according to claim 1,
wherein the switching unit (30) has a switching unit (40) with a plurality of controllable switches (41, 42, 44, 45, 46) for controllably switching, connecting and/or decoupling the first and/or second battery cells (10, 20).
6. The battery pack arrangement (1) according to claim 5,
wherein the switching unit (30) has a control and detection unit (50) which is set up to bring about controllable switching, connection and/or decoupling of the first and/or second battery cells (10, 20).
7. The battery pack arrangement (1) according to claim 6,
wherein the control and detection unit is designed to cause a controllable switching, connection and/or decoupling of the first and/or second battery cells (10, 20) by actuating a plurality of controllable switches (41, 42, 44, 45, 46) of the switching unit (40).
8. The battery pack arrangement (1) according to claim 6,
wherein the control and detection unit (50)
(i) Having a sensor device (52) which is formed on the first and/or second battery unit (10, 20) or in the first and/or second battery unit (10, 20) and is connected or connectable to the control and detection unit (50) via a first control and detection line (51) for evaluating the state of the first and/or second battery unit (10, 20), and/or
(ii) Having a second control and detection line (53) associated with a respective switch (41, 42, 44, 45, 46) of the plurality of controllable switches (41, 42, 44, 45, 46) for detecting the state of and/or for actuating the plurality of controllable switches.
9. The battery pack arrangement (1) according to any one of claims 1 to 8,
wherein the switching unit (30) has a switching unit (60) which is designed for the direct-current voltage switching of a first output voltage (15) to a second output voltage (25) and which is designed to be connected in a first fault state on the one hand to the first battery unit (10) and on the other hand to first and second connection terminals (92-1, 92-2) of the second onboard electrical system (92).
10. The battery pack arrangement (1) according to claim 9,
wherein the converter unit (60) is designed as a buck converter for buck operation and/or as a boost converter for boost operation.
11. The battery pack arrangement (1) according to any one of claims 1 to 8,
the battery pack device (1) is set up such that: is connected or connected to output terminals (81, 82) of the generator unit (80) for charging the first and/or second battery unit (10, 20) and/or for supplying power to the on-board electrical system (90) or the onboard sub-system (91, 92).
12. A vehicle (100) having:
-a device; and
-a battery pack arrangement (1) according to any of claims 1-11 for supplying the device with electrical energy.
13. The vehicle (100) of claim 12,
wherein the vehicle (100) is an electric vehicle or a hybrid vehicle.
14. Vehicle (100) according to claim 12 or 13,
wherein the device is a drive means.
15. An operating method for a battery pack assembly (1), for a vehicle electrical system (90), for a combined output voltage, wherein the battery pack assembly (1) is designed according to one of claims 1 to 11, having the following steps:
-providing a first battery cell (10) having a first, and relatively high, output voltage (15), and
-providing a second battery cell (20) having a second and comparatively low output voltage (25),
wherein:
in a normal operating state of the battery pack arrangement (1),
(i) the first and second battery cells (10, 20) are connected in series with input terminals (91-1, 91-2) of a first onboard network (91) for a combined output voltage of the first and second output voltages (15, 25), and
(ii) connecting the second battery cell (20) to an input connection (92-1, 92-2) of a second onboard electrical system (92) for a second output voltage (25),
in a first fault state in the event of failure of the second battery cell (20),
(iii) connecting the first battery cell (10) to an input connection terminal (91-1, 91-2) of the first onboard electrical system (91),
(iv) the first battery unit (10) is connected to the input terminals (92-1, 92-2) of the second onboard electrical system (92) in a voltage-dividing manner corresponding thereto, and
(v) decoupling said second battery cell (20), and
in a second fault state in the event of failure of the first battery cell (10),
(vi) connecting the second battery cell (10) to an input connection terminal (92-1, 92-2) of the second onboard electrical system (92), and
(vii) decoupling the second battery cell (20).
16. The method of operating as set forth in claim 15,
wherein the onboard electrical system (90) is an onboard electrical system of a hybrid or electric vehicle.
17. The method of operating as set forth in claim 15,
wherein the combined output voltage is in the range of 48V.
18. The method of operation of claim 15 wherein,
wherein the first and relatively high output voltage (15) is in the range of 36V, and wherein the second and relatively low output voltage (25) is in the range of 12V.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102016220557.9A DE102016220557A1 (en) | 2016-10-20 | 2016-10-20 | Battery assembly, operating method for a battery assembly and vehicle |
| DE102016220557.9 | 2016-10-20 |
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| Publication Number | Publication Date |
|---|---|
| CN107963040A CN107963040A (en) | 2018-04-27 |
| CN107963040B true CN107963040B (en) | 2022-08-23 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201710976461.6A Active CN107963040B (en) | 2016-10-20 | 2017-10-19 | Battery pack device, operating method for battery pack device, and vehicle |
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| CN (1) | CN107963040B (en) |
| DE (1) | DE102016220557A1 (en) |
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| DE102019201247A1 (en) * | 2019-01-31 | 2020-08-06 | Audi Ag | Method for operating a vehicle |
| EP3772427A1 (en) * | 2019-08-06 | 2021-02-10 | Vitesco Technologies Germany GmbH | Electronic control unit for a vehicle with galvanically isolated supply voltages on a single printed circuit board |
| CN110662411B (en) * | 2019-09-12 | 2021-01-05 | 西北核技术研究院 | Electric power and electrical equipment with self-recovery insulating property and use method thereof |
| DE102019125068A1 (en) * | 2019-09-18 | 2021-03-18 | Ford Global Technologies, Llc | Method for operating an on-board network of a motor vehicle |
| DE102020122507A1 (en) | 2020-08-28 | 2022-03-03 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | ENERGY SUPPLY DEVICE, METHOD OF SUPPLYING AT LEAST ONE ELECTRICAL CONSUMER AND VEHICLE |
| CN112637706B (en) * | 2020-12-17 | 2021-09-14 | 水利部南京水利水文自动化研究所 | Small-sized low-power-consumption water level rainfall acquisition device and working method |
| CN114261272A (en) * | 2021-12-29 | 2022-04-01 | 东风汽车有限公司东风日产乘用车公司 | Battery system, control method, electronic device, and storage medium for hybrid vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10258894B3 (en) * | 2002-12-17 | 2004-01-29 | Vb Autobatterie Gmbh | Energy supply device for an on-board network of vehicles |
| FR2924536B1 (en) * | 2007-12-03 | 2009-12-11 | Peugeot Citroen Automobiles Sa | ELECTRICAL CIRCUIT OF A MOTOR VEHICLE. |
| US8310103B2 (en) * | 2010-03-17 | 2012-11-13 | T-Mobile Usa, Inc. | Cell site power system management, including battery circuit management |
| CN105576713B (en) * | 2010-06-30 | 2018-07-31 | 爱格升公司 | Electrical load management system and method |
| DE102010062369A1 (en) * | 2010-12-02 | 2012-06-06 | Robert Bosch Gmbh | Charging device for motor vehicles and charging method |
| DE102013204894A1 (en) * | 2013-03-20 | 2014-09-25 | Robert Bosch Gmbh | Motor vehicle electrical system with at least two energy stores, method for operating a motor vehicle electrical system and means for its implementation |
| DE102013009801A1 (en) * | 2013-06-12 | 2014-12-18 | Audi Ag | Motor vehicle with two electrical systems with different vehicle electrical system voltages |
| DE102014208257A1 (en) * | 2014-04-30 | 2015-11-05 | Continental Automotive Gmbh | Stabilization circuit for a vehicle electrical system |
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2016
- 2016-10-20 DE DE102016220557.9A patent/DE102016220557A1/en not_active Withdrawn
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| DE102016220557A1 (en) | 2018-04-26 |
| CN107963040A (en) | 2018-04-27 |
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