CN108736537A - 电池 - Google Patents
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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
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- H02J7/0014—Circuits for equalisation of charge between batteries
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- 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
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- 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
- B60L58/22—Balancing the charge of battery modules
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- 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
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- H01—ELECTRIC ELEMENTS
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- 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
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- H02J7/0016—Circuits for equalisation of charge between batteries using shunting, discharge or bypass circuits
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- H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
- H01M2010/4271—Battery management systems including electronic circuits, e.g. control of current or voltage to keep battery in healthy state, cell balancing
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M2220/00—Batteries for particular applications
- H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
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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
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- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
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- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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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
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
本发明涉及一种用于电动机动车的电池(100),其具有多个彼此串联连接的电池单元(10),其中平衡路径(20)分别与每个电池单元(10)并联连接,其中所述平衡路径(20)具有电阻(21)和第一齐纳二极管(22),其中过电压保护路径(30)分别与每个电池单元(10)并联连接,并且其中所述过压保护路径(30)具有第二齐纳二极管(32),其中在所述过电压保护路径(30)中的第二齐纳二极管(32)具有第二击穿电压(U2),其中第二击穿电压(U2)对应于所述平衡路径(20)中的过充电电压(SOC2)。
Description
技术领域
本发明涉及根据独立装置权利要求的前序部分的一种用于电动机动车的具有多个彼此串联连接的电池单元的电池。
背景技术
现代机动车、特别是电驱动的机动车或混合动力车辆具有由多个电池单元组成的电池。这种电池需要平衡器或平衡调节器,所述平衡器或平衡调节器应该确保在电池内的电池单元中的均匀的电荷分布,所述电池单元的电荷可能由于制造公差或老化现象而不同。在大多数情况下,为此使用昂贵的复杂构造的集成电路,所谓的ASIC。这不仅使电池的结构复杂且昂贵,而且增加了平衡所需的结构空间。另外,这种ASIC是专用部件,其不允许改变或调整,并且与不同的电池不兼容。在大多数情况下,这种已知的电池不适用于模块化结构。
从印刷文献EP 2 704 287 A1已知一种示例性电池。
发明内容
因此,本发明所基于的目的是,克服电动机动车的电池中的至少一个从现有技术已知的缺点。特别是,本发明的目的是提供一种用于电动机动车的电池,无论是用于全电动或混合动力车辆,该电池是简单构造且成本适宜的,该电池具有少量部件,该电池减少平衡所需的结构空间,该电池能够实现电池内的所有电池单元中的均匀的电荷分布,该电池在运行中是可靠的并且具有高的效率和长的寿命。另外,根据本发明的电池应该适合于模块化结构。
本发明的目的通过具有独立权利要求1的特征的电池,尤其是由特征部分构成的电池来实现。在从属权利要求中列出了本发明的优选扩展方案。
本发明提供一种用于电动机动车的具有多个彼此串联连接的电池单元的电池,其中用于对电池充电的平衡路径分别与每个电池单元并联连接。为此,根据本发明规定,平衡路径具有电阻和第一齐纳二极管。
根据本发明的电池可以利用不同的技术并且由不同的材料构成。根据本发明的电池既可以用于纯电动车辆,又可以用于混合动力车辆作为牵引电池。根据本发明的电池仍然可以作为用于给耗电器供电的LV电池而用在不同的机动车中,甚至用在纯内燃车辆中。此外,根据本发明的电池可以用于能量回收,例如从制动能量回收。根据本发明的电池可以模块化地构造,并且在每个可单独构造的且可单独连接的模块中分别具有多个彼此串联连接的电池单元。在此,根据本发明的电池可以具有可再充电的电池单元并且因此被构造为蓄电池。
根据本发明的电池的特征在于,电池分别具有用于给电池充电的用于每个电池单元的集成平衡路径。因此,不需要使用昂贵的、复杂构造的专用集成电路、所谓的ASIC来平衡电池。更确切地说,电池内的平衡优选可以被动地实施。因此,不仅包括集成平衡路径在内的电池结构空间能够有效地充分利用和减少,而且能够有效和安全地实施平衡。在此,齐纳二极管可以具有对应于电池单元的完全充电的第一击穿电压,使得在达到电池单元的完全充电之后不对电池单元进行过量充电,齐纳二极管可以让电池单元上的电流从旁边经过,该电流可以在电阻上转换成热。电池的寿命和效率可以由此显著提高。特别是在模块化构造的电池的情况下,本发明带来显著的优点,因为电池可以简单且方便地组装,各个模块可以容易地更换,而不必订购新的单独的ASIC。更确切地说,这样的模块化电池可以借助本发明作为组合部件来使用,其中每个模块和其中的每个电池单元可靠并且安全地受到保护以免过量充电,由此实现电池内的均匀的电荷分布。
此外,本发明可以在电池中规定,在平衡路径中的第一齐纳二极管可以具有第一击穿电压,其中第一击穿电压对应于充满的电池单元的电压或完全充电。因此能够实现的是,电池单元完全充电,但不过量充电。
此外,本发明在电池中规定,其中过电压保护路径分别与每个电池单元并联连接。因此,电池和在电池内部各个电池单元可以可靠地受到保护以免过电压。过电压保护路径可以被设置用于当平衡路径过载并且并非所有多余的能量都能够转化为热能时的紧急情况。
此外,本发明在电池中规定,过电压保护路径具有第二齐纳二极管。因此,可以用简单的和适宜的装置确定另外的不能被超过的电压、所谓的过电压。因此,可以可靠地保护电池免受过电压。
此外,本发明在电池中规定,过电压保护路径中的第二齐纳二极管具有第二击穿电压,其中第二击穿电压对应于平衡路径中的过充电电压。因此,在紧急情况下,当平衡路径过载时,可以激活过电压保护路径。
此外,本发明可以在电池中规定,平衡路径中的过充电电压可以由充满的电池单元的电压和电阻上的电压降组成。因此可以实现一种等级制度,该等级制度在电池单元中的电压低于完全充电时能够实现电池单元的进一步充电,该等级制度在电池单元中的电压高于完全充电时导入平衡并且该等级制度在过电压下的紧急情况中确保电池单元上和平衡路径上的电流从旁边流过。
附图说明
下面借助附图利用对本发明的优选实施例的描述更详细地示出其他改进本发明的措施。在此,在权利要求和说明书中提到的特征可以分别自身单独地或以任意组合对于本发明来说是必不可少的。在此应该注意,附图只具有描述性特征,并不意图以任何方式限制本发明。其中:
图1示出根据本发明的电池的电池单元的示意图。
具体实施方式
图1示出被设计用于电动机动车的电池100的电池单元10,该电池应该作为牵引电池或LV电池。根据本发明的电池100被实施为具有多个彼此串联连接的电池单元10,其中在图1中出于简单原因,仅示出了一个电池单元10。平行于每个电池单元10分别连接用于给电池100充电的平衡路径20。平衡路径20是电池100内的集成平衡器,而不必使用复杂构造的专用集成电路(如ASIC)来平衡电池100。
根据本发明的平衡路径20包括电阻21和第一齐纳二极管22。在此,第一齐纳二极管22可以具有第一击穿电压U1,该第一击穿电压对应于完全充电SOC1或完全充电的电池单元10的电压SOC1。在电池单元10的完全充电SOC1达到之后,齐纳二极管22打开并且让电流畅通地从电池单元10旁边流过。多余的电压可以在畅通的齐纳二极管22的情况下在电阻21上减小,而不过量充电电池单元10。
根据本发明的电池100可以由不同的材料构造并用于不同的应用,例如用作纯电动车辆中的牵引电池或混合动力车辆中的牵引电池。根据本发明的电池100仍然可以作为用于给耗电器供电的LV电池而用在不同的机动车中,甚至用在纯内燃车辆中。此外,根据本发明的电池100可以用于能量回收,例如从制动能量回收。根据本发明的电池100可以模块化地构造,其中每个模块可以分别具有多个彼此串联连接的电池单元100与所属的平衡路径20。此外,根据本发明的电池100可以构造为可再充电的电池100。
借助根据本发明的平衡路径20,与具有ASIC的电池相比,根据本发明的电池100的结构空间可以减小。根据本发明的平衡路径20还确保平衡有效且安全地实施。由此电池100的寿命和效率可以显著提高。特别是在模块化构造的电池100中,这样的集成平衡器是有利的,因为电池100可以简单且方便地组装,并且各个模块可以容易地更换,而不必订购新的单独的ASIC。因此,根据本发明的电池100可以作为组合部件来使用,其中每个模块和电池100内的每个电池单元10可靠且安全地受到保护以免过量充电。在给这样的电池100充电的情况下,本发明确保了电池100内的均匀的电荷分布。
如上已经提及,平衡路径20中的第一齐纳二极管22具有第一击穿电压U1,其对应于充满的电池单元10的电压SOC1。因此,电池100的每个电池单元10被完全充电,但从不被过量充电。
过电压保护路径30可以分别与每个电池单元10和每个平衡路径20并联连接。过电压保护路径30可以被设计用于保护电池100免受过电压。过压保护路径30可以被设计用于当平衡路径20过载并且不能将所有多余的能量转换成热能时的紧急情况。
过电压保护路径30可以具有第二齐纳二极管32。第二齐纳二极管32在此可以具有第二击穿电压U2,其对应于平衡路径20中的过充电电压SOC2。平衡路径20中的过充电电压SOC2可以由充满的电池单元10的电压SOC1或第一齐纳二极管32上的第一击穿电压U1和电阻21上的电压降△U 组成。因此可以实现一种等级制度,该等级制度在第一等级上在电池单元10中的电压低于完全充电SOC1时能够实现电池单元10的充电,该等级制度在第二等级上在电池单元10中的电压高于完全充电SOC1时导入经由平衡路径20的平衡并且该等级制度在第三等级上并且在过电压下的紧急情况中确保电池单元10上和平衡路径20上的电流从旁边流过。
附图标记列表
100电池
10电池单元
20平衡路径
21电阻
22第一齐纳二极管
30过电压保护路径
32第二齐纳二极管
SOC1完全充电,完全充电的电池单元的电压
SOC2过充电电压
U1第一击穿电压
U2第二击穿电压
△U电压降
Claims (3)
1.一种用于电动机动车的电池(100),其具有多个彼此串联连接的电池单元(10),其中平衡路径(20)分别与每个电池单元(10)并联连接,
其中所述平衡路径(20)具有电阻(21)和第一齐纳二极管(22),
其中过电压保护路径(30)分别与每个电池单元(10)并联连接,
并且其中所述过压保护路径(30)具有第二齐纳二极管(32),
其特征在于:
在所述过电压保护路径(30)中的第二齐纳二极管(32)具有第二击穿电压(U2),其中第二击穿电压(U2)对应于所述平衡路径(20)中的过充电电压(SOC2)。
2.根据权利要求1所述的电池(100),
其特征在于:
在所述平衡路径(20)中的第一齐纳二极管(22)具有第一击穿电压(U1),其中所述第一击穿电压(U1)对应于充满的电池单元(10)的电压(SOC1)。
3.根据权利要求1所述的电池(100)
其特征在于:
所述平衡路径(20)中的过充电电压(SOC2)由充满的电池单元(10)的电压(SOC1)和电阻(21)上的电压降(ΔU)组成。
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