CN116134665A - 便携式车辆电池组 - Google Patents

便携式车辆电池组 Download PDF

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CN116134665A
CN116134665A CN202180049434.9A CN202180049434A CN116134665A CN 116134665 A CN116134665 A CN 116134665A CN 202180049434 A CN202180049434 A CN 202180049434A CN 116134665 A CN116134665 A CN 116134665A
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battery pack
battery
portable
portable battery
electrical
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W·杰克逊
S·威廉姆斯
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K&N Engineering Inc
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K&N Engineering Inc
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    • H01M10/46—Accumulators structurally combined with charging apparatus
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    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/53—Batteries
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    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
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    • H01M50/296—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders characterised by terminals of battery packs
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    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
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    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
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    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
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    • H02J7/342—The other DC source being a battery actively interacting with the first one, i.e. battery to battery charging
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Abstract

提供一种用于便携式电池组的装置和方法，用于对车载车辆电池进行再充电以延伸行驶里程。便携式电池组包括壳体，该壳体包括通过铰链联接到盖的基部。电池阵列容纳在基部内，并且电端子安装到盖上。充电线缆可以连接到电端子并且插入到车辆的充电端口中。电池阵列包括多个电池单元，这些电池单元可以并联、串联或其组合方式耦合。电池管理系统与电池阵列耦合并被配置成确保电池阵列安全地操作。电端子可以与外部功率逆变器耦合，或者逆变的电源可被容纳在壳体内并且并入到功率电池组中。

Description

便携式车辆电池组
优先权
本申请要求在2021年6月23日提交的美国专利申请17/356,246号以及在2020年6月26日提交的并具有申请系列号63/044,908的名称为“Portable Vehicle Battery Pack”的美国临时申请的利益和优先权，所述申请的全部内容通过引用并入本文中。
技术领域
本公开的实施例总体上涉及电动车辆的领域。更具体地，本公开的实施例涉及便携式车辆电池组和用于对车载车辆电池(onboard vehicle battery)再充电以延伸行驶里程(driving range)的方法。
背景技术
电动车辆通常解决与汽油动力车辆相关联的问题，诸如环境污染、噪音和由于汽油动力车辆的使用增加而造成的原油储备的损耗。这样，电动车辆正获得普及并且它们的使用正变得日益广泛。不幸的是，电动车辆具有某些缺点，包括电池再充电之间的有限行进里程和对电池再充电所需的过多时间。通常，当前可用的电动车辆的电池再充电之间的平均行进距离显著小于汽油动力车辆的行驶里程。此外，在车辆保持不工作时，可能需要若干小时来对电池再充电。
增加电动车辆在电池再充电停机时间(downtimes)之间的行驶里程可以显著地增加操作电动车辆的愿望。一种增加电动车辆的行驶里程的方法是通过借助于可以被预先充电并存储在车辆上的便携式电池组对车辆的电池充电。尽管已经有许多针对电动车辆技术领域的贡献，但是需要显著的改进来解决与这种车辆相关联的短行进距离问题。因此，在开发能够在车辆操作期间延伸电动车辆的行驶里程的电池再充电系统方面存在持续的兴趣。
发明内容
提供了一种用于便携式电池组的装置和方法，用于对车载车辆电池进行再充电以延伸行驶里程。便携式电池组包括壳体，该壳体包括通过铰链联接到(join to)盖的基部。电池阵列容纳在该基部内并且电端子安装到盖上。充电线缆可以连接到电端子并且插入到车辆的充电端口中。电池阵列包括多个(multiplicity of)电池单元，这些电池单元可以并联、串联或其组合方式耦合。电池管理系统与电池阵列耦合并被配置成确保电池阵列安全地操作。电端子可以与外部功率逆变器耦合，或者逆变的电源(power inverted)可以容纳在壳体内并且并入到功率电池组中。
在示例性实施例中，一种便携式电池组包括：壳体，其包括通过铰链联接到盖的基部；容纳在基部内的电池阵列；以及安装到盖上的电端子。在另一示例性实施例中，便携式电池组还包括霍尔效应传感器，其被配置用于至少测量流入和流出电池阵列的电流。在另一示例性实施例中，便携式电池组还包括LCD屏幕，该LCD屏幕被配置用于显示在电池阵列的充电和放电期间的测量的性质，诸如电流和电压。
在另一示例性实施例中，LCD屏幕被配置成促进控制流入和流出电池阵列的电流和/或电压。在另一示例性实施例中，便携式电池组被配置成对电动车辆上的电池进行再充电。在另一示例性实施例中，便携式电池组被配置成通过电端子充电。在另一示例性实施例中，电池阵列包括并联、串联或其组合耦合的多个电池单元。在另一示例性实施例中，多个电池单元包括具有18650大小和至少3,000mAh的容量的锂离子电池单元。
在另一示例性实施例中，电池阵列包括多于200个锂离子电池单元。在另一示例性实施例中，电池阵列与电池管理系统耦合，该电池管理系统被配置成确保电池阵列在安全极限内操作。在另一示例性实施例中，开关和导线利用电端子与电池管理系统耦合。在另一示例性实施例中，开关被配置成打开和关闭(turn on and off)去往电端子的电力。
在另一示例性实施例中，电端子包括正端子和负端子。在另一示例性实施例中，电端子被配置成从电池阵列提供DC电(electricity)。在另一示例性实施例中，电端子被配置成与外部功率逆变器耦合，以用于通过车辆的充电端口对车载车辆电池再充电。在另一示例性实施例中，逆变的电源被容纳在壳体内并与功率电池组集成。在另一示例性实施例中，壳体包括用于在被引导至电端子的DC和AC电功率之间进行选择的开关。
在示例性实施例中，一种用于对车载车辆电池再充电的方法包括：将充电线缆与充电的便携式电池组的电端子耦合；将充电线缆插入车辆的充电端口中；使用开关来打开便携式电池组；选择要被引导到电端子的AC电功率；通过包括便携式电池组的LCD屏幕来监视所测量的性质；以及在对车载车辆电池充电之后断开充电线缆。在另一示例性实施例中，选择AC电功率包括利用包括便携式电池组的逆变的电源。在另一示例性实施例中，监视包括一旦车载车辆电池需要再充电就使用开关来关闭去往电端子的电功率。
参考附图、说明书和所附权利要求书，可以更好地理解本文中提供的概念的这些和其他特征。
附图说明
附图涉及本公开的实施例，其中：
图1示出了根据本公开的便携式车辆电池组的示例性实施例，该便携式车辆电池组可以用于对电动车辆上的电池进行再充电；以及
图2示出了根据本公开的可以被封闭在包括图1的便携式车辆电池组的壳体内的电池阵列和电池管理系统的示例性实施例。
虽然本公开内容经受各种修改和替代形式，但是其具体实施例已经通过附图中的示例示出并且将在本文中详细描述。本发明应被理解为不限于所公开的特定形式，而是相反，本发明旨在覆盖落入本公开的精神和范围内的所有修改、等效和替代。
具体实施方式
在以下描述中，阐述了许多具体细节以便提供对本公开的透彻理解。然而，对于本领域的普通技术人员来说将清楚的是，可以在没有这些具体细节的情况下实施本文所公开的发明。在其他情况下，可以进行具体的数字引用，诸如“第一电池”。然而，具体的数字引用不应被解释为字面上的顺序，而是应被解释为“第一电池”不同于“第二电池”。因此，所阐述的具体细节仅仅是示例性的。具体细节可以从本公开的精神和范围变化并且仍然被预期为在本公开的精神和范围内的。术语“耦合”被定义为意味着直接连接到部件或通过另一部件间接连接到部件。此外，如本文所用，用于任何数值或范围的术语“约”、“大约”或“基本上”指示允许部件或部件的集合针对如本文所述的其预期目运转的合适的尺寸公差。
电动车辆通常解决与汽油动力车辆相关联的问题，诸如环境污染、噪音和由于汽油动力车辆的使用增加而造成的原油储备的损耗。这样，电动车辆正获得普及并且它们的使用正变得日益广泛。电动车辆的缺点包括电池再充电之间的有限行进里程和对电池再充电所需的过多时间。增加电动车辆在电池再充电停机时间之间的行驶里程可以显著地增加操作电动车辆的愿望。一种增加电动车辆的行驶里程的方法是通过借助于可以预先充电并存储在车辆上的便携式电池组对车辆的电池充电。本文公开的实施例涉及便携式车辆电池组和用于对车载车辆电池再充电以延伸行驶里程的方法。
图1示出了可用于对电动车辆上的电池再充电的便携式车辆电池组100的示例性实施例。电池组100包括容纳在保护壳体108内的电池阵列104(见图2)。壳体108可以是硬塑料类型的壳体，其包括通过铰链120联接的基部112和盖116。包括壳体108的塑料优选能够承受极端的温度变化，诸如夏季月份期间通常在锁定的车辆中遇到的高温以及冬季月份期间经常遇到的冻结温度。在一些实施例中，壳体108可以被配置成向电池阵列104提供一定程度的绝缘，以便保护电池阵列104免受可能腐蚀电池组100的性能的极端温度。
基部112通常包括适于存储电池阵列104和伴随电路的内部体积。如图2中所示，盖116和铰链120促进打开壳体108以接近电池阵列104。扣环(clasp)124被配置成使能以图1中所示的闭合配置保持壳体108。在一些实施例中，壳体108可以被配置成是防水的，并且扣环124可以被配置成密封壳体108以有利地保护电池阵列104免受湿气，诸如在寒冷天气期间在车辆内产生的冷凝，以及在对车辆充电期间可能遇到的恶劣天气。此外，壳体108可以包括手柄128，其使得从业者能够通过抓握手柄而容易地运输电池组100。
图2示出了如本文所述的可被封闭在壳体108内部内的电池阵列104的示例性实施例。通常，电池阵列104包括多个电池单元，多个电池单元可以并联、串联或其组合地耦合，这取决于旨在从电池组100接收的电压和安培数。例如，在一个实施例中，电池阵列104包括至少200个锂离子电池单元，其具有18650的大小和至少3,000mAh的容量，被布置为向电池组100提供约24VDC和约100Amp的输出。然而，应当理解，电池组100不限于18650大小的锂离子电池单元，而是电池组100可以根据需要包括各种类型和大小的电池单元中的任何单元以及各种电池化学组成(chemistry)中的任何化学组成。此外，应想到，壳体108的大小和体积可以被选择为容纳包括电池阵列104的任何大小和数量的电池单元，而没有限制。
在图1-2中所示的实施例中，电池阵列104与电池管理系统(BMS)132耦合。BMS 132通常被配置成确保电池阵列104在可接受的限度内安全地操作。例如，在一些实施例中，BMS132可以被配置成监视总电压、包括电池阵列104的各个电池单元的电压、最小和最大电池单元电压、周期性抽头(tap)的电压、平均温度、各个电池单元的温度以及进出电池阵列104的电流中的任何一个。在一些实施例中，BMS 132可以被配置成监视充电状态(SOC)或放电深度(DOD)，以便指示电池阵列104的充电水平。在一些实施例中，BMS 132可以被配置成监视被计算为原始容量的百分比的电池阵列104的剩余容量，通常被称为电池阵列104的健康状态(SOH)。此外，在一些实施例中，给定电池阵列104的至少当前功率使用和温度，BMS 132可以适于监视从电池阵列104可获得的功率量达限定的时间间隔。
如图2中进一步所示，电池组100可以包括开关136和导线140，其将BMS 132与安装在盖116上的正端子144和负端子148耦合，如图1中所示。正和负端子144、148被配置成使从业者能够从电池组100提取直流(DC)电。开关136通常被配置成使从业者能够打开和关闭到端子144、148的电功率。这样，从业者就可以将合适的充电线缆与端子144、148耦合，将线缆插入待充电的车辆的充电端口，并且然后使用开关136以开始通过电池组100对车辆的车载电池再充电。一旦车载车辆电池已经被期望地再充电了，开关136就可以用于在充电线缆从车辆的充电端口和电池组100的端子去除之前关闭到端子144、148的电功率。
可以设想，电池组100可以通过正和付端子144、148充电。在一些实施例中，充电线缆可以与端子144、148耦合并且插入到合适的充电站中。在开关136被打开时，电池组100可以被充电，类似于对车载车辆电池充电。此外，在一些实施例中，端子144、148可以与车载充电线缆耦合，使得当车辆插入充电站中时，电池组100通过车载车辆电池再充电。可以设想，在这样的实施例中，车载充电线缆包括能够确保电池组100的安全充电的电池监视电路。
在一些实施例中，诸如图2中所示的实施例，霍尔效应传感器152可以与导线140联接并且与安装到盖116上的LCD屏幕156耦合，如图1中所示。霍尔效应传感器152可以被配置成至少测量在再充电期间流入电池组100的电流，以及测量在对车载车辆电池充电期间流出电池组100的电流。如应当了解的，LCD屏幕156可被配置成向使用电池组100的从业者显示所测量的性质，诸如电流和电压。在一些实施例中，LCD屏幕156可被配置有电路和开关，其使得从业者能够根据需要控制进入或离开电池组100的电流和/或电压。
在一些实施例中，正和负端子144、148可与外部功率逆变器耦合，该外部功率逆变器被配置成将电池组100的DC输出转换成适于通过车辆的充电端口对车载车辆电池再充电的交变电流(AC)。在一些实施例中，功率逆变器可以与电池组100集成并且因此容纳在壳体108内。在这样的实施例中，开关可以结合到电池组100中，使得从业者能够在被引导到正和负端子144、148的DC和AC电功率之间进行选择。因此，应记住，本公开的电池组100不限于对电动车辆电池再充电，而是电池组100可用于将AC和DC电力供应到除电车辆电池之外的广泛的多种电设备，而不受限制且不偏离本公开的精神及范围。
虽然已经根据特定的变化和说明性附图描述了本发明，但是本领域的普通技术人员将认识到，本发明并不局限于所描述的变化或附图。此外，在上述的方法和步骤指示特定事件以特定顺序发生的情况下，本领域的普通技术人员将当认识到，可以修改特定步骤的顺序，并且这样的修改根据本发明的变化。另外，当可能时，某些步骤可以在并行过程中同时执行，以及如上所述顺序执行。在本发明的变化处于本公开的精神内或与权利要求书中发现的发明等同的程度上，本专利的意图是也将覆盖那些变化。因此，本公开应被理解为不受本文描述的具体实施例的限制，而仅受所附权利要求书范围的限制。

Claims (20)

1.一种便携式电池组，包括：
壳体，包括通过铰链联接到盖的基部；
电池阵列，容纳在基部内；以及
电端子，安装到盖上。
2.根据权利要求1所述的便携式电池组，还包括霍尔效应传感器，被配置用于至少测量流入和流出电池阵列的电流。
3.根据权利要求1所述的便携式电池组，还包括LCD屏幕，被配置用于显示在对电池阵列进行充电和放电期间的测量的性质，诸如电流和电压。
4.根据权利要求3所述的便携式电池组，其中，LCD屏幕被配置成促进控制流入和流出电池阵列的电流和/或电压。
5.根据权利要求1所述的便携式电池组，其中，便携式电池组被配置成对电动车辆上的电池进行再充电。
6.根据权利要求1所述的便携式电池组，其中，便携式电池组被配置成通过电端子充电。
7.根据权利要求1所述的便携式电池组，其中，电池阵列包括并联、串联或其组合地耦合的多个电池单元。
8.根据权利要求7所述的便携式电池组，其中，多个电池单元包括锂离子电池单元，具有18650的大小和至少3,000mAh的容量。
9.根据权利要求1所述的便携式电池组，其中，电池阵列包括多于200个锂离子电池单元。
10.根据权利要求1所述的便携式电池组，其中，电池阵列与电池管理系统耦合，电池管理系统被配置成确保电池阵列在安全限制内操作。
11.根据权利要求1所述的便携式电池组，其中，开关和导线利用电端子与电池管理系统耦合。
12.根据权利要求11所述的便携式电池组，其中，开关被配置成打开和关闭去往电端子的电功率。
13.根据权利要求1所述的便携式电池组，其中，电端子包括正端子和负端子。
14.根据权利要求1所述的便携式电池组，其中，电端子被配置成从电池阵列提供DC电。
15.根据权利要求1所述的便携式电池组，其中，电端子被配置成与外部功率逆变器耦合，以用于通过车辆的充电端口对车载车辆电池进行再充电。
16.根据权利要求1所述的便携式电池组，其中，逆变的电源被容纳在壳体内并且与功率电池组集成。
17.根据权利要求16所述的便携式电池组，其中，壳体包括用于在被引导至电端子的DC和AC电功率之间进行选择的开关。
18.一种用于对车载车辆电池再充电的方法，包括：
将充电线缆与充电的便携式电池组的电端子耦合；
将充电线缆插入车辆的充电端口中；
使用开关来打开便携式电池组；
选择要被引导到电端子的AC电功率；
通过包括便携式电池组的LCD屏幕来监视所测量的性质；以及
在对车载车辆电池充电之后断开充电线缆。
19.根据权利要求18所述的方法，其中，选择AC电功率包括利用包括便携式电池组的逆变的电源。
20.根据权利要求18所述的方法，其中，监视包括一旦车载车辆电池被期望再充电就使用开关来关闭去往电端子的电功率。
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JP2023547975A (ja) 2023-11-15

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