EP2697502A2 - Système d'accumulation d'énergie - Google Patents

Système d'accumulation d'énergie

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Publication number
EP2697502A2
EP2697502A2 EP12701683.0A EP12701683A EP2697502A2 EP 2697502 A2 EP2697502 A2 EP 2697502A2 EP 12701683 A EP12701683 A EP 12701683A EP 2697502 A2 EP2697502 A2 EP 2697502A2
Authority
EP
European Patent Office
Prior art keywords
lithium
energy
energy store
energy storage
elements
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12701683.0A
Other languages
German (de)
English (en)
Inventor
Josef Winkler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Audi AG
Original Assignee
Audi AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Audi AG filed Critical Audi AG
Publication of EP2697502A2 publication Critical patent/EP2697502A2/fr
Withdrawn legal-status Critical Current

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Classifications

    • 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
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/64—Constructional details of batteries specially adapted for electric vehicles
    • 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
    • B60L58/12—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]
    • B60L58/13—Maintaining the SoC within a determined range
    • 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
    • B60L58/16—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to battery ageing, e.g. to the number of charging cycles or the state of health [SoH]
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01G—CAPACITORS; CAPACITORS, RECTIFIERS, DETECTORS, SWITCHING DEVICES, LIGHT-SENSITIVE OR TEMPERATURE-SENSITIVE DEVICES OF THE ELECTROLYTIC TYPE
    • H01G11/00—Hybrid capacitors, i.e. capacitors having different positive and negative electrodes; Electric double-layer [EDL] capacitors; Processes for the manufacture thereof or of parts thereof
    • H01G11/10—Multiple hybrid or EDL capacitors, e.g. arrays or modules
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/05—Accumulators with non-aqueous electrolyte
    • H01M10/052—Li-accumulators
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/05—Accumulators with non-aqueous electrolyte
    • H01M10/052—Li-accumulators
    • H01M10/0525—Rocking-chair batteries, i.e. batteries with lithium insertion or intercalation in both electrodes; Lithium-ion batteries
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/06—Lead-acid accumulators
    • H01M10/12—Construction or manufacture
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/24—Alkaline accumulators
    • H01M10/30—Nickel accumulators
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/34—Gastight accumulators
    • H01M10/345—Gastight metal hydride accumulators
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H01M10/4264—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing with capacitors
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M16/00—Structural combinations of different types of electrochemical generators
    • 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
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1423—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple batteries
    • 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
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0885—Capacitors, e.g. for additional power supply
    • 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
    • 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
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • 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
    • Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
    • Y02P70/00—Climate change mitigation technologies in the production process for final industrial or consumer products
    • Y02P70/50—Manufacturing or production processes characterised by the final manufactured product
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the invention relates to an energy storage arrangement, comprising at least two rechargeable energy stores connected in parallel, wherein a first energy store comprises a plurality of lead-based storage elements.
  • a first energy storage includes a lead acid battery in the form of a plurality of lead-based storage elements to be designated as cells.
  • a second energy store connected in parallel therewith can be in the form of a capacitor, for example, which generates the high currents required, for example, when starting the motor vehicle. This is particularly advantageous if, due to a low state of charge of the first energy store, the high current levels can not be provided by it alone.
  • a fundamental problem with lead-based energy storage devices is the voltage drop as soon as a generator or charger is disconnected from the grid or switched off.
  • the voltage drop can be in a normally installed in a motor vehicle lead battery from a charging voltage of about 14 volts during the charging process to a nominal voltage of about 12 volts when removing the charging current.
  • it is disadvantageous in lead-based energy storage that they have a relatively low cycle life, that is, that only a comparatively small number of charging or discharging cycles can be carried out with them. Both aspects have an overall negative effect on the performance of a lead-based energy storage device having energy storage arrangement.
  • the present invention is based on the problem of providing an improved energy storage arrangement.
  • an energy storage arrangement of the type mentioned which is characterized in that a second energy storage comprises a plurality of lithium-based storage elements, wherein between state of charge limits of 0 and 100% is given a state of charge interval in which the rated voltage of the second energy storage in a range between the maximum charging voltage and the rated voltage of the first energy storage is.
  • the present invention is based on the finding that a second, energy-storage device based on lead is connected in parallel with a second energy storage comprising lithium-based spoke elements.
  • the invention overcomes the in science and technology regularly described as disadvantageous parallel connection of two different energy storage types eerg.
  • the second energy store is selected in such a way that, in a state of charge interval (of the second energy store) defined by the charge state limits of 0 and 100%, it has a rated voltage which is between the maximum charge voltage and the nominal voltage of the first energy store.
  • the energy storage arrangement preferably forms part of a vehicle electrical system of a motor vehicle, wherein the vehicle electrical system comprises at least one generator, in particular for charging the first and the second and optionally further energy storage, and at least one consumer consuming electrical power.
  • the energy storage arrangement can of course also be used in other areas of technology, the following statements are essentially limited to the arrangement of the energy storage arrangement in a motor vehicle. Consequently, according to the invention, a second energy store with a comparatively high cycle stability is connected in parallel with the first energy store, which has a comparatively low cycle stability, which indicates a measure of the number of possible charging / discharging processes of the energy store.
  • the electrical consumers connected to an electrical system of the motor vehicle are fed primarily via the second energy store.
  • the first energy store serves primarily for starting the motor vehicle or a drive unit associated therewith.
  • At least one electric energy generating generator largely prevents discharge of the lead-based first energy store, since this is the case Cases, each required amount of energy is provided on the lithium-based second energy storage. This is due to the comparatively higher rated voltage of the second energy store in these cases.
  • the lithium energy storage can be charged more than the lead energy storage, which is in a higher state of charge and therefore consumes less power.
  • a suitable control device is provided which can ensure, for example, that the first energy store does not fall below a predefinable or predetermined minimum charging state, for example of 80%.
  • the energy storage arrangement according to the invention thus ensures a longer service life of the first energy store, in particular in absolute terms. This becomes clear in the following exemplary comparison.
  • the lifetime of a lead-based energy storage device is approximately 300 times its capacity, while the life cycle a lithium-based energy storage equivalent to at least 3000 times its capacity. For small discharge cycles, the life of a lithium-based energy storage device can be up to 20000 times the capacity.
  • the maximum charging voltage of the first energy storage is about 15 volts and the rated voltage of the first energy storage about 12 volts, so that the rated voltage of the second energy storage in state of charge limits between 0 and 100% in some areas between about 12 volts and about 15 volts lies. These voltages apply to motor vehicles with 12 volt electrical system. For vehicles with 24 volt electrical system, the charging voltage of the first energy storage is about 30 volts and its rated voltage about 24 volts.
  • the above-mentioned charge state intervals can also be narrower within the charge state limits of 0 to 100%, so that a charge state interval within the charge state limits of 0 to 100% also between 20 and 80%, preferably between 40 and 60%, particularly preferably between 45 and 55% , can lie.
  • a state of charge of the second energy storage should be at a state of charge of the second energy storage of 50% of its rated voltage in a range between the maximum charging voltage and the rated voltage of the first energy storage.
  • the rated voltage of the second energy store for example in state of charge limits between 45 and 55% between about 12 volts and about 15 Volt.
  • Corresponding with adapted voltage values applies in the case of a 24 volt electrical system.
  • the memory elements forming the second energy store are preferably connected in series. Series circuits of similar memory elements are widely known. It is thus possible to set the voltage of the second energy store to almost any desired value as a function of the number of storage elements connected in series. customarily wise, the nominal voltages associated with the individual memory elements add up, so that the second energy store has a rated voltage corresponding to the sum of the individual rated voltages of the respective memory elements.
  • the second energy store can comprise 6 lithium titanate-based storage elements, or 4 lithium-based storage elements, or 3 lithium-based storage elements and 1 lithium-iron-phosphate compound storage element , or 4 lithium-titanate-based memory elements and 1 lithium-based memory element, or 3 lithium-titanate-based memory elements and 2 lithium-based memory elements, or 3 titanate-based memory elements and 2 lithium iron-phosphate compound-based memory elements , or 2 memory elements based on lithium and 2 storage elements based on a lithium iron-phosphate compound, or 3 storage elements based on lithium and 1 storage element based on lithium titanate.
  • the second energy storage device may include 7 lithium based storage elements, or 7 lithium based storage elements and 1 lithium titanate storage element, or 6 lithium based storage elements and 2 storage elements based on Lithium titanate, or 11 memory elements based on lithium titanate.
  • the second energy store may comprise, in addition to the plurality of lithium-based storage elements, at least one capacitor, in particular a double-layer capacitor. Double-layer capacitors comprise two electrodes between which there is an electrically conductive electrolyte. After applying an electrical voltage, ions of the electrolyte of opposite polarity collect at the electrodes. It forms a charge carrier layer of immobile charge carriers.
  • the electrodes with the charge carrier layer as a dielectric behave like two capacitors, which are connected in series via the electrolyte. They store the energy electrostatically in contrast to electrochemical energy storage. Double-layer capacitors generally have small internal resistance and a high number of possible Ladelust. Discharge cycles on.
  • the capacitor is connected in series in the sense of a further memory element to the plurality of lithium-based memory elements.
  • the rated voltage of the second energy store can be further increased.
  • the second energy store comprises at least one capacitor connected in series with the lithium-based storage elements
  • the following exemplary embodiments of the second energy store are preferred.
  • the second energy storage device for a 12 volt vehicle electrical system design therefore advantageously comprises 5 storage elements based on lithium titanate and 1 capacitor, in particular a double-layer capacitor, or 4 storage elements based on a lithium iron-phosphate compound and 1 capacitor, in particular a double-layer capacitor.
  • doubles the number of elements if the second energy storage is designed for the 24 volt electrical system.
  • a diode in particular a quasi-diode, is connected between the first and the second energy store.
  • the passage Direction of the diode is preferred in the direction of the second energy storage, that is, on the first energy storage can flow energy (electricity) in the direction of the second energy storage. Accordingly, the diode does not allow energy flow (current flow) from the second lithium-based energy storage in the direction of the first lead-based energy storage (reverse direction of the diode). In certain switching arrangements or situations, it may be provided to bridge the diode and thus to enable an energy flow (current flow) also in the direction of the first energy store. This applies in particular to a first or emergency start of a motor vehicle.
  • an electrical switching means in particular a safety switch, is connected between the first and the second energy store.
  • the electrical switching means serves, for example, an overvoltage protection and / or undervoltage protection and / or temperature protection.
  • the electrical switching means may be present in the form of a residual current circuit breaker. It is conceivable that the electrical switching means is switchable via a suitable, connected to this control device.
  • FIG. 1 is a schematic diagram of a vehicle electrical system of a motor vehicle according to an exemplary embodiment of the invention
  • FIG. 2 is a schematic diagram of a vehicle electrical system of a motor vehicle according to an exemplary embodiment of the invention
  • FIG. 3 is a schematic diagram of an electrical system of a motor vehicle according to an exemplary embodiment of the invention
  • Fig. 4 is a diagram of the course of the battery voltage U against the
  • Fig. 5 is a diagram of the course of the battery voltage U against the
  • Fig. 6 is a diagram of the course of the battery voltage U against the
  • Fig. 7 is a diagram of the course of the battery voltage U against the
  • the electrical system 1 shows a schematic representation of an electrical system 1 of a motor vehicle 2 according to an exemplary embodiment of the invention.
  • the electrical system 1 is an energy storage device 3, a generator 4 and at least one consuming in operation electric power consumer 5, for example in the form of an air conditioner, associated.
  • the consumer 5 is separable via a switch 15 from the electrical system 2.
  • the energy storage arrangement 3 comprises two rechargeable energy stores 6, 7 connected in parallel.
  • the electrical connection of the energy stores 6, 7 can be separated via an electrical switch 16.
  • the switch 16 assumes safety functions such as in particular overvoltage protection, under-voltage protection or temperature protection.
  • the mains voltage of the electrical system 1 is about 13.5 to 15.5 volts.
  • the first energy store is present as a lead battery and is accordingly formed from a plurality of lead-based storage elements 8 (cells) connected in series.
  • the maximum charging voltage of the first energy store 6 is about 15 volts (see Fig. 4, line 9)
  • the rated voltage of the first energy storage device 6 is about 12 volts (see Fig. 4, line 10).
  • the second energy store 7 is present as a lithium battery and is formed, for example, from four series-connected lithium-based storage elements 11 or cells.
  • the nominal voltage of the second energy store 7 formed of four series-connected lithium-based storage elements 11 see Fig.
  • line 12 is between 5 and 90 in a state of charge interval of the second energy store 7 within the charge state limits of 0 and 100% % in a range between the maximum charging voltage (see Fig. 4, line 9) and the rated voltage (see Fig. 4, line 10) of the first energy storage. 6
  • the second energy store 7 could likewise be formed from six series-connected storage elements 11 made of lithium titanate (cf., FIG. 4, line 13).
  • the nominal voltage of the second energy store 7 would be between 20 and 65% within a charge state interval of the second energy store 7 within the charge state limits of 0 and 100% in a range between the maximum charge voltage (compare FIG Rated voltage (see Fig. 4, line 10) of the first energy storage 6.
  • the use of lithium titanate-based storage elements 1 is advantageous in terms of the safety of the second energy storage 7, as these in particular have a comparatively high thermal stability.
  • the second energy store 7 from three series-connected lithium-based storage elements 11 and a series-connected lithium titanate-based storage element 11 (cf., FIG. 4, line 14).
  • the rated voltage of the second energy store 7 would be within a state of charge interval of the second energy store 7 lying within the charge state limits of 0 and 100% between 40 and 100% in a range between the maximum charging voltage (see Fig. 4, line 9) and the rated voltage (see Fig. 4, line 10) of the first energy storage 6th
  • the second energy store 7 is possible. These have in common that their rated voltage in a state of charge state within the state of charge limits of 0 and 100% of at least 40 to 60% in a range between the maximum charging voltage (see Fig. 4, line 9) and the rated voltage (see FIG. 4, straight line 10) of the first energy store 6 is located.
  • the nominal voltage of the second energy storage 7 should basically over a wide charge state interval between the maximum charging voltage (see. 4, straight line 9) and the nominal voltage (cf., Fig. 4, straight line 10) of the first energy store 6 are located.
  • the energy storage device 3 that is, the first and the second energy storage 6, 7, in a common housing.
  • Such a particularly compact, easy to handle and weight-reduced design of the energy storage device 3 is given.
  • the first energy storage 6 is primarily used for starting the motor vehicle 1, since regularly high currents are necessary here. Because of the high cycle stability of the second energy store 7 compared to the first energy store 6, that is to say the second energy store 7 can be charged and discharged more frequently, this is provided in particular for the recuperation operation of the motor vehicle 1 or the generator 4. Also in a so-called start-stop mode or a coasting mode of the motor vehicle 1, the second energy storage 7 is used primarily.
  • a control device is provided which controls the connection or disconnection of the energy storage 6, 7 from the electrical system 1.
  • the energy storage device 3 according to the invention also provides a better vehicle acceleration, since the second energy storage 7 takes over the supply of the electrical system 1 with low voltage reduction of the generator 4.
  • FIG. 2 shows a schematic representation of an electrical system 1 of a motor vehicle 2 according to a further exemplary embodiment of the invention.
  • the essential difference from the embodiment shown in FIG. 1 consists in the diode 18 connected between the first energy store 6 and the second energy store 7, which is present in particular in the form of a quasi-diode.
  • the fürrichturig the diode 18 points in the direction of the second energy storage 7.
  • the diode 18 can be bridged for the first or an emergency start of the motor vehicle. In this case, power of the second energy store 7 for starting the motor vehicle 1 can thus additionally be made available.
  • the dashed box 19 shows the possibility to integrate the diode 18, the switch 16 and the second energy storage 7 in a common housing. It is also conceivable to integrate only the switch 15 and the diode 18 in a common housing.
  • FIG. 3 shows a schematic diagram of an electrical system 1 of a motor vehicle according to a further exemplary embodiment of the invention.
  • the essential difference from the embodiments shown in FIGS. 1, 2 consists in the design of the second energy store 7, which here comprises at least one capacitor 20 in addition to three lithium-based storage elements 11.
  • the capacitor 20 is connected in series with the memory elements 11. Accordingly, the electric capacity of the second energy storage 7 can be increased.
  • the capacitor 20 is advantageously a double-layer capacitor.
  • the nominal voltage of the capacitor 20 is for example about 3 volts.
  • a series connection of lithium-based storage elements 11 and a capacitor can also be formed, for example, by five lithium titanate-based storage elements 11 and a double-layer capacitor (compare Fig. 4, line 21).
  • the rated voltage of the second energy store 7 would be between 15 and 85% within a charge state interval of the second energy store 7 within the charge state limits of 0 and 100% in a range between the maximum charge voltage (compare FIG Rated voltage (see Fig. 4, line 10) of the first energy storage. 6
  • FIG. 5 shows a diagram for the course of the battery voltage U against the state of charge SOC of an exemplary embodiment of a second energy store 7 according to the invention, based on 6 series-connected lithium titanate-based storage elements 11 for different charging or discharge states. From this it can be seen that it is desirable for the second energy store 7 to have a course which is as close as possible midway between the maximum charge voltage (see FIG. 5, straight line 9) and the rated voltage (compare FIG. 5, straight line 10) of the first energy store 6 5, line 22), since in this case the profile of the rated voltage of the second energy store 7 is in a charge state (see FIG. 5, line 23) as well as in a discharge state (see FIG. Line 24), over the widest possible charge state interval between the maximum charging voltage (see Fig. 5, line 9) and the rated voltage (see Fig. 5, line 10) of the first energy storage 6 is located.
  • FIGS. 6, 7 essentially correspond to those shown in FIGS. 4, 5, but here the nominal voltage of the first energy store 6 is in each case approximately 12 V (compare FIGS. 6, 7, line 10). In addition, in each case one the minimum operating voltage of the first energy storage device 6 concerned straight line 37 is shown, which is for example at about 13 V.
  • the nominal voltage of the different embodiments of the second energy store 7 (compare Fig. 4, lines 12, 13, 14, 21) is in a range between 0 and 10 and 100% within a charge state interval within the state of charge limits of 0 and 100% between 4, straight line 9) and the rated voltage (compare FIGS.
  • FIGS. 8-11 show diagrams for the course of the battery voltage U against the state of charge SO.C of further exemplary embodiments of a second energy store 7 according to the invention for different charging and discharging states.
  • the embodiments of the second energy store 7 shown in FIGS. 6-9 are suitable in particular for use of the energy storage arrangement 3 according to the invention as part of a 24 volt vehicle electrical system 1 of a motor vehicle 2.
  • the straight line 9 concerns the maximum Charging voltage of the first energy storage 6, the straight line 10, the rated voltage of the first energy storage 6 and the straight line 37, the minimum operating voltage of the first energy storage. 6
  • the embodiment shown in FIG. 8 is a second energy store 7 formed from lithium-based storage elements 11 connected in series.
  • the course of the nominal voltage (see FIG. 8, line 25) of the second energy store 7 lies in one Charge state interval of about 65 to 100% between the maximum charging voltage (see Fig. 8, line 9) and the rated voltage (see Fig. 8, line 10) of the first energy store 6.
  • FIG. 9 is a second energy store 7 formed of lithium based and 2 lithium titanate based storage elements 11, which storage elements 11 are in turn connected in series, the rated voltage (see FIG , Line 28) of a second energy accumulator 7 constructed in this way as well as its nominal voltage during a charging process (compare Fig. 9, line 29) and during a discharging process (compare Fig. 9, line 30) is for a charge state interval of about 50 to 90%. between the maximum charging voltage (compare Fig. 9, line 9) and the rated voltage (see Fig. 9, line 10) of the first energy storage. 6
  • a second energy store 7 shown in FIG. 10, which is formed from 7 lithium-based storage elements 11 and 1 on lithium titanate-based storage element 11.
  • the second energy storage 7 forming memory elements 11 are connected in series.
  • the charge state interval begins, in which the nominal voltage (compare Fig. 10, line 31) in general as well as during a charging process (see Fig. 10, line 32) and during a discharge process (see Fig. 10, line 33). between the maximum charging voltage (see Fig. 10, line 9) and the rated voltage (see Fig. 10, line 10) of the first energy storage 6, already at a state of charge of 20% and ends at a state of charge of about 80% , In the charging operation of the second energy storage 7, the state of charge state ends already at about 65%.
  • Fig. 11 shows an embodiment of a second energy store 7 connected in series, each formed on lithium-based storage elements 11. Its rated voltage (see Fig. 11, line 34) runs in a charge state interval of approximately 55 to 100% 11, straight line 9) and the nominal voltage (compare FIG. 11, straight line 10) of the first energy store 6. The same applies to a charging process (compare FIG. 11, line 35) and a discharging process (FIG. see Fig. 11, line 36).
  • the curve for the charging process expediently shows over a charge state interval of about 20 to 100%, a flat rising profile between the maximum charging voltage (see Fig. 11, line 9) and the rated voltage (see Fig .. 11, line 10) the first energy store 6.
  • the rated voltages of the second energy store 7 are within the state of charge limits due to state of charge limits from 0 to 100% of at least about 60 to 100% (see Fig. 8, line 25) up to charge state intervals of about 15 to 100% (see Fig. 10, line 31) also between the maximum charging voltage (see Fig. 8 -. 11, line 9) and the minimum operating voltage (compare FIGS. 8-11, line 37) of the first energy store 6.
  • FIGS. 8-11, line 37 the minimum operating voltage

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Abstract

L'invention concerne un système d'accumulation d'énergie comprenant au moins deux accumulateurs d'énergie rechargeables, couplés en parallèle, un premier accumulateur d'énergie comprenant plusieurs éléments d'accumulation à base de plomb, un second accumulateur d'énergie (7) comprenant quant à lui plusieurs éléments d'accumulation (11) à base de lithium. Entre les limites d'état de charge allant de 0 à 100%, un intervalle d'état de charge est donné, dans lequel la tension nominale (12, 13, 14, 21) du second accumulateur d'énergie (7) se situe dans une plage comprise entre la tension de charge maximale (9) et la tension nominale (10) du premier accumulateur d'énergie (6).
EP12701683.0A 2011-04-12 2012-01-27 Système d'accumulation d'énergie Withdrawn EP2697502A2 (fr)

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DE102011016785 2011-04-12
DE102011108231A DE102011108231A1 (de) 2011-04-12 2011-07-22 Energiespeicheranordung
PCT/EP2012/000361 WO2012139675A2 (fr) 2011-04-12 2012-01-27 Système d'accumulation d'énergie

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WO2012139675A3 (fr) 2013-01-03
US9754732B2 (en) 2017-09-05
US20140327298A1 (en) 2014-11-06
CN103608579B (zh) 2016-05-11
CN103608579A (zh) 2014-02-26
DE102011112131A1 (de) 2012-10-18
DE102011108231A1 (de) 2012-10-18
US9431180B2 (en) 2016-08-30
DE102011112131B4 (de) 2013-11-21
WO2012139675A2 (fr) 2012-10-18
US20140300181A1 (en) 2014-10-09
WO2012139713A3 (fr) 2013-03-21
WO2012139713A2 (fr) 2012-10-18
CN103597201A (zh) 2014-02-19
EP2697503A2 (fr) 2014-02-19

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