TWI731488B - 電池回充控制方法 - Google Patents

電池回充控制方法 Download PDF

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TWI731488B
TWI731488B TW108143343A TW108143343A TWI731488B TW I731488 B TWI731488 B TW I731488B TW 108143343 A TW108143343 A TW 108143343A TW 108143343 A TW108143343 A TW 108143343A TW I731488 B TWI731488 B TW I731488B
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time
current
control method
battery pack
battery
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許註翔
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宏碁股份有限公司
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Priority to CN202010081323.3A priority patent/CN112848899B/zh
Priority to US16/821,187 priority patent/US11332018B2/en
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Abstract

電池回充控制方法，應用於一電動交通工具，該電池回充控制方法包括：當偵測到目前處於一回充狀態時，判斷一電池組是否處於一保護狀態；如果判斷該電池組處於該保護狀態，則記錄一當下電池組發生異常時間點，並根據該電動交通工具的一目前車速來得到一時間臨界值；判斷一目前時間是否小於該時間臨界值；如果該目前時間小於該時間臨界值，則進入一第一階段，以調整一脈衝寬度調變(PWM)工作週期；以及如果該目前時間大於該時間臨界值，則進入一第二階段，以調整一PWM工作頻率。

Description

電池回充控制方法
本發明是有關於一種電池回充控制方法，且特別是有關於一種應用於電動交通工具(如電動機車或電動自行車)之電池回充控制方法。
世界環保意識日漸抬頭，人們試圖減少對石化能源的依賴。於是強調使用環保、無污染及純電力來驅動的電動交通工具，日益受到世人的重視。
一般電動車常使用的無刷直流馬達為直驅輪轂馬達。而直驅輪轂馬達的優點為：縮小硬體佔用空間、減少重量、不需減速器、降低成本、傳動機構簡化、控制系統簡化、提升整個驅動系統的運轉效率。
在傳統電動機車(或電動自行車)行駛過程中，煞車方式是利用機械煞車來增加車輪的摩擦力，將機車的動能轉為熱能消耗掉，以達到減速的目的。
以能量的觀點來看，當電動車處於煞車狀態時，會消耗能量，如果可將所要消耗的動能轉換為電能來回充至電池端，可同時達到電子煞車與能量回收的雙重目的是目前增加電動車的續航力的研究方向。
目前常見的煞車能量回收架構，可以分成兩種：(1)第一種：需要額外電路設計(例如升壓充電迴路、定電壓迴路以及用來消耗多餘動能的消耗電阻迴路等)；以及(2)第二種：不需增加任何硬體電路，僅藉由邏輯開關的切換達到能量回收的目的這兩種回充架構。
在第二種(不需增加任何硬體電路下)回充架構中，所回充的電流會直接進入電池組，如果長時間讓電池組處於回充情況下(例如下山的情況)，有可能發生因為回充電量太大引起電池組發生充電保護，在這樣的情況下，如果所產的充電電流無法被額外消耗，而得充電電流只能往馬達流動或是持續往已經發生保護的電池流動，這樣會增加損壞馬達或是電池組的機率。
根據本案一實施例，提出一種電池回充控制方法，應用於一電動交通工具，該電池回充控制方法包括：當偵測到目前處於一回充狀態時，判斷一電池組是否處於一保護狀態；如果判斷該電池組處於該保護狀態，則記錄一當下電池組發生異常時間點，並根據該電動交通工具的一目前車速來得到一時間臨界值；判斷一目前時間是否小於該時間臨界值；如果該目前時間小於該時間臨界值，則進入一第一階段，以調整一脈衝寬度調變(PWM)工作週期；以及如果該目前時間大於該時間臨界值，則進入一第二階段，以調整一PWM工作頻率。
為了對本發明之上述及其他方面有更佳的瞭解，下文特舉實施例，並配合所附圖式詳細說明如下：
本說明書的技術用語係參照本技術領域之習慣用語，如本說明書對部分用語有加以說明或定義，該部分用語之解釋係以本說明書之說明或定義為準。本揭露之各個實施例分別具有一或多個技術特徵。在可能實施的前提下，本技術領域具有通常知識者可選擇性地實施任一實施例中部分或全部的技術特徵，或者選擇性地將這些實施例中部分或全部的技術特徵加以組合。
第1圖顯示根據本案一實施例的電動交通工具(如電動機車或電動自行車)之電池回充控制方法的流程圖。第2圖顯示根據本案實施例的脈衝寬度調變(PWM, pulse width modulation)工作週期、PWM工作頻率與時間示意圖。
當電動交通工具(如電動機車或電動自行車)的馬達控制器偵測到目前處於回充狀態時，第1圖的本案實施例的電池回充控制方法即可啟動。
如第1圖所示，於步驟110，判斷電動交通工具的電池組是否處於保護狀態(例如電池組的充電電流是否過高或是電池組的目前電壓是否過高)。如果步驟110判斷為否，則流程結束。如果步驟110的判斷為是，則於步驟120中，記錄當下電池組發生異常時間點T_ERROR，並根據目前車速來計算間隔時間參數T_INT，以得到時間臨界值T1。
在本案一可能例子中，時間臨界值T1的值根據目前車速來做調整，T1的算法公式如後：T1 = T_ERROR+T_INT，其中，T_ERROR代表電池組發生異常時間點，而T_INT代表間隔時間參數。間隔時間參數T_INT例如但不受限於，T_INT=V*K，其中，V代表目前車速(Km/hr)而K代表常數(但如但不受限於，K=0.3)。所以，例如目前車速是40Km/hr，則間隔時間參數T_INT=40*0.3=12(秒)。
於步驟130中，判斷目前時間是否小於時間臨界值T1。如果步驟130為是(目前時間小於時間臨界值T1)，則流程進入第一階段。如果步驟130為否(目前時間大於時間臨界值T1)，則流程進入第二階段。
在本案實施例中，於第一階段中，調整PWM工作週期(亦即逐漸降低PWM工作週期)，其目的是讓回充到電池組的電流變小和減低車速；而在第二階段中，則是調整PWM工作頻率(亦即拉高PWM工作頻率)，其目的是將多餘動能轉成熱能消耗掉。
於第一階段中，如步驟140所示，將PWM工作週期設定為初始PWM工作週期值RB_INI_DUTY。在一可能例子中，初始PWM工作週期值RB_INI_DUTY的值舉例但不受限於為40%。
於第一階段中，如步驟150所示，每換相一次(亦即，馬達每換相一次)，將PWM工作週期從該初始PWM工作週期值RB_INI_DUTY減少一值(舉例但不受限於為5%)。
由於回充電流跟PWM工作週期有相關，PWM工作週期愈大則回充電流愈大，相對而言，剎車力度就愈強。故而，於本案實施例中，如上述般，在第一階段過程中，所設定的初始PWM工作週期值RB_INI_DUTY的值(舉例但不受限於為40%)不會導致電動車馬上停下來(在下坡時)，讓電動車可以在下坡時維持行走的狀態但又能降低車速，而且也不會有大電流回充到電池組。故而，於第一階段中，目的是希望讓車速減下來，但又不會對電池組產生太大的回充電流。
於第二階段中，於步驟160中，將PWM工作週期固定為最小PWM工作週期RB_MIN_DUTY。在一可能例子中，最小PWM工作週期RB_MIN_DUTY的值舉例但不受限於為5%。
於第二階段中，於步驟170中，設定PWM工作頻率超過馬達適用PWM工作頻率。如所知般，如果所設定的PWM工作頻率超過馬達適用PWM工作頻率，則馬達將不會運轉，但馬達內部的切換開關(例如MOS電晶體)將隨著所設定的PWM工作頻率來切換。如此一來，於第二階段中，可將大部分的電能(來自於剎車所產生)轉換成熱能(熱能來自於MOS電晶體的切換)消耗掉(也就是將剎車所產生的電能被MOS電晶體的切換所消耗)。亦即，在本案實施例中，不是讓剎車所產生的電能運作在馬達上來產生電流。在本案實施例中，由於將電能額外消耗掉，電流不會在馬達內亂竄，可以避免過大的回充電流破壞馬達。也由於將回充電流以熱能方式消耗，可以保護電池組避免被過回充電流燒毀。故而，本案實施例可以避免對馬達和電池組產生影響。
由上述實施例可知，在本案實施例中，可以在低成本(不需增加任何硬體電路)回充架構下，在達到回充電量功能之外也能避免過多的回充電流損傷電池組與馬達。
綜上所述，雖然本發明已以實施例揭露如上，然其並非用以限定本發明。本發明所屬技術領域中具有通常知識者，在不脫離本發明之精神和範圍內，當可作各種之更動與潤飾。因此，本發明之保護範圍當視後附之申請專利範圍所界定者為準。
110-170：步驟
第1圖顯示根據本案一實施例的電動交通工具之電池回充控制方法的流程圖。 第2圖顯示根據本案實施例的脈衝寬度調變(PWM)工作週期、PWM工作頻率與時間示意圖。
110-170：步驟

Claims (8)

  1. 一種電池回充控制方法，應用於一電動交通工具，該電池回充控制方法包括： 當偵測到目前處於一回充狀態時，判斷一電池組是否處於一保護狀態； 如果判斷該電池組處於一保護狀態，則記錄一當下電池組發生異常時間點，並根據該電動交通工具的一目前車速來得到一時間臨界值； 判斷一目前時間是否小於該時間臨界值； 如果該目前時間小於該時間臨界值，則進入一第一階段，以調整一脈衝寬度調變(PWM)工作週期；以及 如果該目前時間大於該時間臨界值，則進入一第二階段，以調整一PWM工作頻率。
  2. 如申請專利範圍第1項所述之電池回充控制方法，其中，判斷該電池組是否處於該保護狀態時，判斷該電池組的一充電電流是否過高或是該電池組的一目前電壓是否過高。
  3. 如申請專利範圍第1項所述之電池回充控制方法，其中，根據該電動交通工具的該目前車速來計算一間隔時間參數，並根據所記錄的該當下電池組發生異常時間點與該間隔時間參數以得到該時間臨界值。
  4. 如申請專利範圍第3項所述之電池回充控制方法，其中，該時間臨界值為該當下電池組發生異常時間點與該間隔時間參數之和。
  5. 如申請專利範圍第1項所述之電池回充控制方法，其中，於該第一階段中，將該PWM工作週期設定為一初始PWM工作週期值。
  6. 如申請專利範圍第5項所述之電池回充控制方法，其中，於該第一階段中，每換相一次，將該PWM工作週期從該初始PWM工作週期值減少。
  7. 如申請專利範圍第6項所述之電池回充控制方法，其中，於該第二階段中，將該PWM工作週期固定為一最小PWM工作週期。
  8. 如申請專利範圍第7項所述之電池回充控制方法，其中，於該第二階段中，設定該PWM工作頻率超過一馬達適用PWM工作頻率。
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