WO2013079982A1 - Système de gestion d'accumulateur pour des éléments accumulateurs 12/24 v de démarreur, en particulier des éléments d'accumulateurs de nouvelle génération lithium-ion ou lithium-phosphate de fer - Google Patents

Système de gestion d'accumulateur pour des éléments accumulateurs 12/24 v de démarreur, en particulier des éléments d'accumulateurs de nouvelle génération lithium-ion ou lithium-phosphate de fer Download PDF

Info

Publication number
WO2013079982A1
WO2013079982A1 PCT/HR2011/000044 HR2011000044W WO2013079982A1 WO 2013079982 A1 WO2013079982 A1 WO 2013079982A1 HR 2011000044 W HR2011000044 W HR 2011000044W WO 2013079982 A1 WO2013079982 A1 WO 2013079982A1
Authority
WO
WIPO (PCT)
Prior art keywords
voltage
cells
unit
battery
balancing
Prior art date
Application number
PCT/HR2011/000044
Other languages
English (en)
Inventor
Mate Rimac
Original Assignee
Rimac Automobil D.O.O.
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 Rimac Automobil D.O.O. filed Critical Rimac Automobil D.O.O.
Priority to PCT/HR2011/000044 priority Critical patent/WO2013079982A1/fr
Publication of WO2013079982A1 publication Critical patent/WO2013079982A1/fr

Links

Classifications

    • 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
    • H01M10/44—Methods for charging or discharging
    • H01M10/441—Methods for charging or discharging for several batteries or cells simultaneously or sequentially
    • 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
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H01M10/482—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte for several batteries or cells simultaneously or sequentially
    • 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
    • H02J7/0014—Circuits for equalisation of charge between batteries
    • H02J7/0016—Circuits for equalisation of charge between batteries using shunting, discharge or bypass circuits
    • 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
    • H02J7/0047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with monitoring or indicating devices or circuits
    • 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
    • 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
    • F02N11/12—Starting of engines by means of mobile, e.g. portable, starting sets
    • 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
    • H01M2010/4271—Battery management systems including electronic circuits, e.g. control of current or voltage to keep battery in healthy state, cell balancing
    • 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

Definitions

  • the subject of present Invention is the battery management system of the 12/24 V starter battery cells, especially those of the new generation of lithium-ion, lithium-iron-phosphate batteries.
  • the system and procedure according to the present Invention maintain optimum conditions for the operation of the 12/24V starter battery pack.
  • Lead batteries used in automobiles weigh between 12 and 25 kg or more, depending on the model. By replacing lead batteries with a new generation of lithium batteries the weight would be greatly reduced and an improved product image obtained in terms of environmental protection.
  • the lead batteries Due to its large mass and toxic ingredients, the lead batteries are not considered a long-term solution for starting automobiles, trucks, other vehicles and products from similar areas of application.
  • the subject of this Invention is the application of the new generation of 12/24 V batteries with systems which maintain optimum conditions for battery operation, featuring many advantages over the conventional lead battery, able to largely eliminate the shortcomings of the conventional battery in respect of bulky mass and toxic ingredients.
  • Lithium-iron-phosphate is a compound thinly applied to the anode and cathode layers of lithium-iron- phosphate battery cells. Such cells have proved to be the best choice for the new generation of 12V battery owing to a high degree of safety compared with other technologies (e.g., lithium-polymer or lithium-ion), long life (over 2000 charge/discharge cycles up to 80% capacity) and a relatively low price per unit of stored energy.
  • technologies e.g., lithium-polymer or lithium-ion
  • long life over 2000 charge/discharge cycles up to 80% capacity
  • a relatively low price per unit of stored energy e.g., lithium-polymer or lithium-ion
  • the LiFeP04 battery pack where we use 12 cylindrical lOAh LiFeP04 cells (4 in series, 3 in parallel), has the stored energy of 30Ah and nominal voltage of 12.8V. It is possible to extend the battery to get a much high capacity, but there is no need for it because a 30 Ah pack can provide enough power to ignite virtually any car without a major voltage drop.
  • a 4s3p (4 series, 3 parallel cells) configuration if using the lOAh LiFeP04 cells we get a pack with 30Ah capacity and 12.8V nominal voltage. With such a configuration, 900 Amperes is available at room temperature, which is sufficient to start almost any car engine. Lead batteries must have more than 90 Ah capacity to achieve so high discharge currents.
  • the nominal voltage of a lithium-iron-phosphate cell is 3,2 V.
  • a nominal voltage of 12,8V is achieved, which corresponds to the nominal voltage of the conventional lead batteries.
  • This method works in the short run without additional cell voltage regulation and balancing mechanisms. After a certain amount of time the cells start to differentiate in voltage, to the effect that some cells will have a higher voltage, whereas in others voltage will be falling. This may go on up to the point where a low voltage cell will drop below 1 V or where a high voltage cell will rise above 4V. In both cases the affected cell will fail and the whole battery pack will be rendered useless.
  • One of the basic characteristics of lithium cells is that they are very voltage- stable, so that it is almost impossible to determine the battery charge status through voltage.
  • the technical problem being solved with the present Invention is to protect individual cells and thereby the whole battery pack from failure in the following way: in case of voltage drop or rise in at least one cell beyond the preset voltage range, the battery pack is either shut off by a switch or the circuit opened towards a consumer/charger respectively.
  • voltage balancing takes place in a way that the determined voltages of all cells are compared and if the voltage of at least one cell is greater than a first limit value, and, furthermore, if the cell voltage of at least one battery cell differs from the cell voltage of ever ⁇ ' other battery cell by more than a defined second limit value, the battery management apparatus uses the lowest cell voltage of the battery cells as the reference voltage, and it discharges all other battery cells with a higher cell voltage in order to balance the voltage between the battery cells at the reference voltage.
  • voltage balancing according to the subject Invention is more efficient because it spends less energy, i.e., voltage is not balanced at the reference voltage, which is the lowest voltage of at least one battery cell. Another difference concerns a system that keeps the cells from pre-discharging and hence from failure of the battery pack. Likewise, the system according to the subject Invention keeps the battery pack from pre-charging by opening the circuit towards the consumer/charger.
  • Porsche is the only car manufacturer to launch the 12V Li-ion starter battery and offer its own Li-ion battery as a very easy alternative to the conventional lead battery, with a note that it operates only above zero (0 G).
  • This battery now serves as racing equipment, for roadtrack races, anyway not for everyday use.
  • the manufacturer also supplies the conventional lead battery for everyday use.
  • the to-date e 12V Li-Ion starter batteries do not provide cell protection if the battery is completely discharged, for example, if the car lights are left burning all night, in which case the battery is irreversibly damaged and must be replaced.
  • the Battery Management System (BMS) of the new generation of the lithium-Ion, lithium-iron- phosphate batteries measures the voltage of each cell individually and its basic function is the balancing and protection of battery cells from failure caused by voltage drop. Balancing is necessary because the cells themselves vary as a result of production tolerances, so over time they tend to show increasing differences in voltage.
  • FIG. 2 appearance of a completed battery pack with a casing
  • Fig. 3 battery pack - cross-section showing the main components inside the casing
  • Fig. 4 view of the battery pack cover and the parts arranged on the upper side
  • Fig. 5 front view of the battery pack
  • Fig. 6 front view with a transparent casing to show the components inside
  • Fig. 7 3D-view of the main components of the battery pack without the casing
  • Fig. 8 side view of the battery pack with a transparent casing
  • Fig. 10 characteristic of lithium-iron-phosphate batteries (ratio between voltage and charge status), Fig. 11 - screen, and
  • FIG. 12 example of a battery pack with flat cells
  • the system By monitoring voltage over time, the system detects when the cells are about to get discharged.
  • the BMS tolerates a voltage drop for a shorter period of time, because it is a normal occurrence while massive currents are drawn at start. However, if low voltage on one or more cells lasts longer jthan_5 seconds, the BMS preventively interrupts the circuit. If voltage is restored to normal level, the circuit is re-closed. Therefore, if the BMS separates the battery cells from the circuit of the consumer/motorcar, the circuit will be re-closed if the charger or another source of energy is connected to the terminals, i.e., once the voltage of all cells is returned within the given levels.
  • the battery pack Once voltage starts dropping without a load, the battery pack will have been almost completely empty and thus would not have enough power for car ignition. If a battery discharge has occurred because, for example, the car lights have been left burning all night, the remaining power would very soon dissipate, so the cell protection system would have no influence on product functionality, but would serve instead solely to save the battery cells from failure.
  • circuit opening/closing it is possible to use a relay, MOSFETs, transistors or the like, depending on application and amperage.
  • FIGS 2 through 9 show the battery pack elements.
  • the casing (1) and the cover (2) contain all the essential components of a battery pack. Visible on the outside are the casing handles (6), the terminals (3, 4), the terminal threads (5, 13, 17, 18, 20, 21), the push-button (34) and the screen (12).
  • the casing shown in Figures 2, 4 and 5 corresponds in height and width to standard casings for lead batteries, which allows a broad application of the battery pack without a need for any car modifications.
  • the terminals (3, 4) can be connected from either side of the battery pack to required places, so that the battery could be used in automobiles with differently positioned battery clamps.
  • the butt (7) at the bottom of the casing serves to receive the battery pack in the car to hold faster in place.
  • the battery cells (8) Within the casing (1) are the battery cells (8). Depending on the cell type, capacity and area of application, there can be more or less of the cells. The more cells are series-connected, the higher voltage is obtained, the more of them are parallel-connected, the higher capacity is obtained.
  • Figures 3, 6, 7, 8 and 9 show an example where the cylindrical cells in a configuration 4 series-, 3 parallel- connected are used. Physically they are held in place by the holders (35) inside the casing, the metal plates (22, 19, 31, 33), which also serve for electrical connection, and extra holders. When four battery cells (8) of this type are series-connected, the voltage obtained is similar to that of the conventional 12V lead batteries.
  • a 24V battery e.g., in a truck
  • the BMS with 8 instead of 4 channels is monitoring cell voltages.
  • the shown examples use metal plates (9) for mutual connection in series or parallel.
  • Fig. 12 shows an example with flat cells (47) inside the casing (46). For the flat cells different terminal connection methods are used.
  • the number of cells in parallel can be added as needed - if more current is required more cells will beaded in parallel connection. In terms of monitoring and management, more cells in parallel are treated as one separate cell.
  • the battery cells (8) are mutually connected in parallel by metal plates (22, 19, 31, 33) and screws (32) or in series or parallel by other means.
  • the metal plate (22) connects simultaneously three positive terminals (30) and three negative terminals (23) and thus at once connects cells in both series and parallel.
  • the metal plates in the shown examples have relief holes (23, 24, 25). Through the metal plates (16, 19, 22) current flows from the battery cells (8) to the consumers, and vice versa in case of charging.
  • a positive (29) and a negative (23) terminal are connected leading to the BMS. In that way the BMS monitors the voltage of each cell.
  • the graph in Fig. 10 shows the voltage characteristic of the cells which are suitable for this application - the lithium-iron-phosphate (LiFeP04) cells.
  • the main characteristic of such a cell is that voltage is stable for a very long time, as shown by the curve (39), regardless of the charge status. It is hence impossible alone on the basis of voltage measurement to tell how full the battery is; 3.2V may mean that the cell is 80% full, but also just 20%. It is only when the cell is nearly empty that voltage starts to drop (40). When voltage starts to drop, it is not necessary to take much power from the cell to discharge it completely. Already below 2.5 V the critical area takes over that can permanently damage the cell. When the cell reaches 0 V, it is irreversibly damaged and must be replaced.
  • the unit (10) may be a relay, a MOSFET, transistor, an IGBT-module or the like.
  • Present Invention concerns a management system for a starter battery pack containing more battery cells (8) of the new generation of lithium-ion; lithium-iron-phosphate batteries, mutually connected in series and parallel, with the series-connected cells being treated as one separate cell, where the said system contains a unit (14) designed for voltage management and measurement of each individual battery cell (8) and for management of voltage balancing operations.
  • the unit (14) generates in real time voltage signals of each of the battery cells (8) and detects cells that need balancing; and the unit (10) controlled by the unit (14).
  • the unit (14) contains data on the predefined maximum permissible voltage (104') of the cells (8), the voltage range limit values (100) of the cells (8), where the voltage range limit values (100) are defined by the lowest (10 ⁇ ) voltage and minimum balancing voltage (104), where the unit (14) detects in real time if the generated voltage signals of each of the battery cells (8) are within the voltage range limit values (100).
  • the unit (14) is configured as follows:
  • the system provides that the control unit (14), for a predefined time interval in which the voltage of at least one of more cells drops to the lowest level (10 ⁇ ) of the voltage range (100) or below, does not interrupt the circuit through the unit (10). Furthermore, the system provides that the control unit (14) interrupts the circuit through the unit (10) for a predefined time interval in which the voltage of at least one of more cells rises above the maximum permissible level (104').
  • the example shows the relay unit (10) which is fixed by the holder (11) to the box (2). The relay (10) is connected by a terminal (27) to the metal plate which in turn is connected to the cells and by another terminal (26) to one of the battery pack terminals (16, 4). Therefore, complete current from the cells must pass through it. Its purpose is to interrupt the circuit if one or more battery cells drop to the critical level of 2V, or to another preset voltage limit voltage that depends on the chemical composition of the used cells.
  • the unit (10) is controlled by the unit (14) that monitors the voltage of each individual cell.
  • the BMS program involves predefined voltage range limit values (100), where the voltage range limit values (100) are defined by the lowest (10 ⁇ ) voltage and the minimum balancing voltage (104), temperature, etc. At any moment it is monitored if voltage is within the given range (100) - for example, not below 2.0V and not above 3.8 V. If the values are outside the given values, in step (102) the relay shuts down and thereby interrupts the connection of the battery pack to the rest of the circuit of a consumer, an automobile for example.
  • the BMS logic permits a voltage drop below the predefined lowest voltage level (10 ⁇ ) - for example, three seconds, so as to prevent the deactivation of the unit (10) during automobile ignition.
  • the unit (10) closes the circuit and switches on the relay, respectively. In normal use the circuit should be permanently closed. Using a relay that independently keeps the status saves energy.
  • a special function of the BMS is balancing (114). If the voltages of all cells lie below the minimum balancing voltage (104), the balancing of cells with high voltage (105) is not active. If the voltage of one or more cells lies above the adjusted minimum balancing voltage (104), balancing (105) will be activated. Balancing is performed in a way that a cell with excessive voltage is connected in parallel with the resistor on the plate of the unit (14), or outside of it, and is thus getting discharged. With the discharging of that cell, voltage is falling and approximates that of the rest. Since the balancing process requires energy, it is desirable that it is switched on as rarely as possible, which can be achieved by good initial balancing of the cells while assembling the battery pack.
  • the BMS can go to sleep mode (106) for a while to save energy.
  • the screen (12) is also periodically refreshed (107).
  • the LCD screen (12) spends very little electricity and thus does not generate a significant cost that can shorten the battery's life. It displays data such as cell temperature (43), total voltage or the voltage of individual cells (44), heating status (45) (ON/OFF), etc
  • step (103) the unit (10) is switched on to close the circuit. If the voltages of all battery cells (8) lie below the minimum balancing voltage (104), balancing (105) of the cells (8) will be inactive. If the voltage of one or more battery cells battery cells (8) lies above the adjusted minimum balancing voltage (104), balancing (105) becomes activated in a way that the detected battery cells (8) with excessive voltage connect in parallel with the resistor on the unit (14), or outside of it, and thus get discharged.
  • step (102) by means of the unit (10) the circuit will be interrupted, and that will interrupt the connection of the battery pack cells (8) to the rest of the consumer's circuit.
  • the said procedure tolerates a brief voltage drop to or below the lowest value (10 ⁇ ) of the voltage range (100), meaning that for a predefined time interval the unit (14) will not interrupt the connection of the battery pack cells (8) to the rest of the consumer's circuit.

Landscapes

  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Secondary Cells (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention concerne un système de gestion et un procédé pour une batterie d'accumulateurs de démarreur qui contient plusieurs éléments accumulateurs montés en série et en parallèle. Ce système comprend une unité (14) conçue pour la gestion et la mesure de la tension de chaque élément accumulateur (8) individuel et pour la gestion de l'équilibre de la tension, ladite unité produisant en temps réel les signaux de tension de chaque élément accumulateur (8) et détectant au moins un ou plusieurs éléments qui nécessitent un équilibrage. Ledit système comprend également l'unité (10) commandée par l'unité (14). L'unité (14) contient des données sur les valeurs limites prédéterminées de la plage de tension (100), les valeurs limites de la plage de tension (100) étant définies comme la tension minimale (10Γ) admissible et la tension d'équilibrage minimale (104), l'unité (14) détectant en temps réel si les signaux de tension produits dans chacun des éléments accumulateurs (8) se situent dans les valeurs limites de la plage de tension (100). L'unité (14) est configurée de la manière suivante : si la tension de chacun des éléments accumulateurs (8) individuels se situe dans les valeurs limites de la plage de tension (100), l'unité (10) ferme le circuit arrivant au consommateur et/ou au chargeur. Par ailleurs, si la tension d'au moins un ou plusieurs éléments tombe à la valeur basse (10Γ) de la plage de tension (100) ou dépasse la valeur maximale admissible, l'unité (10) interrompt le circuit. Si la tension d'au moins un ou plusieurs éléments (8) se situe au-dessus de la tension minimale d'équilibrage ajustée (104), l'équilibrage est actionné de manière à ce que les éléments ayant des tensions supérieures à la tension minimale d'équilibrage (104) se connectent en parallèle avec la résistance de l'unité (14), ou à l'extérieure de celle-ci, et se déchargent jusqu'à la tension minimale d'équilibrage (104).
PCT/HR2011/000044 2011-12-02 2011-12-02 Système de gestion d'accumulateur pour des éléments accumulateurs 12/24 v de démarreur, en particulier des éléments d'accumulateurs de nouvelle génération lithium-ion ou lithium-phosphate de fer WO2013079982A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/HR2011/000044 WO2013079982A1 (fr) 2011-12-02 2011-12-02 Système de gestion d'accumulateur pour des éléments accumulateurs 12/24 v de démarreur, en particulier des éléments d'accumulateurs de nouvelle génération lithium-ion ou lithium-phosphate de fer

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/HR2011/000044 WO2013079982A1 (fr) 2011-12-02 2011-12-02 Système de gestion d'accumulateur pour des éléments accumulateurs 12/24 v de démarreur, en particulier des éléments d'accumulateurs de nouvelle génération lithium-ion ou lithium-phosphate de fer

Publications (1)

Publication Number Publication Date
WO2013079982A1 true WO2013079982A1 (fr) 2013-06-06

Family

ID=45524874

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/HR2011/000044 WO2013079982A1 (fr) 2011-12-02 2011-12-02 Système de gestion d'accumulateur pour des éléments accumulateurs 12/24 v de démarreur, en particulier des éléments d'accumulateurs de nouvelle génération lithium-ion ou lithium-phosphate de fer

Country Status (1)

Country Link
WO (1) WO2013079982A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106374580A (zh) * 2016-10-25 2017-02-01 珠海瓦特电力设备有限公司 变电站直流电源三元锂电池在线活化方法及装置
DE102017000714A1 (de) 2017-01-26 2018-07-26 Borgward Trademark Holdings Gmbh Verfahren, Batteriemanagementsystem und Fahrzeug für Auflade-Aufwachmodus

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6114835A (en) * 1999-07-26 2000-09-05 Unitrode Corporation Multi-cell battery pack charge balancing circuit
US20020195994A1 (en) * 2001-06-07 2002-12-26 Alcatel Method of balancing an electrical battery subjected to discontinuous charging, and a battery management system for implementing the method
US20060170398A1 (en) * 2005-01-19 2006-08-03 Gunnar Gangsto Single chip microcontroller including battery management and protection
US20090039830A1 (en) * 2003-11-20 2009-02-12 Pellenc (Societe Anonyme) Equilibrated charging method for a lithium-ion or lithium-polymer battery
US20090167249A1 (en) * 2004-12-23 2009-07-02 Dell Products L.P. Method for verifying smart battery failures by measuring input charging voltage and associated systems
US20100052615A1 (en) * 2006-11-10 2010-03-04 Ivan Loncarevic Battery management system
US20100217552A1 (en) * 2009-02-23 2010-08-26 Neotec Semiconductor Ltd. Battery Management System for Measuring Remaining Charges in a Battery Packet with Multi-Cells
US20110133690A1 (en) * 2008-08-08 2011-06-09 Crane Jolyon M Cell Management System
US20110181248A1 (en) 2010-01-26 2011-07-28 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Battery management apparatus

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6114835A (en) * 1999-07-26 2000-09-05 Unitrode Corporation Multi-cell battery pack charge balancing circuit
US20020195994A1 (en) * 2001-06-07 2002-12-26 Alcatel Method of balancing an electrical battery subjected to discontinuous charging, and a battery management system for implementing the method
US20090039830A1 (en) * 2003-11-20 2009-02-12 Pellenc (Societe Anonyme) Equilibrated charging method for a lithium-ion or lithium-polymer battery
US20090167249A1 (en) * 2004-12-23 2009-07-02 Dell Products L.P. Method for verifying smart battery failures by measuring input charging voltage and associated systems
US20060170398A1 (en) * 2005-01-19 2006-08-03 Gunnar Gangsto Single chip microcontroller including battery management and protection
US20100052615A1 (en) * 2006-11-10 2010-03-04 Ivan Loncarevic Battery management system
US20110133690A1 (en) * 2008-08-08 2011-06-09 Crane Jolyon M Cell Management System
US20100217552A1 (en) * 2009-02-23 2010-08-26 Neotec Semiconductor Ltd. Battery Management System for Measuring Remaining Charges in a Battery Packet with Multi-Cells
US20110181248A1 (en) 2010-01-26 2011-07-28 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Battery management apparatus

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106374580A (zh) * 2016-10-25 2017-02-01 珠海瓦特电力设备有限公司 变电站直流电源三元锂电池在线活化方法及装置
CN106374580B (zh) * 2016-10-25 2019-04-16 珠海瓦特电力设备有限公司 变电站直流电源三元锂电池在线活化方法及装置
DE102017000714A1 (de) 2017-01-26 2018-07-26 Borgward Trademark Holdings Gmbh Verfahren, Batteriemanagementsystem und Fahrzeug für Auflade-Aufwachmodus

Similar Documents

Publication Publication Date Title
EP2797201B1 (fr) Appareil de protection d'un dispositif de stockage électrique, appareil de stockage électrique, batterie de démarreur et procédé de protection de dispositif de stockage électrique
US8581557B2 (en) Direct-current power source apparatus
US5504415A (en) Method and apparatus for automatic equalization of series-connected batteries
KR101696160B1 (ko) 전압 측정을 통한 배터리 랙 파손 방지 장치, 시스템 및 방법
WO2017130614A1 (fr) Dispositif de commande de batterie
EP2645527A1 (fr) Bloc-batteries
JP5488877B2 (ja) 電動工具
US20110012562A1 (en) Low temperature charging of li-ion cells
JP4785797B2 (ja) 車両用の電源装置
US9680320B2 (en) Battery control apparatus
US10608291B2 (en) Battery pack having a supplemental power supply
US20160118819A1 (en) Security system for an accumulator battery module and corresponding method for balancing a battery module
KR20160099357A (ko) 배터리 팩 및 이를 포함하는 배터리 시스템
US20140159664A1 (en) Method of manufacturing battery pack and battery pack
US20100207577A1 (en) Assembled battery and battery system
CN106956602B (zh) 电池组和包括该电池组的电动车
US7612540B2 (en) Lithium-ion battery diagnostic and prognostic techniques
JP5664310B2 (ja) 直流電源装置
CN112384405B (zh) 控制车辆中的电池系统的方法
JP5488085B2 (ja) 直流電源装置
WO2013079982A1 (fr) Système de gestion d'accumulateur pour des éléments accumulateurs 12/24 v de démarreur, en particulier des éléments d'accumulateurs de nouvelle génération lithium-ion ou lithium-phosphate de fer
KR20120124540A (ko) 자동차 스타팅 모터 구동용 스마트 배터리
US11979050B2 (en) Battery charge/discharge control device and battery management device
CN110581576A (zh) 用于平衡电池模块之间的压差的充电电路及其充电方法
JPWO2019088264A1 (ja) 管理装置、蓄電装置、原因の解析方法、エンジン駆動車、電気自動車

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 11811367

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 11811367

Country of ref document: EP

Kind code of ref document: A1