WO2022175516A1 - Batterie et système de batterie pour véhicules électriques et hybrides - Google Patents

Batterie et système de batterie pour véhicules électriques et hybrides Download PDF

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Publication number
WO2022175516A1
WO2022175516A1 PCT/EP2022/054226 EP2022054226W WO2022175516A1 WO 2022175516 A1 WO2022175516 A1 WO 2022175516A1 EP 2022054226 W EP2022054226 W EP 2022054226W WO 2022175516 A1 WO2022175516 A1 WO 2022175516A1
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WO
WIPO (PCT)
Prior art keywords
battery
balancing
connection
batteries
section
Prior art date
Application number
PCT/EP2022/054226
Other languages
German (de)
English (en)
Inventor
Marc Hartmeyer
Original Assignee
Webasto SE
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 Webasto SE filed Critical Webasto SE
Publication of WO2022175516A1 publication Critical patent/WO2022175516A1/fr

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Classifications

    • 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
    • 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
    • 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
    • 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
    • B60L58/22—Balancing the charge of battery 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
    • H01M10/42—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
    • H01M2220/00—Batteries for particular applications
    • H01M2220/10—Batteries in stationary systems, e.g. emergency power source in plant
    • 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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/0031—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits using battery or load disconnect circuits
    • 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
    • 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 present invention relates to a battery and a battery system, in particular for use as a traction battery for an electric or hybrid vehicle and/or for use in stationary storage applications.
  • Battery systems for electric and hybrid vehicles as well as vehicles with fuel cells are the subject of current research and development. It is known to connect individual batteries in parallel and/or in series via switches, such as relays or semiconductor switches, for operation in a combined battery in order to increase the total energy and/or power.
  • switches such as relays or semiconductor switches
  • FIG. 1 shows an exemplary combination of several (individual) batteries 10, which are preferably high-voltage batteries (HV batteries), to form a combined battery, which is referred to as battery system 1 herein.
  • HV batteries high-voltage batteries
  • four batteries 10 are partly connected in parallel and partly in series in a main network 11 .
  • the main network 11 includes a main current path with a first line 11a and a second line 11b at different potentials, the battery system 1 being connected via the main current path to a power supply and/or load, not shown in the figures.
  • the batteries 10 can be separated from one another via relays (not shown here).
  • Increasing voltage differences of the batteries 10 in the partially or completely disconnected state are usually unavoidable, since the batteries 10 discharge at different rates due to temperature differences, for example, have different internal parallel resistances or are exposed to different charging/discharging processes in the partially connected state.
  • the energy in the overall system is limited to the state of charge (SOC) of the weakest battery.
  • the different states of charge of the individual batteries 10 lead to a parallel and serial imbalance in the battery system 1 .
  • the battery 10 with the highest voltage across the consumer for example a vehicle
  • the battery 10 with the lowest voltage can be discharged to level with the other batteries 10 in the event of a parallel imbalance. This also works when charging, here the batteries 10 with the lowest voltage are switched on first.
  • the state of charge can be equalized, for example, by specifically discharging the batteries with a higher voltage using what is known as cell balancing in the battery management system (BMS). All battery cells in the relevant battery 10 are discharged to the required voltage via cell balancing.
  • BMS battery management system
  • An object of the present invention is to provide an improved battery and an improved battery system, in particular for use as a traction battery for an electric or hybrid vehicle and/or for stationary storage applications.
  • the battery according to the invention can be interconnected with other such batteries in a particularly simple manner, for example in order to increase the total energy and/or power of the resulting battery system.
  • the battery is therefore preferably used as a traction battery or part of one for an electric or hybrid vehicle, particularly in the commercial vehicle sector (buses, trucks, tractors, crane trucks, construction machinery, tractors, etc.).
  • Such a battery can also be used to construct a battery system for stationary applications, for example for storage applications in households or for industrial applications.
  • the battery includes a battery section that has at least one battery module with at least one battery cell.
  • a number of battery modules each with a number of battery cells, are provided and combined in the battery section of the battery.
  • the battery cells are, for example, cylindrical in shape and arranged next to one another in a grid-like manner, aligned in parallel. However, prismatic battery cells or pouch cells can also be used.
  • the battery cells are usually held in a sandwich-like manner by a module base plate and a module cover plate, which, in addition to the mechanical function of combining and fixing the battery cells into corresponding battery modules, can also carry out the electrical wiring of the battery cells.
  • the battery section also has a main connection connected to the battery module(s), via which the battery can be connected to a load and/or a power supply. The battery can be integrated into a main network via the main connection.
  • the battery is then connected to a battery system together with another battery via the main connection in order to provide energy for the respective consumer.
  • connection usually refers to an electrical connection, which can include a mechanical connection, although this does not necessarily have to be the case, at least in the case of electronic control or signal connections.
  • the proposed battery also includes a balancing section, which is connected to the battery section via a balancing path (electrically) and one from the main connection has a separate balancing connection.
  • the balancing connection differs accordingly from the main connection, ie they are not designations for the same connection.
  • connection of the balancing section to the battery section therefore creates an electrical connection between the battery cells of the battery section and the balancing section.
  • the balancing connections can be used to connect and switch multiple batteries in a balancing network, which differs from the main network, for example to supply a load, in parallel and/or in series, in order to compensate for voltage differences or charge differences between the batteries.
  • a balancing can preferably also or exclusively be carried out when the respective battery sections are switched off, i.e. outside of the regular charging or power output mode via the main network.
  • the interconnection of batteries to form a battery system is made significantly easier if the batteries are each equipped with a balancing section as proposed here.
  • the full operational readiness of the resulting battery system can be ensured much better.
  • the main circuit for example the vehicle, does not have to be switched on for balancing, i.e. adjusting the voltage or charge status of the different batteries, and can therefore remain voltage-free.
  • Parallel and serial imbalances can be eliminated simultaneously.
  • Impulse currents are eliminated or at least minimized, which means that balancing puts less stress on the battery cells and components. For example, charge balancing occurs in minutes instead of seconds, resulting in improved component durability and reliability.
  • the battery is preferably an HV battery (high-voltage battery), the main connection and/or balancing connection being an HV connection (high-voltage connection) in this case, which means that the battery is suitable as a traction battery.
  • the main connection and/or the balancing connection are preferably integrated into HVIL monitoring (high-voltage interlock monitoring) in order to ensure protection against accidental contact.
  • An HVIL includes a separate signal circuit or a pilot line, which is monitored by a monitoring unit, and provides signal contacts at all connections, which can be designed as plugs or sockets, for example. By connecting a correspondingly complementary connection to the respective plugs or sockets, the signal contacts are closed and the signal circuit is thus closed.
  • the main connection and/or balancing connection preferably includes a plug-in connection, which enables the batteries to be connected together quickly and safely, with the plug-in connection of the main connection preferably being provided separately from the plug-in connection of the balancing connection.
  • the main connection and the separate balancing connection can also be combined in a common plug.
  • the balancing section preferably includes a current limiter which is arranged in the balancing path between the battery section and the balancing connection.
  • the current limiter is set up to equalize different states of charge when several batteries are interconnected via the respective balancing connections.
  • the current limiter is preferably set up in such a way that the charge states are equalized with controlled, in particular comparatively low, currents.
  • the current limiter preferably includes a resistor in the balancing path, as a result of which current limitation is implemented in a structurally simple and reliable manner.
  • the balancing section only includes the balancing connection, a two-pole switch controlled by the BMS and any fuse. The actual current limitation then takes place externally, for example in a conditioning device.
  • the current limiter preferably includes a thermal regulation.
  • the thermal regulation is realized by a thermal shutdown.
  • the thermal control is preferably in communication with the switch to switch it on when needed.
  • the communication or triggering of the switch can be wired or wireless.
  • a thermal control in the balancing section is helpful in order not to design the electrical/electronic components for the highest possible operating point have to. Alternatively or additionally, this function can be taken over by a battery management system (BMS).
  • BMS battery management system
  • the current limiter preferably includes an overvoltage cut-off, which is particularly helpful when operating with batteries connected in series.
  • the overvoltage shutdown is preferably in communication with the switch to switch it when needed.
  • the communication or triggering of the switch can be wired or wireless. Additionally or alternatively, this function can also be taken over by the BMS.
  • the current limiter preferably includes a fuse, which is particularly preferably designed as a safety fuse or a pyrofuse or pyro fuse.
  • the fuse protects the battery's electrical system in the event of a short circuit.
  • the balancing section preferably includes a switch that is set up to open or close the balancing path between the battery section and the balancing connection.
  • the balancing connection can be switched on or off via the switch as required, which means that balancing operation and regular operation can be separated from one another.
  • the switch can preferably be controlled via the BMS.
  • the switch preferably comprises at least one relay and/or a relay-semiconductor combination in order to implement a reliable electronic remote control of the switch.
  • the switch is preferably a two-pole switch set up to synchronously open or close the first line and second line of the balancing path. If one pole of the switch is made of a semiconductor, pulse-pause control (PWM) can be implemented.
  • PWM pulse-pause control
  • a maximum temperature can be regulated via a PWM. This can be compensated for as quickly as possible over a wide working range (voltage differences).
  • the batteries are preferably interconnected via their main power connections in a main network, as a result of which a powerful or high-energy overall battery is provided in a simple manner and configurable as required.
  • the main network can be connected or is connected to a load, for example the electric motor of a vehicle, and/or a power supply, for example for charging the battery system.
  • the batteries - in addition to or as an alternative to the main network - are interconnected, i.e. connected to one another, via their balancing connections in a balancing network that differs from the main network.
  • the battery system can also be charged or discharged with low current.
  • a desired state of charge can thus be set in a gentle manner, for example 50% when the battery system is not used (overwintering) or 100% for maximum energy.
  • the balancing network is preferably connected to a conditioning device that is set up to bring the batteries to a predetermined, i.e. desired, state of charge via their balancing connections.
  • the conditioning device can comprise a charger and/or discharger which can be connected or is connected to a power supply.
  • the conditioning device can differ from a normal charging device, for example a wall box, can be implemented by such a device or can be integrated into such a device.
  • the battery system preferably forms a traction battery for an electric or hybrid vehicle, with the flexibility provided here being particularly suitable for high performance requirements, such as those made in the field of commercial vehicles (buses, trucks, tractor units, crane trucks, tractors and the like).
  • FIG. 1 schematically shows a battery system with batteries connected in parallel and in series in a main network
  • FIG. 2 shows schematically the structure of a battery with a balancing section which includes a current limiter and a balancing connection;
  • FIG. 3 schematically shows the structure of an exemplary balancing section
  • FIG. 4 schematically shows a battery system with batteries connected in parallel and in series in a main network and a balancing network
  • FIG. 2 shows in a schematic way the construction of an improved battery 10, which can be used for the installation of a battery system 1, for example according to FIG. 1, the above description of which is incorporated herein.
  • the battery system 1 is preferably used as a traction battery for an electric or hybrid vehicle and/or as a stationary storage application.
  • the modular batteries 10 are preferably HV batteries.
  • a plurality of batteries 10 that are positioned at different positions in the vehicle are often connected together to form such a battery system 1 .
  • the batteries 10 can be arranged, for example, in the underbody, in the front of the vehicle and/or in the rear of the vehicle.
  • the battery 10 has a battery housing 12 which is preferably designed to be fluid-tight.
  • the battery 10 also includes a battery section 20 which is arranged in the battery housing 12 and which can have the structure of a conventional battery.
  • the battery section 20 thus comprises at least one, but preferably a plurality of battery modules 21 with usually a plurality of battery cells, which are not shown in the figures for the sake of clarity.
  • the battery cells are, for example, cylindrical in shape and arranged in a grid-like manner next to one another, aligned in parallel, for example in the structure of closest circular packing (seen in cross-section relative to the longitudinal extension of the battery cells).
  • the battery cells are preferably held in a sandwich-like manner by a module base plate and a module cover plate which, in addition to the mechanical function of combining and fixing the battery cells into battery modules 21, can also carry out the electrical wiring of the battery cells.
  • the battery portion 20 may further include a connector portion 22 that physically brings leads and/or connectors together, for example.
  • the connection section 22 can alternatively or additionally have sensors, electronics and/or a complete or partial battery control.
  • the connection section 22 can include a battery management system BMS 24 (cf. FIG. 3) or can communicate with one.
  • the BMS 24 takes over the electronic control of the battery 10 or subtasks of the same.
  • a BMS 24 can also be part of the battery system 1, can be implemented externally, centrally or decentrally, with software or in some other way.
  • the battery section 20 is also equipped with a main connection 23, via which the battery 10 can be integrated into the main network 11 and thus connected to the lines 11a, 11b of the main current path.
  • the battery 10 can thus be connected to a load and/or a power supply on its own or as part of the battery system 1 .
  • the main connection 23 is preferably an HV connection and designed as a corresponding plug connection.
  • the proposed battery 10 has a balancing section 30, which provides a balancing or compensating function, whereby voltages or charges when several batteries 10 are connected together to form the battery system 1 can be balanced with one another in a gentle manner.
  • the balancing section 30 is connected to the battery section 20 via a balancing path 13 comprising a first line 13a and a second line 13b.
  • the balancing path 13 is present with all battery cells connected - for example, the first line 13a can be connected to the positive HV path of the battery section 20 and the second line 13b can be connected to the negative HV path of the battery section 20.
  • the balancing section 30 includes a balancing connection 31 which, like the main connection 23 , is preferably an HV connection, but is designed separately from the main connection 23 .
  • the balancing connection 31 provides an additional connection via which all the batteries 10 of the battery system 1 or a subset thereof can be connected to one another in a current-limited manner.
  • the balancing section 30 includes a current limiter 32 in the balancing path 13 and optionally a switch 33 that is set up to open, i.e. to interrupt or close, the balancing path 13 in the battery 10 .
  • the voltages or charges can equalize in a current-limited manner via the interposed current limiters 32.
  • the main connection 23 and/or the balancing connection 31 are preferably implemented via respective plug connections in order to enable the batteries 10 to be connected together quickly and safely. Furthermore, the main connection 23 and/or the balancing connection 31 are preferably integrated into HVIL monitoring (high-voltage interlock monitoring) in order to ensure protection against accidental contact.
  • HVIL monitoring high-voltage interlock monitoring
  • An HVIL includes a separate signal circuit or a pilot line, which is monitored by a monitoring unit, and provides signal contacts at all connections, which can be designed as plugs or sockets, for example. By connecting a correspondingly complementary connection to the respective plugs or sockets, the signal contacts are closed and the signal circuit is thus closed. In this way it can be determined whether complementary sockets and plugs are plugged into all plugs and sockets and the system is therefore safe to touch. Accordingly, it can be monitored that there are no open ends that could endanger people.
  • the current limiter 32 can be in the form of a simple resistor 32a or can include one, as shown in the exemplary embodiment in FIG.
  • the current limiter 32 also preferably includes a thermal controller 32b, which in the structurally simplest case is implemented by thermal shutdown. Such a thermal regulation 32b is helpful in order not to have to design the electrical/electronic components for the highest possible operating point. Alternatively or additionally, this function can be taken over by the BMS 24.
  • the current limiter 32 includes an overvoltage shutdown 32c, which is particularly useful when operating with batteries 10 connected in series. Additionally or alternatively, this function can also be taken over by the BMS 24.
  • the balancing connection 31 can be switched off via the above-mentioned switch 33 .
  • the switch 33 is preferably a two-pole switch, such as a relay or a relay-semiconductor combination, which synchronously opens or closes the lines 13a, 13b of the balancing path 13. If one pole of the switch 33 is designed with a semiconductor, pulse-pause control (PWM) can be implemented and it can also be used to control a maximum possible temperature. This can be compensated for as quickly as possible over a wide working range (voltage differences).
  • PWM pulse-pause control
  • the control of the switch 33 via the BMS 24, the thermal regulation 32b and/or the overvoltage shutdown 32c can be effected wirelessly or by wire via corresponding signal paths, identified by dotted arrows in FIG.
  • the current limiter 32 preferably includes a fuse 32d, which is designed, for example, as a safety fuse or pyrofuse, which protects in both directions in the event of a short circuit.
  • the balancing connections 31 of the individual batteries 10 are preferably connected via a simple cable, for example as a daisy chain or series connection, which is routed from one balancing connection to the next.
  • a connection can also be implemented via a bus system.
  • the balancing section 30 comprises only the balancing connection 31, a two-pole switch 33 controlled by the BMS 24 and the fuse 32d. The current limitation then takes place externally.
  • the batteries 10 can optionally be brought to a specific state of charge via the balancing connection 31 .
  • the balancing connections 31 of the batteries 10 can be switched as in the example in FIG. 4 and connected to a conditioning device 40 .
  • the conditioning device 40 comprises a charger 41, which can be connected or is connected to the power supply of a suitable power grid, and/or a discharger 42. If the conditioning device 40 is connected to the balancing connections 31 of the batteries 10 via a balancing network 43, a specific state of charge can be achieved of the entire system can be set, for example 50% when not in use (hibernation) of the battery system 1 or 100% for maximum energy.
  • the interconnection of batteries 10 to form a battery system 1 is made significantly easier if the batteries 10 are each equipped with a balancing section 30 .
  • the full operational readiness of the battery system 1 can be ensured much better.
  • the main circuit for example the vehicle, does not have to be switched on for balancing, i.e. adjusting the voltage or charge status, and can therefore remain voltage-free.
  • Parallel and serial imbalances can also be eliminated simultaneously.
  • Impulse currents are eliminated or minimized, making balancing less stressful on battery cells and components. For example, charge equalization occurs in minutes instead of seconds, resulting in increased longevity and reliability of the components.
  • the battery system 1 can also be charged or discharged with a low current. A desired state of charge can thus be set in a gentle manner.
  • the discharger 42 can also include a current limiter, via which the batteries 10 can be discharged or recharged in a current-limited manner.

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

Abstract

Batterie (10), de préférence pour une utilisation en tant que batterie de traction pour un véhicule électrique ou hybride, qui comprend : une partie batterie (20) comprenant au moins un module de batterie (21) qui comprend au moins un élément de batterie, et une borne principale (23) raccordée au module de batterie (21), par l'intermédiaire de laquelle la batterie (10) peut être reliée à une charge et/ou à une alimentation électrique ; et une partie d'équilibrage (30) pourvue d'un limiteur de courant (32) qui est relié à la partie batterie (20) par une voie d'équilibrage (13), et d'une borne d'équilibrage (31) séparée de la borne principale (23) et reliée au limiteur de courant (32).
PCT/EP2022/054226 2021-02-19 2022-02-21 Batterie et système de batterie pour véhicules électriques et hybrides WO2022175516A1 (fr)

Applications Claiming Priority (2)

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DE102021104047.7 2021-02-19
DE102021104047.7A DE102021104047B3 (de) 2021-02-19 2021-02-19 Batterie und Batteriesystem für Elektro- und Hybridfahrzeuge

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WO2022175516A1 true WO2022175516A1 (fr) 2022-08-25

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US11769935B1 (en) * 2022-10-12 2023-09-26 Lunar Energy, Inc. Wiring harness for energy storage system

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