CN102738852A - 辅助电池充电设备 - Google Patents
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- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
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- H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
- H02J7/342—The other DC source being a battery actively interacting with the first one, i.e. battery to battery charging
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- 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
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- 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
- B60L2240/547—Voltage
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- 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
- B60L2240/549—Current
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Abstract
本发明提供了一种辅助电池充电设备,该设备被配置为包括:主电池,被设置有彼此串联连接的多个可充电电池单元;外部发电机;晶体管,被设置在所述外部发电机与辅助电池之间;运算放大器,所述运算放大器具有正输入端子、负输入端子和输出端子,其中,所述多个可充电电池单元中的一个可充电电池单元的输出电压被输入至所述正输入端子,施加到所述晶体管的电压被输入至所述负输入端子,而所述输出端子被连接到所述晶体管的控制输入端子;开关,被设置在所述外部发电机与所述晶体管之间;以及控制电路,用于在对所述辅助电池充电期间,接通所述开关以将来自所述外部发电机的电流经由所述晶体管供给到所述辅助电池。
Description
技术领域
本发明涉及一种辅助电池充电设备,用于对安装在车辆中的、除了主电池以外的辅助电池进行充电。
背景技术
图1示出现有的辅助电池充电设备。
图1中的辅助电池充电设备40安装在诸如混合动力车辆、电动车辆等的车辆中,并且其包括主电池41以及DC/DC转换器42,DC/DC转换器42减小主电池41的输出电压,以对辅助电池43进行充电。
主电池41向电动机/发电机44供电。
辅助电池43是向用于控制电动机/发电机44的驱动的控制电路供电、并向诸如汽车导航***的电子设备供电的电池,并且其功耗不低。相应地,与辅助电池43的充电相关联的主电池41的功耗增加成为受关注的问题。
主电池41被配置成串联连接多个可充电电池单元(rechargeablebattery cell),使得输出电压能够增大;然而,需要尽可能地消除这些可充电电池单元的输出电压之间的变化,以便降低总体劣化。
因此,为了尽可能地消除主电池41的可充电电池单元的输出电压之间的变化,图1中的现有的辅助电池充电设备40包括:单元监控单元平衡电路(cell monitoring cell-balance circuit)45,用于对可充电电池单元的输出电压进行均衡;以及ECU 46,用于控制单元监控单元平衡电路45的操作。
作为示例,作为用以对可充电电池单元的输出电压进行均衡的技术(下文中,称为“单元平衡”),存在如下的所谓有源***单元平衡:其中,通过经由变压器对可充电电池单元放电或充电而对可充电电池单元的输出电压进行均衡(例如参见日本公开专利申请2001-339865)。
发明内容
本发明目的在于提供一种辅助电池充电设备,其能够降低与安装在车辆中的除了主电池以外的辅助电池的充电相关联的主电池的功耗。
根据本发明的辅助电池充电设备包括:主电池,被设置有彼此串联连接的第一可充电电池单元和第二可充电电池单元;外部发电机;晶体管,被设置在外部发电机与辅助电池之间;运算放大器,其具有正输入端子、负输入端子和输出端子,其中,第二可充电电池单元的输出电压被输入至正输入端子,施加到晶体管的电压被输入至负输入端子,而输出端子被连接到晶体管的控制输入端子;第一开关,被设置在外部发电机与晶体管之间;以及控制电路,用于在对辅助电池充电期间,接通第一开关以将来自外部发电机的电流经由晶体管供给到辅助电池。
结果,不需要利用从主电池供给的电来对辅助电池充电,因此,可以降低与辅助电池的充电相关联的主电池的功耗。
辅助电池充电设备还包括:变压器,被设置有连接到外部发电机的第一线圈、连接到第一可充电电池单元的第二线圈以及连接到第二可充电电池单元的第三线圈;以及第二开关,被设置在第一线圈与外部发电机之间。控制电路可以被配置为在对第一可充电电池单元的输出电压和第二可充电电池单元的输出电压进行均衡时,接通或断开第二开关以使第一线圈至第三线圈彼此电磁耦合。
结果,可利用从外部发电机供给的电来对主电池的可充电电池单元充电,并且可以减小主电池的可充电电池单元的输出电压之间的变化。
控制电路可被配置成在不使用主电池时,接通或断开第二开关以对第一可充电电池单元的输出电压和第二可充电电池单元的输出电压进行均衡,接着接通第一开关以对辅助电池充电。
结果,可以在对辅助电池充电时使施加到辅助电池的电压进一步稳定。
附图说明
图1是示出现有的辅助电池充电设备的图。
图2是示出根据本发明实施例的辅助电池充电设备的图。
图3是示出根据本实施例的单元监控单元平衡电路的示例的图。
图4是示意性示出接通或断开每个开关的定时的时序图的示例的图。
具体实施方式
图2是示出根据本发明实施例的辅助电池充电设备的图。在图2中,类似的部分由用于图1中的现有辅助电池充电设备40的类似附图标记表示。
图2中的辅助电池充电设备1包括:主电池41,配置有彼此串联连接的多个可充电电池单元;外部发电机2;单元监控单元平衡电路3,用于均衡主电池41的可充电电池单元的输出电压;充电电路4,用于通过使用主电池41的一些可充电电池单元的输出电压(或参考电压)、利用从外部发电机2供给的电对辅助电池43(例如,铅蓄电池等)充电;以及ECU(电子控制单元)5(或控制电路),用于控制单元监控单元平衡电路3和充电电路4的操作。根据本实施例的辅助电池充电设备1安装在诸如混合动力车辆、电动车辆、叉式起重车的车辆中。用于对辅助电池43充电的参考电压大致与充满电状态下的辅助电池43的电压一样高(例如,12V)。
如上所述,根据本实施例的辅助电池充电设备1利用从外部发电机2供给的电对辅助电池43充电,并且,不同于图1中的现有的辅助电池充电设备40,辅助电池充电设备1不利用从主电池41供给的电来对辅助电池43充电,使得可降低与辅助电池43的充电相关联的主电池41的功耗。
另外,根据本实施例的辅助电池充电设备1包括单元监控单元平衡电路3,因而可以减少主电池41的可充电电池单元的输出电压之间的变化。
图3是示出单元监控单元平衡电路3的示例和充电电路4的示例的图。在主电池41中,配置有三个单元6(例如,诸如锂离子可充电电池单元或镍氢可充电电池单元的可充电电池单元)的n个模块7(即,模块7-1至7-n)彼此串联连接,其中,三个单元6彼此串联连接。形成一个模块7的单元6的数量不限于三。
图3中的单元监控单元平衡电路3包括:变压器10,设置有连接到外部发电机2的初级线圈8以及各自并联连接到模块7中的一个的n个次级线圈9(即,次级线圈9-1至9-n);以及开关11(即,第二开关),设置在外部发电机2与初级线圈8之间。初级线圈8的匝数与全部次级线圈9的匝数之比为1∶1。
开关11例如配置有诸如MOSFET的开关元件。通过从ECU 5输出的控制信号S1来接通或断开开关11。控制信号S1的占空比例如为50%。
在对模块7-1至7-n的输出电压进行均衡时(即,在单元平衡期间),接通和断开开关11。结果,交流电流流过初级线圈8,从而将初级线圈8电磁连接到次级线圈9-1至9-n。在这种情况下,例如如果次级线圈9-1的电压高于模块7-1的输出电压,则电流从次级线圈9-1流向模块7-1以对模块7-1充电。然后,当模块7-1至7-n的输出电压被均衡时,例如当模块7-1至7-n的输出电压均变为下限阈值Vmin或更高以及变为上限阈值Vmax或更低时,断开开关11。结果,可均衡模块7-1至7-n的输出电压。
图3中的充电电路4包括运算放大器12、MOSFET 13和开关14(即,第一开关)。开关14例如配置有开关元件(诸如,继电器或MOEFET),并通过从ECU 5输出的控制信号S2而接通或断开。
即,MOSFET 13设置在外部发电机2与辅助电池43之间。开关14设置在外部发电机2与MOSFET 13之间。模块7-n的输出电压被输入至运算放大器12的正输入端子作为参考电压,施加到MOSFET 13的电压被输入到运算放大器12的负输入端子,而运算放大器12的输出端子被连接到MOSFET 13的栅极端子(控制输入端子)。运算放大器12的正端子和负端子的虚短路(imaginary shortcircuit)产生基本上与要施加到MOSFET 13的参考电压(例如,12V)一样高的电压。MOSFET 13的栅极端子已被施加了比施加到MOSFET 13的电压低约1V的电压,从而接通MOSFET 13。以此方式,MOSFET 13设置在外部发电机2与辅助电池43之间,以通过运算放大器12的输出电压的经由MOSFET 13的负反馈来形成调节器,因此,基本上与模块7-n的输出电压一样高的电压可经由运算放大器12和MOSFET 13施加到辅助电池43。相应地,即使外部发电机2由太阳能发电机等构成且外部发电机2的输出电压因而不稳定,也可以始终将相对稳定的电压施加到辅助电池43。
在对辅助电池43充电时,接通开关14以将外部发电机2电连接到MOSFET 13,因此,电流从外部发电机2经由MOSFET 13流向辅助电池43,从而对辅助电池43充电。外部发电机2的输出电压处于参考电压的量级或者更高。
图4是示意性示出接通或断开开关11和14的定时的时序图的示例的图。假设当从控制整个车辆的上部ECU输出的点火信号IG处于高电平时,即当电动机/发电机44正使用主电池41时(例如在车辆行驶时),控制信号S1和S2处于低电平,并且开关11和14断开。
首先,当将点火信号IG从高电平切换至低电平时,即当停止使用主电池41时(例如,在车辆正被停放时),ECU 5使用控制信号S1来接通或断开开关11。以此方式,当经由控制信号S1接通或断开开关11时,从外部发电机2供给的电使得交流电流流过初级线圈8,因此,初级线圈8和次级线圈9-1至9-n彼此电磁连接。在这种情况下,例如当模块7-1的输出电压高于施加到次级线圈9-1的电压时,电流从模块7-1流向次级线圈9-1,因此使模块7-1放电。当模块7-2的输出电压低于施加到次级线圈9-2的电压时,电流从次级线圈9-2流向模块7-2,因此对模块7-2充电。以此方式,通过经由变压器10对模块7-1至7-n充电和放电,模块7-1至7-n中的每个模块的输出电压逐渐接近模块7-1至7-n的输出电压的平均值。结果,可均衡模块7-1至7-n的输出电压。另外,在这种情况下,从外部发电机2供给的电使模块7-1至7-n的输出电压的平均值增大。在这种情况下,ECU 5监控模块7-1至7-n的输出电压。
接下来,当模块7-1至7-n的输出电压被均衡时,ECU 5断开开关11以终止对模块7-1至7-n的充电。此后,当ECU 5确定需要对辅助电池43充电时,ECU 5例如监控辅助电池43的电压,并且当ECU 5确定辅助电池43的电压等于阈值Vth1或更低时,ECU 5接通开关14以对辅助电池43充电。在这种情况下,作为示例,可对辅助电池43充电直到其充满电为止,或者可对辅助电池43充电直到其差点充满电之前。
为了防止在对辅助电池43充电时外部发电机2的输出电压超过运算放大器12或MOSFET 13的耐压容量(pressure-withstanding capacity),可将ECU 5配置如下:当外部发电机2的输出电压变为阈值Vth或更高时,断开开关14以将外部发电机2从辅助电池43断开。
为了防止在对辅助电池43充电时外部发电机2的输出电压超过运算放大器12或MOSFET 13的耐压容量,可将由多个串联连接的二极管等构成的保护电路设置在开关14与使MOSFET 13和运算放大器12的负端子彼此连接的连接点之间。
如上所述,根据本实施例的辅助电池充电设备1包括调节器,该调节器配置有:MOSFET 13,设置在外部发电机2与辅助电池43之间;以及运算放大器12,其中模块7-n的输出电压被输入至运算放大器12的正输入端子,而运算放大器12的输出电压通过经由MOSFET 13的负反馈返回到运算放大器12。结果,可以将基本上与模块7-n的输出电压一样高的电压施加到辅助电池43,使得可以通过接通设置在外部发电机2与MOSFET 13之间的开关、以将来自外部发电机2的电流供给到辅助电池43的方式,对辅助电池43充电。相应地,不需要利用从主电池41供给的电对辅助电池43充电,因此,可以降低与辅助电池43的充电相关联的主电池41的功耗。
根据本实施例的辅助电池充电设备1被配置为在进行单元平衡后对辅助电池43充电,因此,可将已进一步稳定的电压施加到辅助电池43。
在根据本实施例的辅助电池充电设备1中,只有电压(即参考电压)而不是电力被从模块7-n供给到运算放大器12,因此,可以降低与辅助电池43的充电相关联的主电池4的功耗。
根据本实施例的辅助电池充电设备1不需要设置有图1中的DC/DC转换器42,因此,可以相应地减小电路规模。
在上述实施例中,在进行单元平衡后对辅助电池43充电;然而,取而代之,也可在ECU 5确定主电池41已充满电后对辅助电池43充电。
在上述实施例中,可使用双极晶体管来替代MOSFET 13。
在上述实施例中,可省略单元监控单元平衡电路3。
根据本发明,能够降低与安装在车辆中的除了主电池以外的辅助电池的充电相关联的主电池的功耗。
Claims (4)
1.一种辅助电池充电设备,包括:
主电池,被设置有彼此串联连接的第一可充电电池单元和第二可充电电池单元;
外部发电机;
晶体管,被设置在所述外部发电机与辅助电池之间;
运算放大器,所述运算放大器具有正输入端子、负输入端子和输出端子,其中,所述第二可充电电池单元的输出电压被输入至所述正输入端子,施加到所述晶体管的电压被输入至所述负输入端子,而所述输出端子被连接到所述晶体管的控制输入端子;
第一开关,被设置在所述外部发电机与所述晶体管之间;以及
控制电路,用于在对所述辅助电池充电期间,接通所述第一开关以将来自所述外部发电机的电流经由所述晶体管供给到所述辅助电池。
2.根据权利要求1所述的辅助电池充电设备,包括:
变压器,被设置有连接到所述外部发电机的第一线圈、连接到所述第一可充电电池单元的第二线圈以及连接到所述第二可充电电池单元的第三线圈;以及
第二开关,被设置在所述第一线圈与所述外部发电机之间,其中,
在对所述第一可充电电池单元的输出电压和所述第二可充电电池单元的输出电压进行均衡时,所述控制电路接通或断开所述第二开关以使所述第一线圈至所述第三线圈彼此电磁耦合。
3.根据权利要求1所述的辅助电池充电设备,其中,
在不使用所述主电池时,所述控制电路接通或断开所述第二开关以对所述第一可充电电池单元的输出电压和所述第二可充电电池单元的输出电压进行均衡,然后接通所述第一开关以对所述辅助电池充电。
4.根据权利要求2所述的辅助电池充电设备,其中,
在不使用所述主电池时,所述控制电路接通或断开所述第二开关以对所述第一可充电电池单元的输出电压和所述第二可充电电池单元的输出电压进行均衡,然后接通所述第一开关以对所述辅助电池充电。
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EP3401150B1 (en) * | 2017-05-04 | 2022-04-06 | Volvo Car Corporation | Dual voltage unit for a vehicle |
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