CN103053064A - 用于储存电能的*** - Google Patents
用于储存电能的*** Download PDFInfo
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Abstract
本发明涉及一种用于储存电能的***,其包括具有操作电压的多个蓄电池,其中电气设备和与电器设备串联的开关元件设置成与蓄电池并联,且其中当达到或超过阈值电压时开关元件闭合,其中所述***包括具有多个蓄电池的至少一个模块。本发明的特征在于所述***包括控制装置,所述控制装置设计成将温度与各个蓄电池关联并将模块电压和模块关联,并根据相关的温度来影响各个蓄电池的阈值电压,同时保持模块电压。
Description
本发明涉及根据如权利要求1的前序部分中详细定义类型的、用于储存电能的***。本发明进一步地涉及用于储存电能的方法。
用于储存电能的***,且特别地尤其是用于在电动车辆或混合动力车辆中储存电牵引能的***,是一般现有技术中已知的。用于储存电能的这类***通常通过单独的蓄电池(storage cell)设置,所述单独的蓄电池例如为串联和/或并联在一起的电气开关。
主要地,大量不同的蓄电池组(storage battery)电池或电容器可用作蓄电池。在这种情况下,由于在用于车辆的传动系中且特别用于商用车辆的传动系中时,储存和回收能量时具有相对高的能量数量和功率,因此具有足够的能含量(energy content,内能)和高功率的蓄电池优选用作蓄电池。这些可以是例如锂离子技术的蓄电池组电池,或特别是非常强力的双层电容器形式的蓄电池。这些电容器一般也称为超级电容器、超级电容或超电容器。
不管是否使用具有高能含量的超级电容器或蓄电池组电池,在包括整体地或模块地互相串联在一起转接(switch)的多个蓄电池的配置的情况下,各个蓄电池的电压限于由各个蓄电池的设计而决定的上限电压值或阈值电压。如果在用于储存电能的***充电期间,超过了所述上限电压值,则蓄电池的使用寿命一般会显著减少。
由于预定的制造公差,实际上各个蓄电池通常在它们的性能上(例如自放电)彼此间稍有偏差。这导致的后果是,各个蓄电池具有比***中的其他蓄电池稍微低的电压。因对于整个***,最大电压一般保持相同,且这表示充电期间特别典型的触发标准,这将不可避免地导致其他的蓄电池将具有稍微高的电压,并且然后将在充电过程中充电至超出允许的电压阈值。如上述已提到的,这类过电压导致各个蓄电池且因此用于储存电能的***的可能操作寿命的显著减少。
另一方面,在用于储存电能的***中的在电压上显著降低的蓄电池可能经受极性反转,这也显著地减少了操作寿命。
为了解决该问题,一般的现有技术基本上已知两种不同类型的所谓电池电压补偿,其分别以集中方式或分散方式设置。在集中式电子***中,所有的部件都结合在例如控制单元中,而在分散式配置的情形中,一个或两个蓄电池中的各个部件附接至小印刷电路板,尤其是用于这些一到两个的蓄电池的小印刷电路板。在这种情况中,一般使用的电池电压补偿的术语有些误导,因为其不是在彼此间补偿的单独蓄电池的电压,或更精确地说不是能量,而是具有高压的电池相对于它们的过高电压被降低。因为用于储存电能的总电压保持恒定,由于所谓的电池电压补偿而降低电压的电池可随着时间的推移再次在电压上增加,以使至少极性反转的可能性减小。
除了无源电池电压补偿(其中电阻器与每个单独的蓄电池并联转接,并因此导致连续的不希望放电以及用于储存电能的***的发热),也使用有源电池电压补偿。此外,电子阈值开关与蓄电池并联并与电阻器串联转接。该配置(也被称为旁路电路)将仅当电池的操作电压位于预定的阈值电压之上时允许电流流过。一旦单独蓄电池的电压跌至预定的阈值电压之下的范围内,开关将断开并且将不再有电流流动。因为当单独蓄电池的电压处在预定的极限值以下时由开关导致电阻去激励,所以用于储存电能的整个***的不希望放电也可基本上避免。在有源电池电压补偿的这个问题解决方案中,持续的不期望发热发展也不再是问题。然而,通过有源电池电压补偿没有在电池的各个电压之间进行真实的补偿。相反,一旦超过阈值电压,则蓄电池将以小的旁通电流放电,以便通过过电压的缓慢降低来限制过量。旁通电流将仅流过持续一段时间直到用于储存电能的***再次放电为止,所述放电导致电压跌至相应电压阈值之下且开关再次断开。
在混合动力驱动装置,特别是用于商用车辆(例如城市和都市交通的公交车)的混合动力驱动装置中,用于储存电能的***寿命是至关重要的。与适于这类应用的功率等级的传统常规装置相比,用于储存电能的***代表混合动力驱动装置的相当一部分成本。那是为什么在这类应用中实现非常长的操作寿命特别重要。
除了提到的单独蓄电池的操作电压在充电/放电循环中可能意外地超过阈值电压的事实,蓄电池的操作温度是另一参数,所述另一参数相关地影响操作寿命。双层电容器的操作寿命强烈地依赖于操作温度和施加的电压。对于单独的蓄电池具有不同的有效冷却可能性,尤其是当在混合动力车辆的操作期间使用能量储存***时。例如,已经冷却其他蓄电池或模块的冷却空气到达一些蓄电池或模块。因为蓄电池串联转接,所以串联转接的蓄电池运载相同的电流并因此产生每个蓄电池相同的散热。由于关于蓄电池冷却的具有不可避免的差异,因此蓄电池之间将具有不同的温度。
本发明的目的是提供一种用于储存电能的***,该***提供最长的可能操作寿命和低故障概率。
该目的由具有独立权利要求特征的***和方法实现。本发明的其他实施方式在从属权利要求中提供。
根据本发明的***提供了这样的优点,即强烈依赖于温度的蓄电池的操作寿命将被考虑。由于蓄电池在较高的温度下将更迅速地老化,并因此导致整个储存***不起作用,但大多数具有温度历史的蓄电池仍然以较低水平起作用,因此本发明规定实际上或据假定经受较高温度的电池的电压将被赋予低电压。这将例如通过降低相应电池的阈值电压来实现。
在另外的情况下,单独蓄电池的温度差由单独蓄电池的不同有效冷却引起。例如,部分蓄电池将被供给已经被其他部分的蓄电池加热的冷却空气。因为一个模块的蓄电池串联转接,所以模块的每个蓄电池产生近似相同的散热。冷却中不可避免的差异导致不同的蓄电池温度。蓄电池的操作寿命强烈依赖于老化程度。在较高的温度水平下操作的蓄电池将更迅速地老化并且在它们故障之后将导致模块或储存单元的总体故障,但是蓄电池在较低的温度水平下仍起作用。
特别地,这与储存***的应用有关,其中大量的能量在短时间内由蓄电池接收或供应。这发生在例如制动能量的回收中或例如在加速过程(升压)期间。这些充电/放电循环导致大量废热的迅速释放,由此蓄电池将发热升温。
在具有常规高功率需求的这类应用中,在高温下(例如在容量减少以及内部电阻的增加时)开始的老化效应会自增强(self-reinforcing)到高的程度,如发生在例如城市公交车的混合动力驱动装置中的。随着内部电阻的上升,散热进一步增加,这甚至会进一步加热已具有较高温度的电池,并因此导致越来越快的老化。
根据本发明的解决方案解决了该问题,因为具有中间温度的电池保持它们的中间电压,具有较高温度的电池被分配较低的电压,且具有较低温度的电池被分配较高的电压。模块的电压因此保持不变。
关于中间电池的所需电压的降低和所需电压的增加,例如从绝对温度水平和/或蓄电池之间的温度差获得。
例如,赋予单独蓄电池的温度可通过每个蓄电池上的传感器来确定。
本发明特别优选的实施方式以这样的方式获得,即,赋予单独蓄电池的温度将从基于模型的计算来确定。将不会有对当前温度的任何测量,因此防止了关于传感器、电缆和评估的成本。相反,单独蓄电池之间可能的温度分布例如从所述配置的热模型和模拟、从蓄电池的寿命模型和/或经验性地从测试来确定。因此,从蓄电池在模块中的设置而获得基本上可预测的温度分布。例如,该温度分布通过以下方式确定:通过蓄电池在模块内的位置(例如边缘上的位置或中间的位置)蓄电池的位置确定,通过模块相对于其他模块的位置确定,通过上位模块内或相对于与热辐射有关的其他组件的位置确定,或通过朝向蓄电池或由用于冷却的空气流的模块的空气流入方向确定。空气流也可例如由车辆的速度而产生。
可以有不同的策略来设定单独电池的电压值。
较低的电压负载可以已经事先针对预期具有高热负载的蓄电池来选择。因此直到达到相应电池温度并且所述相应电池温度通过降低电压抵消该效应,人们才需等待。相反,电压水平总是设定为与期望的电池温度相对应。
此外,温度也可以基于当前的操作状态,预期的操作情况和/或环境数据来确定。当使用混合动力车辆中的储存***时,这些会包括城市中/或陆地上的行驶,冷却功能,测量的外部温度,使用地点的气候高度等。因此,对单独电池的老化不利的一系列的电压和温度可以这样以甚至更好的方式抵消,且可以避免不可精确预测的老化过程。
蓄电池的不同电压可通过设定点值实现,所述设定点值由控制单元提供给单独电池的阈值开关的开关元件或控制输入。例如可以使用CAN总线。
因此可实现所有电池高水平平稳(even out),这总体上导致优化的操作寿命和储存单元利用。
根据本发明的***和/或方法的进一步的有利发展,可以参考附图从以下更详细描述的实施方式提供,附图中:
图1示出了混合动力车辆的示例性配置。
图2示出了根据本发明的用于储存电能的***的实施方式的示意性说明。
图1通过示例的方式示出混合动力车辆1。该混合动力车辆包括通过示例方式指示的具有两个相应车轮4的两个轮轴2、3。轮轴3是车辆1的驱动轮轴,而轮轴2将仅以已知的方式被带动。传动装置5通过示例的方式示出为用于驱动轮轴3,其中传动装置从内燃机6和电机7获得功率,并输送所述功率到驱动轮轴3的区域。在驱动情况下,要么单独地要么在内燃机6的驱动功率之外,电机可输送功率到驱动轮轴3的区域,或者所述电机也可支持车辆1的驱动。此外,电机7可在车辆1制动的期间作为发电机操作,以便回收制动期间产生的功率,并相应地储存所述功率。当使用城市公交车作为车辆1时,为了也提供足够的能含量以用于从较高速度制动的过程(所述较高速度在城市公交车的情形中肯定不超过大约70km/h),该情形中需要提供***10以用于储存电能,所述电能具有350Wh到700Wh级别的能含量。因此,这也允许将能量转接成电能(所述能量例如可以在持续大约10秒的制动过程中从通过通常位于大约150kW的级别内的电机7产生的这种速度而获得),并允许在***10中储存这些能量。
为了触发电机7,并为了对用于储存电能的***10充电和放电,根据图1的配置包括反相器(inverter,逆变器)9,所述反相器以已知的方式设置有用于电能管理的集成控制装置。具有集成控制的装置的反相器9用于分别调节电机7与用于储存电能的***10之间的能量流。控制装置保证制动期间在电机7(所述电机然后作为发电机操作)的区域中获得的功率将在用于储存电能的***10中储存到最高的可能程度,其中一般不可以超过***10的预定电压上限。在驱动的情况下,反相器9中的控制装置调节从***10提取的电能,以便在该反转情形中通过所述提取的功率驱动电机7。除了这里描述的且例如可是城市公交车的混合动力车辆1之外,在纯电动车辆中相似的配置也显然是可能的。
图2示出了根据本发明的用于储存电能的***10的示意性截面视图。不同类型的用于储存电能的***10大部分是可能的。这类***10通常以这样的方式设置,即多个蓄电池12通常在***10中串联转接。这些蓄电池可以是蓄电器单元和/或超级电容器,或者所述蓄电器单元和/或超级电容器的任何随机组合。在这里示出的实施例中,蓄电池12都是超级电容器,这意味着它们作为双层电容器设置,所述双层电容器在装备有混合动力驱动的车辆1的用于储存电能的***10中使用。该配置可优选地用于商用车辆,例如用于城市/都市交通的公交车。在该情形中,由于将有相当高的电流流动,因此通过具有非常高质量的车辆的频繁启动和制动操作,超级电容器实现了电能储存中的特别高的效率。
如上面已提到的,图2示出了蓄电池12。附图仅示出了三个串联连接的蓄电池12。在前述的实施例中以及在相应电动驱动功率约100kW到200kW的情况下(例如120kW的情形中),在实际的配置中总计将有约150个到200个蓄电池12。如果这些蓄电池设置为每个超级电容器具有约2.7V的当前电压上限的超级电容器以及3000法拉的电容,则将提供用于城市公交车的混合动力驱动装置的实际应用。
图2示出了根据本发明构想的实施例。用于储存电力的***10包括多个串联转接的蓄电池12。这些蓄电池组合在模块13中。每个蓄电池12包括欧姆电阻器14形式的电气设备,所述欧姆电阻器与相应的蓄电池12并联转接。所述电阻器14与开关元件16串联并且与每个蓄电池12并联地转接。开关16设置为阈值开关。各个开关16具有控制输入18。
每个控制输入18通过具有总线***20(例如CAN总线***)的线连接。控制单元22连接到总线***20。控制装置22也连接到总线***20,发送信息到阈值开关16的控制输入18,并因此使跳闸电压(tripvoltage)增加或减少,所述跳闸电压是指阈值开关16的阈值电压。可由控制单元22影响的另一参数是阈值开关16的断开时间。进一步,不仅可能通过总线***20发送信息到控制输入,而且还可能接收来自蓄电池12的数据。可从蓄电池12查询的数据可以例如关于蓄电池12的当前电压。
可能的实施例规定了确定蓄电池12的电池温度。在操作中,在图2优选实施例中,控制单元从对于模块或储存单元内的温度分布的假设来确定蓄电池各自的温度。假设可源自基于模型的计算,例如所述配置的热模型,蓄电池的操作寿命模型和/或测试。
此外,控制单元22知道模块或储存单元的总电压,以及各个蓄电池12的电压。优选地,具有中间温度的蓄电池12例如在***10的操作中由控制单元22分配例如2.5V的中间电压。具有高温的蓄电池12被分配较低的电压,例如2.42V。具有低温的蓄电池12被分配较高的电压,例如2.55V。用于各个蓄电池12的不同电压通过总线***20由控制单元22传递到阈值开关16的控制输入18。通过该措施,用于例如混合动力驱动的***10的电压保持不变。因此实现所有蓄电池12的平稳老化,其总体上导致储存单元10的操作寿命和利用最大化。
Claims (7)
1.一种用于储存电能的***(10),包括具有操作电压的多个蓄电池(12),其中电负载(14)和串联连接的开关元件(16)设置成与蓄电池(12)并联,且其中当达到或超过阈值电压时所述开关元件(16)闭合,其中所述***(10)包括具有多个蓄电池(12)的至少一个模块(13),其特征在于,所述***(10)包括控制装置(22),所述控制装置适于分配温度给各个蓄电池(12)并分配模块电压给所述模块(13),并且适于根据所分配的温度影响所述各个蓄电池的阈值电压同时保持所述模块电压。
2.根据权利要求1所述的***,其中,所述控制装置(22)从基于模型的计算来确定分配给所述蓄电池(12)的温度。
3.根据权利要求1或2所述的***,其特征在于,所分配的温度是所述蓄电池(12)的期望温度,该温度具体地与当前操作状态、期望的操作情况和/或环境数据相关。
4.根据前述权利要求中的一项所述的***,其特征在于,所述控制装置(22)确定所述模块(13)的平均温度和/或所述蓄电池(12)之间的温度差。
5.根据前述权利要求中的一项所述的***,其特征在于,所述阈值电压能够通过所述控制装置(22)的设定点值而改变。
6.根据前述权利要求中的一项所述的***,其特征在于,所述开关元件(16)在闭合之后保持闭合持续一特定时间段。
7.一种用于控制适于储存电能的***(10)的方法,所述***包括设置在模块(13)中并具有操作电压的多个蓄电池(12),其中电负载(14)以及与所述电负载串联连接的开关元件(16)设置成与蓄电池(12)并联,所述方法包括以下步骤:
对所述蓄电池(12)充电;
确定所述模块(13)的各个蓄电池(12)的温度;
比较所确定的温度;
降低具有高温的蓄电池(12)中的操作电压,并提高具有低温的蓄电池(12)中的操作电压,同时保持模块电压。
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RU2013108761A (ru) | 2014-10-10 |
KR20130100276A (ko) | 2013-09-10 |
EP2612394A1 (de) | 2013-07-10 |
US20130141052A1 (en) | 2013-06-06 |
WO2012028256A1 (de) | 2012-03-08 |
DE102010036002A1 (de) | 2012-03-01 |
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