CN109845023A - 能量存储设备和用于控制能量存储设备的方法 - Google Patents
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Abstract
各种实施例提供了一种能量存储设备。所述能量存储设备包括:电池;热电电路,其被提供在汽车的发动机附近并且被配置为基于温度差生成电压;以及加热电路,其被配置为基于由热电电路生成的电压来加热电池。
Description
技术领域
本发明涉及能量存储设备和用于控制能量存储设备的方法。
背景技术
诸如超级电容器、混合超级电容器(HSC)或双电层电容器(EDLC)之类的能量存储设备在它们寒冷时一般工作不良。已经做出了许多尝试来克服与寒冷的能量存储设备相关联的问题,诸如加温设备或尝试重新设计设备的方法使得它们尽管是寒冷的也可以工作。
这些尝试中的一些尝试不太成功或是昂贵的,或者使整个***比它们本来应该的更重。当汽车在寒冷天气条件下不会启动时,能量存储设备在它们寒冷时工作不良的问题是明显的。而且,当能量存储设备是寒冷的时,内阻是高的并且能量存储设备不能良好地充电,使得能量存储设备不能高效地存储能量。在其中采用再生制动并且能量被存储在可再充电电池中的混合电动车辆中可能尤其是这种情况。当能量存储设备是寒冷的时,它不能良好地充电并且不能良好地存储来自再生制动的能量。
已知一些混合动力车辆在寒冷时具有几乎零回收能力,这意味着对于在寒冷中驾驶的至少前几公里或英里,驾驶者不能从能量回收获益。汽车制造商已经长期以来尝试克服这个问题,但是直到现在问题还没有被解决。若干方法包括使用附加的加热元件重新加热能量存储源或者使能量存储壳体任意大。
对于产生热量到汽车中的电池的现有技术尝试包括丰田汽车公司的JP 2008035581 A(2008年2月14日)、Ashtiani等人的US 6072301 A(2000年6月6日)以及Ashtiani等人的US 5990661 A(1999年11月23日)。US 6072301 A提出了电感器与薄膜型电容器一起作为谐振电路,所述谐振电路充当通过电池循环高频(即,25 kHz)电流的源以实现自加热。然而,后续的经验已经示出,在任何有义幅值处将电池暴露于25 kHz电流引起对电池的损害。US 5990661 A提出了注入高频电流以通过因为电解液内的内部功率耗散加温电解液来自加热电池。应理解,例如当考虑到所述专利中提及的电感器具有(必要地)与1/f成比例的物理大小时,电流处于高频。如果有人要尝试例如在25kHz的标称频率的十分之一处采用所述专利的电路,则这将是2.5 kHz。但是这将要求电感器是原始设想的十倍。如果有人要尝试在亚赫兹(sub-Hertz)频率处采用所述专利的电路,则电感器将可能几乎与汽车本身一样重。因此,应领会,由该文档提出的电流流量确实处于高频。可能当时没有认识到这类方法(向电池中注入HF(高频)电流)是对电池有害的。然而,后续的经验已经示出,这类加热方法通过高频摩擦引起电极剥落和电解液分解。结果是电极-电解液的加速老化。这些高频方法中没有一种已经与实际商业产品一起投入实际使用,可假定部分地归因于其可能使电池老化的逐渐领会。
JP 2008 035581 A描述了一种用于快速提升混合动力车辆电池组的温度的电源。在其方法中,丰田建议使用继电器跨电池组切换电阻器,以生成热量来加温电池单元。丰田的***包括DC(直流)-DC电力转换器,以将NiMH电池对接到牵引驱动电子器件。丰田采取一切预防措施来通过以下操作最小化向电池暴露的高频脉动电流:将该电子器件上的DC链路设计为具有至少三个不同的电解和薄膜电容器滤波元件,使得向电池泄露的高频脉动电流被最小化。这可以当作是相关领域内逐渐领会的指示:最好是避免通过电池传递高频电流。应领会,在电阻器中产生的I2R热量(换言之:焦耳热量或欧姆热量或电阻式热量;应理解,I代表电流并且R代表电阻)可能不全部去到电池中,并且确实去到电池中的热量可能加热电池的一些部分多于其他部分。
US 2014328659公开了一种用于电池温度控制的具有壳体的电池容器,所述壳体包括用于接纳电池的外壳,其中壳体的至少部分包括用于针对周围环境温度隔离外壳的内部的隔热材料。电池容器还包括被布置在外壳内的温度控制元件,其中温度控制元件降低周围环境与外壳内部之间的热量传送率。温度控制元件包括有源温度控制元件。电池容器还包括控制器,所述控制器响应于指示电池温度的信号而控制有源温度控制元件,用于降低周围环境与外壳内部之间的热量传送率。
US2010112419公开了一种用于控制用于电动车辆的电池的温度的设备。所述设备包括热电半导体单元、热电半导体单元、温度传感器和电池控制器。配置热电半导体单元使得其一部分被暴露在电池托盘中。热电半导体单元控制器引起热电半导体单元发散热量,并且引起热电半导体单元吸收热量。温度传感器检测并输出电池托盘的温度。当温度传感器检测到的温度低于预定值时,电池控制器将热量发散控制信号输出到热电半导体单元控制器,并且当温度检测到的温度等于或高于预定值时,将热量吸收控制信号输出到热电半导体单元控制器。
已经证明,在任何有义幅值处将电池暴露于25kHz电流引起对电池的损害,因此类似地可以预期将混合超级电容器暴露于谐振电路不是一种选择,这是因为归因于由高频摩擦引起的电极剥落和电解液分解,谐振电路可能潜在地损害混合超级电容器电池单元。添加外部电池加热器添加重量并占用空间,并且有时这是不合期望的。对于加热电池的其他先前尝试没有均匀地加温电池单元,并且因此可能有损害特定电池单元的风险。
发明内容
根据本发明,提供了如权利要求1中所要求保护的能量存储设备。根据本发明,提供了如权利要求6中所要求保护的用于控制能量存储设备的方法。
附图说明
在附图中,同样的参考字符贯穿不同视图一般指代相同的部分。附图不一定是按比例的,而是一般将重点放在说明本发明的原理上。在以下描述中,参考以下附图描述了各种实施例,附图中:
图1A示出了根据各种实施例的能量存储设备;
图1B示出了根据各种实施例的能量存储设备;
图1C示出了说明根据各种实施例的用于控制能量存储设备的方法的流程图;以及
图2示出了根据各种实施例的具有多个热电电池单元202的热电模块。
具体实施方式
根据各种实施例,可以提供用于通过热电模块(换言之:热电元件;换言之:热电电路)的使用对能量存储设备自加热的设备和方法。
图1A示出了根据各种实施例的能量存储设备100。能量存储设备100可以包括电池102。能量存储设备100还可以包括热电电路104,热电电路104被提供在汽车的发动机附近并且被配置为基于温度差生成电压。能量存储设备100还可以包括加热电路106,加热电路106被配置为基于由热电电路104生成的电压来加热电池102。电池102、热电电路104和加热电路106可以彼此耦合(如由线路108指示的),例如,电耦合(例如使用线路或电缆)和/或机械耦合。
换言之,在能量存储设备100中,热电电路104可以被提供在汽车的发动机附近并且可以提供能量用于加热电池102。
根据各种实施例,温度差可以包括或者可以是在发动机附近的温度与汽车的环境中的温度之间的差。
图1B示出了根据各种实施例的能量存储设备110。类似于图1A中示出的能量存储设备100,能量存储设备110可以包括电池102。类似于图1A中示出的能量存储设备100,能量存储设备110还可以包括被提供在汽车的发动机附近并且被配置为基于温度差生成电压的热电电路104。类似于图1A中示出的能量存储设备100,能量存储设备110还可以包括被配置为基于由热电电路104生成的电压来加热电池102的加热电路106。能量存储设备110还可以包括混合超级电容器112,如下面将更详细描述的。能量存储设备110还可以包括回收电路114,如下面将更详细描述的。电池102、热电电路104、加热电路106、混合超级电容器112和回收电路114可以彼此耦合(如由线路116指示的),例如,电耦合(例如使用线路或电缆)和/或机械耦合。
根据各种实施例,热电电路104可以被提供为混合超级电容器112的壳体。
根据各种实施例,回收电路114可以被配置为当汽车正在制动时(或者当汽车正在减速时)为电池102充电。
图1C示出了流程图118,流程图118图示了根据各种实施例的用于控制能量存储设备的方法。在120中,可以控制电池。在122中,可以控制被提供在汽车的发动机附近的热电电路来基于温度差生成电压。在124中,可以基于由热电电路生成的电压来加热电池。
根据各种实施例,温度差可以包括或者可以是发动机附近的温度与汽车的环境中的温度之间的差。
根据各种实施例,所述方法还可以包括控制混合超级电容器。
根据各种实施例,热电电路可以被提供为混合超级电容器的壳体。
根据各种实施例,所述方法还可以包括控制回收电路在汽车正制动时为电池充电。
汽车发动机舱和外部周围环境之间的温度差()可以是相当大的,例如大约90K。各种实施例可以利用(tap on)汽车发动机处的温度和周围环境温度之间的温度差来收集能量。当发动机被停止时,该能量可以被反馈到电池以向HSC(混合超级电容器)电池单元周围的加热线圈供电。
热电模块可以从收集周围环境和汽车发动机舱之间的温度差来接收能量,并且继而为电力存储设备供给能量。通过为汽车中的电力存储设备供给能量,可以将收集的能量转换成DC电力。热电模块可以连接到电力存储设备,并且电连接到电路和开关用于选择性地电连接电力存储设备,以在车辆发动机温度降至室温以下时为在超级电容器电解液库(bank)周围运行的加热线圈加电。热电发电机可以电耦合到用于将电能转换成特定需求的电路,并且在这种情况下,它可以用于为超级电容器中的电解液提供电阻式加热。
根据各种实施例,可以提供混合超级电容器和电池的有源组合。混合超级电容器可以比电池更快地充电和放电。从热电模块收集的能量最好可以存储在电池中。当汽车(例如电动车辆(EV)或电池EV)面临长时间暴露于寒冷气候条件时,汽车可能具有与周围环境温度平衡(换言之:至少基本等同)的混合超级电容器温度,例如-15摄氏度。为了在混合超级电容器中维持恒定的温度,存储在电池中的一些电可以用于在逐渐增加的温度中循环一些能量以自加热混合超级电容器模块。电池可以经由电阻式加热根据功率耗散来使混合超级电容器中的电解液升温。可以通过在一个方向上传递电流来施行加热过程。一旦电解液的温度已经达到最优操作温度,用于电阻式加热的这种放电就可以停止。最初,在电池和电容器之间传递的电流可能需要是小的电流,这是因为寒冷的混合超级电容器模块在循环中不能容忍较高电流。随着混合超级电容器缓慢地加温,被传递的电流可以更大,并且最终能量存储***可以如期望的那样温暖,并且一旦达到最优操作温度,加热就可以终止。
图2示出了根据各种实施例的具有多个热电电池单元202的热电模块200。如箭头204所指示的,可以提供从发动机舱到热电模块200的气流。如箭头206所指示的,可以提供从热电模块200到散热器的气流。可以提供来自散热器(如箭头208所指示的)以及到散热器(如箭头210所指示的)的流。散热器是用于冷却内燃机的热量交换器,主要在汽车中,但也在活塞发动机飞行器、铁路机车、摩托车、固定式发电站或这类发动机的任何类似用途中。散热器将热量从内部流体传送到外部空气,从而冷却流体,这继而冷却发动机。然后,来自散热器的该热量将例如被热电模块中的热电电池单元吸收。
根据各种实施例,可以在汽车发动机舱中提供热电模块。
根据各种实施例,用于能量存储设备的自加热***可以包括:用于加热存储设备的热电模块,所述热电模块基于温度差来操作。
根据各种实施例,温度差可以是周围环境温度与车辆发动机温度之间的差。
根据各种实施例,电池可以由热电模块基于温度差供电。
根据各种实施例,电池可以经由电阻式加热来使电力存储设备升温。
根据各种实施例,电力存储设备可以包括混合超级电容器(HSC)。
根据各种实施例,可以利用热电层作为混合超级电容器电池单元的壳体。照此,可以收集温度差以产生到电池单元的电流量(electric flow),以自动地使电池单元升温而没有对附加的热量源的任何要求。
各种实施例可以提供使电池保持足够温暖以施行其功能,使得电池可以(例如)从车辆操作开始接收再生制动能量而不是必须等待车辆加温。各种实施例可以不需要添加重量到装备,并且可以不必占用空间用于所添加的装备。除了已经在那里用于供应现有功能的任何物理复杂性之外,各种实施例可以不向***添加物理复杂性。根据各种实施例,加温活动可以更接近地对准需要的位置,从而最小化热量去到没有帮助的方向上的问题。
各种实施例可以应用于包括所有类型的军用车辆(包括军用地面车辆冷启动辅助的特定情况)的任何种类的车辆中、飞行器中和卫星中。应当理解,如果混合超级电容器电解液凝固(例如,对于一种常用的混合超级电容器电解液在-60摄氏度处),则电流循环将不再工作。所以,如果应用恰好在经受-60摄氏度的某个电子单元中,则可以在混合超级电容器中使用不同的电解液(具有较低凝固点)。如果混合超级电容器凝固,则稍后当混合超级电容器融化时,可以再次采用电流循环。
各种实施例不从电池或混合超级电容器汲取附加的能量源,并且可以利用废弃热量向设备供电。
各种实施例可以利用将来自发动机散热器的热量损失(其占据58-62%)转换为有用的能量以将混合超级电容器维持在预设温度处。
根据各种实施例,可以增加可靠性并且可以减少材料成本,这是因为根据各种实施例的材料不需要不断更换。
虽然已经参考特定实施例具体示出和描述了本发明,但是本领域技术人员应当理解,在不脱离如所附权利要求所限定的本发明的精神和范围的情况下,可以在其中做出形式和细节方面的各种改变。因此,本发明的范围由所附权利要求指示,并且因此旨在涵盖落入权利要求的等同物的含义和范围内的所有改变。
Claims (10)
1.一种能量存储设备,包括:
电池;
热电电路,其被提供在汽车的发动机附近并且被配置为基于温度差生成电压;以及
加热电路,其被配置为基于由热电电路生成的电压来加热电池。
2.根据权利要求1所述的能量存储设备,其中温度差包括发动机附近的温度与汽车的环境中的温度之间的差。
3.根据权利要求1至权利要求2中任一项所述的能量存储设备,还包括:
混合超级电容器。
4.根据权利要求3所述的能量存储设备,其中热电电路被提供为混合超级电容器的壳体。
5.根据权利要求1至权利要求4中任一项所述的能量存储设备,还包括:
回收电路,其被配置为当汽车正在制动时为电池充电。
6.一种用于控制能量存储设备的方法,所述方法包括:
控制电池;
控制被提供在汽车的发动机附近的热电电路来基于温度差生成电压;以及
基于由热电电路生成的电压来加热电池。
7.根据权利要求6所述的方法,
其中温度差包括发动机附近的温度与汽车的环境中的温度之间的差。
8.根据权利要求6至权利要求7中任一项所述的方法,还包括:
控制混合超级电容器。
9.根据权利要求8所述的方法,
其中热电电路被提供为混合超级电容器的壳体。
10.根据权利要求6至权利要求9中任一项所述的方法,还包括:
控制回收电路来在汽车正制动时为电池充电。
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DE3807633A1 (de) * | 1988-03-09 | 1989-09-21 | Schickedanz Willi | Wiederaufladbare batterie |
JP2008108509A (ja) * | 2006-10-24 | 2008-05-08 | Chugoku Electric Power Co Inc:The | 電池搭載装置、温度調整システム |
US20160268058A1 (en) * | 2015-03-13 | 2016-09-15 | Saft America | Nickel supercapacitor engine starting module |
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