CN1265534A - 在电或混合式电动力***中使用的混合式电池结构的方法和装置 - Google Patents
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Abstract
一种混合式电池***包括防止充电电能提供给高能量密度电池同时捕获高功率密度电池的再生能量以增加储存能量范围的部件。在车辆减速期间使用吸收再生电能的动态减速功能,减小刹车损耗并限制过量电压。高能量密度电池与升压变换器、高功率密度电池、动态减速器和AC电动机驱动电路连接。混合式电池***由从使用传感器的车辆***控制器接收信号而为闭环混合式电池控制功能提供反馈参数的混合式电源控制器控制。
Description
本发明涉及电池动力控制***,尤其涉及在电或混合式电动机驱动***中使用的例如用于电动车辆的、实现高能量密度和高功率密度的混合式电池***的低成本结构和控制方法。
电动机推动车辆(“电动车”或EV)的推动***通常使用可充电的牵引电池来为驱动电动机提供电能,在驱动关系中电动机连接到车辆的轮子。例如,美国专利No.5373195描述了牵引电池连接到直流电(DC)链路的***,该链路连接到电源控制电路,例如控制到DC电动机的电源的脉冲宽度调制(PWM)电路或控制到交流(AC)电动机的电源的频率控制变换器。混合式电动车(HEV)推动***的构成类似于EV推动***,而且包括驱动车载发电机来补充电池电能的内燃机。
通常,电动车和混合式电动车的牵引电池在功率密度和能量密度之间进行平衡。
本发明通过高功率密度电池和高能量密度电池的结合使用来使电动车辆的电源***最佳。例如,很高能量密度电池技术存在于如锌-空气机械充电电池的形式,与通常仅30-40W-hr/kg的铅酸电池相比,已表明达到200W-hr/kg的能量密度。然而,报道如锌-空气电池的功率密度是约80-100W/kg。比较起来,研制的镍-镉(Ni-Cd)电池达到功率密度350W/kg,而能量密度45-50W-hr/kg。相应地,使用锌-空气电池与Ni-Cd电池相结合的混合式电池***将提供高能量密度和高功率密度的最佳组合。
在EV应用中使用高能量密度电池的一个问题是该电池是非电充电的,即,如锌-空气电池的电池需要机械/电化学充电。然而,既包括高能量密度电池又包括高功率密度电池的***实际在工作容量方面有利,该***既可机械充电又可电充电,电充电能量不提供给电池的机械充电部分。而且,该混合式电池***包括在混合式电池结构中捕获再生能量的方法,这将增加EV或HEV的给定存储能量数量范围。
如上所述,希望提供在电或混合式车辆推动***中能够实现高能量密度和高功率密度的混合式电池***的低成本结构和控制方法。为此,本发明提供控制混合式电池充电的方法和装置,该混合式电池包括如可机械充电电池的高能量密度电池和高功率密度电池。
本发明一种形式的混合式电池***包括防止电充电能量提供给高能量密度电池而同时能捕获提供给高功率密度电池的再生能量的部件,从而增加电动车的给定存储能量的数量范围。在极大车辆减速以及在下山阶段保持速度期间使用吸收再生电能的动态减速功能,以使机械刹车损耗减至最小并且限制对电池和电源电子控制装置的过电压。
在所示实施例中,本发明包括混合式电池***,它包括在电路中与升压变换器连接的高能量密度电池、高功率密度电池、动态减速器和AC电动机驱动器。通过从汽车***控制器接收信号的混合式电源控制器来控制混合式电池***。混合式电源控制器使用电流和电压传感器来为闭环混合式电池控制功能提供反馈参数。对高功率密度电池充电是通过捕获从电动机驱动器的再生能量和从高能量密度电池的充电相结合来完成。
通过参照结合附图进行的如下描述将更好理解本发明,其中:
图1示意说明用DC-AC变换器和牵引电池的传统AC牵引驱动;
图2示意说明根据本发明的一个实施例用动态减速器和可机械充电电池的AC牵引驱动;
图3示意说明根据本发明的另一个实施例用升压变换器控制、动态减速器和可机械充电电池的AC牵引驱动;
图4示意说明根据本发明的再一个实施例用升压变换器控制、动态减速器和两个电池的AC牵引驱动;
图5示意说明根据本发明另一实施例的混合式电池控制***;
图6是图3的一部分驱动器电路的改进实施例的示意图;
图7示意说明本发明的又一实施例;以及
图8是多个电池和升压变换器的示意图。
图1示意说明从电充电电池12如铅酸电池或在牵引电动机应用中使用的其它高功率密度电池供电的传统AC电动机牵引驱动***10。牵引电池12连接到DC链路14,DC链路14把电能供给电牵引负载或电动机16,或从电牵引负载或电动机16接收再生电能,电牵引负载或电动机16通过牵引驱动变换器18连接到DC链路14,牵引驱动变换器18在图1中表示成倒相器。
电动机16表示成需要变频激励的交流(AC)电动机,它通过倒相器18从DC链路14中引出,但是电动机16也能是直流(DC)电动机,通过DC控制电路如脉冲宽度调制(PWM)变换器连接到链路14。AC电动机16可包括任何适当类型的AC装置,包括例如电感装置、永磁铁同步装置、电整流式电动机或开关磁阻式电动机。倒相器18的输入滤波电容器20连接在DC链路14的两端,用于对DC链路14上的电压VDC滤波。因为电动机16优选是3相电动机,倒相器18是每个相位脚有两个串联连接开关装置的3相倒相器,即,装置T1和T2形成第一相位脚,装置T3和T4形成第二相位脚以及装置T5和T6形成第三相位脚。装置T1-T6是传统的半导体开关装置,如IGBT、MOSFET、GTO、SCR或IGCT类装置。二极管D1-D6以逆平行关系连接在开关装置T1-T6的各个两端。
在示意的EV驱动器中牵引电池12通常有超过300Vdc的端电压并且短时间期间能产生几百安培的电流。更具体地,电动车的牵引电池12其通常大小有足够的功率密度以满足车辆加速和坡度要求。然而,该电池生产边界范围的能量密度是电动车未广泛接受的主要原因。
图2示意说明本发明的一个实施例,从而导致图1的AC牵引驱动器的改进,在图1的AC牵引驱动器中引入能利用高能量密度电池24的动态减速器22,在图2的实施例中电池24是可机械充电电池。电池24连接到DC链路14,代替高功率密度的电充电电池12。如锌空气电池的机械充电电池24可有200W-hr/kg能量密度。然而,该电池仅供能给负载并且不会接收车辆减速期间的再生能量。为此,单向导体如所示二极管26连接在机械充电电池和倒相器18之间的DC链路14的正总线,以便防止电能流到机械充电电池。动态减速器22连接在链路的倒相器18末端上的DC链路14两端。
动态减速器22包括高功率耗散栅格电阻器28和串联连接开关装置30。回扫二极管32与装置30逆平行连接。装置30在脉冲宽度调制(PWM)模式下工作以便可控制地改变电阻器28施加在DC链路14上的有效电阻,从而当电动机16在通过倒相器18使电能回到链路的再生模式下工作时限制在链路14上产生的DC电压。通过控制装置T1-T6的传导相角,电动机16可在再生模式下运转。再生模式允许电动机16起负载作用以制动或减速车辆并将车辆机械刹车的磨损减至最小。另外,如灯、空调、和电源转向助力泵的附件可连接到DC链路并用于吸收再生能量。
现在转到图3,示意说明作为图2的驱动电路的进一步改进而实施的本发明另一实施例,引入了升压变换器电路34来升高从机械充电高能电池24提供的电压。升压变换器电路34是美国专利No.5710699所示的电路的简化并且基本包括连接在正DC链路电压总线的电感器38和连接在DC链路两端的半导体开关装置40。在此使用的术语DC链路14指由于升压变换器34(且由于图4中的电池48)有在不同电压电平部分的正负DC总线。每个部分集中包含在DC链路14中。
逆流二极管42与开关装置40平行地连接在反向极。通过将开关装置40选通,升压变换器34工作,从而使电感器38有效置于电池24的端子两端。该作用导致电感器中电流快速升高。然后,当开关装置40不导通时电感器38的电感效应迫使电流以同样方向流过电感器,这样电感器起电流源的作用,产生在电池24和电感器38的组合两端的电压,该电压大于电池电压。这迫使电流继续流过串联二极管26并升高在DC链路14上的有效电压。当装置40不导通时逆流二极管42为瞬变电压提供电流通路以保护装置40。该实施例还包括连接在DC链路两端的缓冲器电路36以限制链路上的瞬变电压。缓冲电路可包括电阻器44和电容器46的串联组合。图3的驱动电路的剩余部分基本同图2所示。
注意到在图3的实施例中,阻塞二极管26引入在升压变换器电路34中,在一些应用中希望使用在电路34和机械充电电池24之间串联的第二二极管。例如,参照图6,示出使用两个阻塞二极管26、27的图3的一部分***,二极管27是隔离电池24与电路34的分离二极管。二极管26存在于升压变换器电路34中,但现在包括有与二极管26平行连接的可控电子开关29(如MOSFET、IGBT或其它开关装置)并适用于在绕二极管26的逆平行方向上传导电流。该实施例使升压变换器34起反向变换器的作用,用于从倒相器18的再生电能流动,从而再生电能能用于车辆附件电能(AUX LOAD 31),而不是作为动态减速器22中的热量散失。
电池24包括单个电池或多个并联电池。而且,希望电分离多个电池并且每个电池通过分离的升压变换器/二极管电路连接到DC链路,即,每个平行的机械充电电池通过多个升压变换器电路34中对应的一个连接到DC链路。暂时参照图8,示出了多个电池装置的一种形式,其中电池24a、24b、24c经对应的二极管27a、27b、27c连接到变换器电路34a、34b、34c中对应的一个。在该实施例中二极管27a、27b、27c的使用是任选的。多个电池和升压变换器电路提供容错。如果一个电池出现故障,能利用使升压变换器无效来有效地从部件中去除缺陷电池。
图4是图3实施例的又一改进并且与该实施例的不同在于在DC链路的两端在阻塞二极管26的倒相器侧上增加了高功率密度电池48。图4的实施例产生混合式电池结构,能够使用电池48为加速或重负载情况提供高功率响应,同时使用高能量密度电池24能供给车辆的持续工作行程。在该实施例中,当使用电动机来影响车辆的电减速时,电动机产生的再生能量能转移到高功率密度电池48以对该电池有效充电并延长车辆的工作行程。优选地,高能量密度电池24的端电压小于高功率密度电池48的端电压,这样即使没有升压变换器34,也不会有电能从电池24流到电池48。这能够以调节从电池24提取的能量数量的方式来控制升压变换器34。当负载所需电能大于电池48能供给的时或需要从电池24对电池48充电时也能从电池24获得能量。
图4的混合式电池结构的特别优点是升压变换器34和动态减速器22的控制方案能使DC链路电压保持在窄的控制电压范围,这是因为连接在DC链路两端的功率电池48有低的有效串联电阻并且能吸收电动机16产生的大量再生电能。如上所述,能使用动态减速器电路22来控制DC链路电压在高功率密度电池48额定工作电压上的可接受范围内。然而,此类电压控制在其中不使用动态减速器22而从PC链路中获取辅助能量的应用也可是有效的。例如,在该***中DC链路电能连接来运行灯、空气压缩机、空调、电源转向助力泵和其它车辆附件(未示出),这些附件负载与充电电池48的组合可提供足够的能力来吸收任何再生能量,而无须使用动态减速器。
现在参照图5,示出了控制***50的作用方框图,控制***50用于控制图4的混合式电池牵引驱动电路的工作。该控制***分成两部分,即车辆***控制器52和混合式电源控制器54。***控制器52基本上从如线56上的扭矩反馈和线58上的速度基准反馈这样的变量来监控电动机操作。或许仅仅是加速器位置的扭矩指令提供给控制器52并且通过适当操作作为扭矩控制指令输出给牵引驱动***,牵引驱动***提供信号来控制倒相器18中的各个开关装置和动态减速器22中的开关装置。开关装置信号的产生不是本发明的部分并且在现有技术中公知。
混合式电源控制器54监控高功率密度电池48的电压和高能量密度电池24的电压并使用这些变量控制升压变换器34,从而调节从电池24转移到DC链路14的电能数量。混合式电源控制器52利用在美国专利No.5659240中描述的一些技术。在其基本操作中,该***控制器中的乘法器60组合扭矩反馈和速度反馈信号以产生通过滤波电路62耦合并提供给功率限制电路64的功率反馈信号。功率限制电路64的输出提供给另一乘法器66,在此与代表高能量密度电池24的端电压的信号结合。该信号仅是提供给乘法器增益调控电路68的监控电池电压信号,乘法器增益调控电路68产生代表驱动电路所需电池功率的调整乘法器VAC。通过监控经过高功率密度电池的电流和其两端的电压,该值在结点70中与代表传送给高功率密度电池48的实际功率的另一反馈信号求和。在乘法器72中得到的这些值的积提供给求和结点70。然后使用差值信号来控制升压变换器的操作。然而,首先通过代表求和结点74中电池48供给的平均功率的信号来修正它。然后所得信号提供给调节器76,产生代表来自电池24所需电流的指令。电流反馈信号与该信号在结点78中结合,然后差值信号提供给调节器80,调节器80提供信号给脉冲宽度调制信号发生电路82。电路82提供控制信号给升压变换器电路34中的开关装置40。以此方式,该电路用于控制从电池24传送到DC链路14上的能量数量。
通过监控电48端电压和在传感器86中输出的电池48电流就能得到电池48正在生产的平均功率。这些信号提供给乘法器88以提供功率信号,然后功率信号在部件90滤波并提供给求和结点92。在求和结点92,来自电池48的平均功率与采用充电算法部件94、96的电池状态而得到的信号求和。充电算法状态使用DC链路电压和电池48的电流来计算电池48正产生的净安培。利用算法来控制电池48的充电循环以使电池寿命最长。充电算法的电池状态的更详细讨论在美国专利No.5659240中提供。
图7示意说明根据本发明又一实施例的混合式电池控制***,包括电充电高能量密度电池。
因为电池24能接收充电电能,除了电池24的变化和不再需要的阻塞二极管27的删除外,图7的实施例基本上与图6的实施例相同。
在该实施例中,电池24是代替机械充电电池的电充电电池。虽然传统电充电电池同传统机械充电电池没有相同多的能量存储,但电充电电池的优点是它们能就地充电,而不象机械充电电池为了充电必须从EV中取出。适当的电充电高能量密度电池例如包括锂离子电池、镍金属氢化物电池或钠-氯化镍电池。
在本发明已公开目前所认为的优选实施例的同时,各种变形对本领域技术人员将是显而易见的。因此,本发明不限于所公开的特定实施例,而是由附加权利要求的全部精神和范围来解释。
Claims (29)
1.一种电源***的混合式电池装置,其中电池负载是间歇高功率负载,该***包括:经DC链路提供电能给负载的混合式电池和控制电能提供给负载的控制***,混合式电池装置包括:
连接到DC链路的高能量密度(HED)电池;
连接到DC链路的高功率密度(HED)电池;以及
升压变换器,包括连接在HED电池和HPD电池之间的电路中的单向导体,用于选择性地从HED电池升高电压到足够使电流经过单向耦合器到HPD电池的电平。
2.如权利要求1的混合式电池装置,其中HED电池包括HED电池的组合以及升压变换器包括多个升压变换器,每个升压变换器连接在对应的一个HED电池和HPD电池之间。
3.如权利要求1的混合式电池装置,还包括连接在HPD电池和HED电池之间的电路中的动态减速器,用于控制DC链路的电压在HPD电池的额定工作电压的选择范围内。
4.如权利要求3的混合式电池装置,其中HED电池包括至少一个机械充电电池,以及其中单向耦合器防止电流从HPD电池流到HED电池。
5.如权利要求3的混合式电池装置,其中升压电路包括:
连接在HED电池和单向导体之间的电感器:
连接在电感器和单向导体的结点处的第一开关;
控制***,用于选择性地使第一开关导通,形成经过电感器的电流,以及用于使第一开关不导通,从而迫使电感器电流经过单向导体。
6.如权利要求3的混合式电池装置,其中动态减速器包括功率耗散电阻与具有控制***的第二开关的串联组合,可操作的控制***以控制HPD电池两端电压的方式选择性地使第二开关导通和不导通。
7.如权利要求1的混合式电池装置,其中HED电池包括电充电电池。
8.如权利要求7的混合式电池装置,其中HED电池包括钠-氯化镍电池、锂离子电池或镍金属氢化物电池。
9.如权利要求7的混合式电池装置,还包括与单向导体平行连接的开关,用于选择性地使电流传送到HED电池。
10.权利要求1的混合式电池,还包括串联连接在HED电池和升压变换器之间的二极管,该二极管的极性阻止电流从升压变换器到HED电池。
11.权利要求10的混合电池装置,其中HED电池包括机械充电电池的组合,
二极管包括多个二极管,
以及升压变换器包括多个升压变换器,
每个机械充电电池通过对应的一个二极管与其它机械充电电池隔离,每个二极管将相关的一个机械充电电池连接到对应的一个升压变换器,以及每个升压变换器连接到HPD电池。
12.权利要求10的混合式电池,还包括与单向导体平行连接的开关,用于选择性地使电流以相反方法经过升压变换器,该***包括连接在二极管和升压变换器之间的电路中的辅助负载装置,用于利用反向电流。
13.一种AC电动机的混合式电池电源***,该***包括:
直流(DC)链路;
连接在DC链路和至少一个AC电动机之间的倒相器;以及
高能量密度(HED)电池和高功率密度(HPD)电池,每个电池连接在具有DC链路的电路中,使电能从相连的电池提供给倒相器,DC链路配置成把电动机的再生电能提供给HPD电池而与HED电池隔离。
14.权利要求13的混合电池电源***,还包括连接在HED电池和HPD电池之间的DC链路中的二极管,该二极管的极性阻止电流从HPD电池到HED电池。
15.权利要求14的混合式电池电源***,还包括连接在具有HED电池的电路中的升压电路,用于选择性地使电能从HED电池传送到HPD电池。
16.权利要求15的混合式电池电源***,其中升压电路包括电感器和可控电子开关的串联组合,该电感器串联连接在HED电池和二极管之间,开关连接到电感器和二极管中间的结点并配置成使电感器位于HED电池两端的短路位置,当开关导通时电流由此通过,控制***与开关耦合,用于选择性地使开关导通和不导通,用于升高经二极管到HPD电池的电流。
17.权利要求16的混合式电池电源***,还包括在HPD电池处连接到DC链路的动态减速器,用于控制DC链路上的电压。
18.权利要求17的混合式电池电源***,其中动态减速器包括功率电阻器和第二电子可控开关的串联组合,第二开关选择性地导通和不导通以改变DC链路上出现的有效电阻,用于限制该链路上的电压值。
19.权利要求17的混合式电池电源***,还包括用于捕获再生能量的连接到DC链路的至少一个电供能的附加装置。
20.一种牵引驱动***,包括:
电牵引电动机;
供给电能给电动机的牵引驱动变换器;
机械充电电池;
用于把来自电池的DC电能耦合到牵引驱动变换器的DC链路;
连接在DC链路中用于阻止电能从牵引驱动变换器传送到电池的二极管;以及
连接到DC链路用于利用至少当电动机在再生模式下运行时的电能的动态减速器。
21.权利要求20的牵引驱动***,还包括连接在DC链路中用于增加电池的有效电压值的升压变换器。
22.权利要求21的牵引驱动***,其中电动机是三相电动机并且牵引驱动变换器包括用于提供三相受控频率电能给电动机的三个相位脚。
23.权利要求22的牵引驱动***,其中牵引驱动变换器包括多个可控电子开关装置并且该***包括提供选通信号给每个开关装置的控制***,用于选择性地操作牵引驱动变换器在电动模式下传送电能给电动机并且用于在电减速模式下操作电动机以控制来自电动机的电能传送。
24.权利要求22的牵引驱动***,其中动态减速器可操作来调节DC链路上的电压。
25.权利要求22的牵引驱动***,还包括多个二极管,其中
该电池包括机械充电电池的组合,
升压变换器包括多个升压变换器,以及
每个电池通过多个二极管中对应的一个与其它电池隔离,每个二极管将相关的一个电池连接到多个升压变换器中对应的一个,并且每个升压变换器连接到DC链路。
26.一种交流电(AC)电牵引电动机***,包括:
AC电牵引电动机;
机械充电电池;
连接到电池的直流(DC)链路;
连接在DC链路和AC电动机之间的DC到AC和AC到DC的双向变换器;
连接在DC链路中并且适用于选择性地升高电池电压到足以传送电流给DC链路的电平的升压变换器,升压变换器包括用于阻止电流从链路到电池的二极管,并且还包括与二极管逆平行连接的可控开关装置,用于选择性地使电流以相反方向通过升压变换器;
连接在电池和升压变换器之间的DC链路中的第二二极管,用于阻挡从升压变换器到电池的电流;以及
连接到第二二极管和升压变换器之间的DC链路的附加负载装置,用于利用来自升压变换器的反向电流。
27.权利要求26的牵引电动机***,还包括连接到倒相器和升压变换器之间的DC链路的动态减速器,减速电路可选择性地操作来调节DC链路上的倒相器电压。
28.权利要求27的牵引电动机***,其中动态减速器包括连接到可控电子开关的功率电阻器,可控电子开关用于调制该电阻器的有效电阻。
29.权利要求26的牵引电动机***,其中
电池包括该电池的部件,
该二极管包括多个二极管,
以及升压变换器包括多个升压变换器,
每个电池通过对应的一个二极管与其它电池隔离,每个二极管将相关的一个电池连接到对应的一个升压变换器,以及每个升压变换器连接到DC链路。
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JP2000182676A (ja) | 2000-06-30 |
BR9905613A (pt) | 2000-08-22 |
IL132777A (en) | 2003-01-12 |
US7049792B2 (en) | 2006-05-23 |
US20020158606A1 (en) | 2002-10-31 |
CA2289332C (en) | 2009-12-22 |
EP1000796A3 (en) | 2002-07-10 |
EP1000796A2 (en) | 2000-05-17 |
US20040189226A1 (en) | 2004-09-30 |
JP4650911B2 (ja) | 2011-03-16 |
IL132777A0 (en) | 2001-03-19 |
SG93848A1 (en) | 2003-01-21 |
US6737822B2 (en) | 2004-05-18 |
US6331365B1 (en) | 2001-12-18 |
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