EP4171990A1 - Dispositif de stockage d'énergie - Google Patents

Dispositif de stockage d'énergie

Info

Publication number
EP4171990A1
EP4171990A1 EP21742921.6A EP21742921A EP4171990A1 EP 4171990 A1 EP4171990 A1 EP 4171990A1 EP 21742921 A EP21742921 A EP 21742921A EP 4171990 A1 EP4171990 A1 EP 4171990A1
Authority
EP
European Patent Office
Prior art keywords
energy storage
storage device
pack
vehicle
main controller
Prior art date
Legal status (The legal status 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 status listed.)
Pending
Application number
EP21742921.6A
Other languages
German (de)
English (en)
Inventor
Balaji RAVICHANDRAN VIGNESH
Naik Ravindar
Dora KAREDLA BAPANNA
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TVS Motor Co Ltd
Original Assignee
TVS Motor Co Ltd
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 TVS Motor Co Ltd filed Critical TVS Motor Co Ltd
Publication of EP4171990A1 publication Critical patent/EP4171990A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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
    • 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 subject matter relates to a two wheeled vehicle. More particularly, the present subject matter relates to the energy storage device in the vehicle.
  • rechargeable energy storage devices can be charged or discharged unlike the primary energy storage devices which are not capable of getting recharged.
  • the low capacity energy storage device where only one energy storage device is packaged into a pack shape may be used as the power source for the various compact and portable electronic devices like the mobile phones etc.
  • high capacity energy storage device in which, several number of energy storage devices are connected in series or parallel, it may be used for powered devices e.g. power banks, laptops or driving motors such as electric scooters, hybrid vehicle etc.
  • a energy storage device is proposed as a clean, efficient and environmentally responsible power source for powered devices like electric vehicles and various other applications.
  • one type of energy storage device is lithium ion energy storage device which is rechargeable and can be formed into a wide variety of the shapes and sizes so that the space available in the electric vehicle is efficiently filled.
  • a combination of plurality of energy storage device cells can be provided in an energy storage device cell module to provide or generate the amount of power sufficient to operate a powered unit & especially a portable powered device.
  • Fig.l is a left side view of a step through vehicle as per one embodiment of the present invention.
  • Fig. 2 shows the power system to power a vehicle along with a circuit diagram of plurality of pack of energy storage devices with different cell chemistries as per one embodiment of the present invention.
  • Fig. 2a is a flowchart describing activation of the plurality of pack of the Energy storage devices corresponding to a mode selection by a customer or depends on the state of charge of the energy storage device pack in the vehicle as per one embodiment of the present invention.
  • Fig. 3 is a circuit diagram representing an active state of pack A of energy storage device when vehicle is in economy mode as per one embodiment of the present invention
  • Fig. 3a is a circuit diagram representing the active state of pack B of energy storage device when vehicle is in power mode as per one embodiment of the present invention.
  • Fig. 4 is a flowchart explaining the synergistic working of the pack of plurality of energy storage devices during mode changing of the vehicle.
  • Fig. 4a is a circuit diagram explaining the 1 st Step of changing vehicle mode from economy to power mode as per one embodiment of the present invention.
  • Fig. 4b is a circuit diagram explaining the 2 nd Step of changing vehicle mode from economy to power mode as per one embodiment of the present invention.
  • Fig. 4c is a circuit diagram explaining the 3 rd Step of changing vehicle mode from economy to power mode as per one embodiment of the present invention.
  • Fig. 4d is a circuit diagram explaining the 4 th and last Step of changing vehicle mode from economy to power mode as per one embodiment of the present invention.
  • Fig. 4e is a circuit diagram explaining the 1 st Step of changing vehicle mode from power mode to economy mode as per one embodiment of the present invention.
  • Fig. 4f is a circuit diagram explaining the 2 nd Step of changing vehicle mode from power mode to economy mode as per one embodiment of the present invention.
  • Fig. 4g is a circuit diagram explaining the 3 rd Step of changing vehicle mode from power mode to economy mode as per one embodiment of the present invention.
  • Fig. 4h is a circuit diagram explaining the 4 th and last Step of changing vehicle mode from power mode to economy mode as per one embodiment of the present invention.
  • Fig. 5 is a flow chart explaining the charging of the pack of energy storage device, when the vehicle is in regenerative mode as per one embodiment of the present invention.
  • Fig. 5a is a circuit diagram explaining charging of pack B of energy storage device as per one embodiment of the present invention.
  • Fig. 5b is a circuit diagram explaining charging of pack A of energy storage device as per one embodiment of the present invention
  • energy storage devices are classified into primary and secondary energy storage devices, where the primary energy storage devices are also referred as the disposable energy storage devices and mostly intended to be used until exhausted after which the energy storage device is simply replaced by one or more energy storage devices.
  • Secondary energy storage devices commonly referred as rechargeable energy storage devices can be repeatedly recharged and reused, thus are economical in the long run, environmental as compared to disposable energy storage devices.
  • rechargeable energy storage devices offer many advantages over primary energy storage devices but also has some drawbacks which are based on the chemistry of the energy storage device used, as these chemistries of the secondary cell is less stable as compared to the primary cell. Further, due to these relatively unstable chemistries, special handling of the secondary cell is often required during manufacture.
  • rechargeable energy storage devices provide a much longer service life than disposable energy storage devices, their service life is not unlimited.
  • a rechargeable energy storage device can typically be recharged anywhere from 100 times (e.g., alkaline based) to 1000 times (e.g., lithium-ion, lithium-polymer based) to 20,000 times or more (e.g., thin film lithium based).
  • the number of cycles that a rechargeable energy storage device can be recharged depends on a variety of other factors that include; (i) the rate of charging (i.e., slow trickle charge versus fast charge), (ii) the level of charging (i.e., 75% of full charge, full charge, over-charged, etc.), (iii) the level of discharge prior to charging (i.e., completely depleted, still charged to a low level, etc.), (iv) the storage temperature of the energy storage device during non-use, and (v) the temperature of the energy storage device during use.
  • the rate of charging i.e., slow trickle charge versus fast charge
  • the level of charging i.e., 75% of full charge, full charge, over-charged, etc.
  • the level of discharge prior to charging i.e., completely depleted, still charged to a low level, etc.
  • the storage temperature of the energy storage device during non-use iv
  • the temperature of the energy storage device during use i
  • the vehicles generate power from the stack of cells placed in the vehicle.
  • lead acid energy storage devices were the first choice of the manufacturers but with passage of time and the development in the technology, it has resulted in expansion in the area of energy storage device and the now the manufacturers are having options to replace lead acid energy storage device with the Lithium ion energy storage device or any other energy storage device as such.
  • Lead-acid electrochemical cells have been commercially successful as power cells for over one hundred years.
  • lead-acid energy storage devices are widely used for starting, lighting, and ignition (SLI) applications in the automotive industry.
  • Ni MH nickel-metal hydride
  • Li-ion lithium-ion
  • Lead-acid energy storage device technology is low-cost, reliable, and relatively safe. Certain applications, such as complete or partial electrification of vehicles and back up power applications require higher specific energy than traditional lead-acid energy storage devices deliver. Conventional lead-acid energy storage devices suffer from low specific energy due to the weight of the components.
  • Lead-acid energy storage devices also suffer from certain disadvantages. They have relatively low cycle-life, particularly in deep-discharge applications. Due to the weight of the lead components and other structural components needed to reinforce the plates, lead-acid energy storage devices typically have limited energy density. If lead- acid energy storage devices are stored for prolonged periods in a discharged condition, sulfation of the electrodes can occur, damaging the energy storage device and impairing its performance.
  • Ni-MH energy storage devices In contrast to lead-acid energy storage devices, Ni-MH energy storage devices use a metal hydride as the active negative material along with a conventional positive electrode such as nickel hydroxide. Ni-MH energy storage devices feature relatively long cycle life, especially at a relatively low depth of discharge. The specific energy and energy density of Ni-MH energy storage devices are higher than for lead-acid energy storage devices. In addition, Ni-MH energy storage devices are manufactured in small prismatic and cylindrical cells for a variety of applications and have been employed extensively in hybrid electric vehicles. Larger size Ni-MH cells have found limited use in the vehicles.
  • Ni-MH electrochemical cells have high cost.
  • Li- ion energy storage devices share this disadvantage.
  • improvements in energy density and specific energy of Li-ion designs have outpaced comparable advances in Ni-MH designs in recent years.
  • Ni-MH energy storage devices currently deliver substantially more power than designs of a decade ago, the progress of Li-ion energy storage devices, in addition to their inherently higher operating voltage, has made them technically more competitive for many hybrid applications that would otherwise have employed Ni-MH energy storage devices.
  • Li-ion energy storage devices have captured a substantial share, not only of the secondary consumer energy storage device market but, a major share of OEM hybrid energy storage device, vehicle, and electric vehicle applications as well.
  • Li-ion energy storage devices provide high-energy density and high specific energy, as well as long cycle life. For example, Li-ion energy storage devices can deliver greater than 1,000 cycles at 80% depth of discharge.
  • the energy density and power density of these three electro-chemistries vary substantially, where the Li ion energy storage devices are most preferred in the automobile sector.
  • the Li ion energy storage devices have different electro-chemistries which are being used in the automotive vehicle. Each electro chemistries as formed with different material have their own advantages and disadvantages.
  • Lithium Cobalt Oxide has high energy density and less power density
  • Lithium Dioxomanganese has less energy density and power density as compared to the Lithium Cobalt Oxide.
  • Lithium Iron Phosphate has more power density and less energy density as compared to the Lithium Cobalt Oxide and Lithium Nickel Cobalt Aluminum Oxide has high energy density and equal power density as compared to the Lithium Cobalt Oxide.
  • each energy storage device having different electro chemistries have their own advantages and disadvantages.
  • Each of the vehicles includes plurality of pack of energy storage device with cell chemistries.
  • cell chemistries in the energy storage device with high energy density have better durability when compared to the cell chemistries with higher power density.
  • the high energy density cells are able to supply lower rated current for a longer period of time whereas high power density cells are able to supply higher rated current for a comparatively shorter duration.
  • Energy storage device 1 may be able to store only enough charge to power a light bulb for 1 minute, while still being able to deliver 100 Ampere if needed (more power density and less energy density).
  • Energy storage device 2 may be able to store enough energy to power the exact same bulb for an hour, while only being able to deliver 1 Ampere if needed (more energy density and less power density). Also, when a plurality of pack of energy storage device are at different voltage levels and connected in parallel, then one energy storage device will try to charge another, leading to simultaneous drainage of the plurality of pack of energy storage device.
  • the present invention provides a solution to the above problems while meeting the requirements of minimum modifications in the energy storage device at low cost with ease of mode shifting.
  • the present invention relates to the energy storage device and more particularly to a plurality of pack of energy storage device unit having different cell chemistries working synergistically, achieving high durability of the plurality of energy storage device pack while maintaining the comfort of the rider/user.
  • a power system for a vehicle having a plurality of power sources like plurality of packs of energy storage devices (Pack A of Energy storage device and Pack B of Energy storage device) having different cell chemistries, a plurality of battery management system (BMS) having BMS controller, a main controller also termed as motor controller and a motor coupled to a rear wheel for traction.
  • BMS battery management system
  • the plurality of said energy storage device consisting of energy storage pack plays an important role while deciding or shifting the mode from economy mode to power mode or vice versa.
  • the plurality of BMS includes plurality of switches having diodes connected to each pack of energy storage device.
  • the diodes are explained as a two terminal electronic component that conducts current primarily in one direction.
  • a mode i.e. economy mode or power mode
  • one pack of energy storage device be in active state to transfer the current generated by the energy storage device to the main controller and finally to the motor for traction.
  • the pack A of Energy storage device includes cells better in energy density but having less power density that is to store enough energy to power the main controller for extended time period, hence to be used in economy mode.
  • the pack B Energy storage device includes cells better in power density but comparatively less energy density that is, having enough charge to power the main controller for short duration of time.
  • the modes of the vehicle, that is economy mode and the power mode can be decided by the main controller also based on the state of charge of the packs of the energy storage devices.
  • the main controller when the vehicle is in economy mode, the main controller sends an input to the battery management system (BMS) through BMS controller to activate the desired pack of energy storage device for economy mode since in economy mode normal speed for long duration of time is required, which can be fulfilled by the energy storage device having high energy density. Therefore, the BMS makes pack A of Energy storage device in active/Wake up state.
  • the BMS of pack A of Energy storage device has pair of switches, where a switch land switch 2 is in ON state and the pack B of Energy storage device is not in active state. The current generated is transferred by the switches to the main controller and finally to the motor coupled with the rear wheel for traction.
  • the main controller when the vehicle is in power mode, the main controller sends an input to a battery management system (BMS) through BMS controller to activate the desired energy storage device pack for power mode since in power mode; energy storage device having high power density is required.
  • BMS battery management system
  • the BMS (203) makes pack B of the Energy storage device in active/Wake up state and the pack A of the Energy storage device is inactive state.
  • the BMS of the pack B of Energy storage device has pair of switches, switch 3 and switch 4, where both the switches are in ON state for transferring current to the main controller through the switches and finally to the motor, which is coupled with the rear wheel for traction.
  • the configuration explained above ensures the durability of the pack of the energy storage device, which increases the life of the energy storage device pack in the vehicle.
  • the active energy source in the economy mode includes high energy density pack A of energy storage device and in the power mode includes high power density pack B of energy storage device.
  • the main controller sends the input to the battery management system through the BMS controller of the respective pack of the energy storage device and subsequently, the battery management system decides the activation of the energy storage device while controlling the ON/OFF state of switches depending on the mode transition.
  • the battery management system deactivates the switch 2 connected to the pack A of energy storage device and turns it in OFF state and activates switch 1 connected to the pack A of energy storage device in ON state.
  • the pair of switches connected to the pack B of energy storage device are in OFF state.
  • the current generated by the pack A of energy storage device is transferred to the main controller through the switch 1 and then to the diode of the switch 2 and finally to the motor for the traction.
  • the Switch 3 connected to the pack B of energy storage device is turned ON and then the switch 1 connected to the pack A of Energy storage device is turned OFF by the BMS of the respective packs of energy storage device.
  • the power generated by the pack of energy storage device pack B is transferred to the main controller through the switch 3 and the diode of the Switch 4 and main controller transfers this power to the motor for traction.
  • Switch 4 connected to the pack B of energy storage device is turned ON; thereby the vehicle is now in the power mode and the current will flow from both the switches connected to the pack B of energy storage device.
  • switch 1 and switch 3 are in ON state and hence the controller will take current from both the packs for only delta seconds, which restricts the drainage of the packs of energy storage device.
  • the steps explained above involve an important aspect that while switching from pack of one energy storage device to another, pack of another energy storage device is first engaged before disengaging the pack one energy storage device. This thereby enables ensuring that no jerk is felt by the rider during the mode shifting while riding the vehicle and also, ensures that there is no draining of the energy storage device pack.
  • switch 2 and switch 4 connected to the plurality of packs of energy storage devices restrict the interchanging of the power among the energy storage devices or restrict the charging of the one energy storage device pack from another.
  • the configuration as discussed above ensure the user comfort and reduce the jerk feel as felt by the rider’s during shifting of the mode in the vehicle. This also ensures that the controller is getting power supply from at least one of the pack energy storage device constantly, thereby, not undesirably affecting the riding of the vehicle and also, not draining the pack of energy storage device.
  • the main controller when the rider manually changes the power mode to economy mode in the vehicle or when the main controller activates the pack of energy storage device depending on the state of charge of the energy storage device, the main controller sends the input to the battery management system and subsequently, the battery management system decides the activation of the energy storage device while controlling the ON/OFF state of the switches depending on the mode transition.
  • the switch 4 connected to the pack B of energy storage device is turned back in OFF state and switch 3 connected to the pack B of energy storage device is in ON state.
  • the pair of switches connected to the pack A of energy storage device is in OFF state.
  • the power generated by the pack B energy storage device is transferred to the main controller through the switch 3 and then to the diode of the switch 4 and finally to the motor for the traction through the diodes.
  • the battery management system activates the Switch 1 which is connected to the pack A of energy storage device, to ON and switch 3 connected to the pack B of Energy storage device is in ON state.
  • the main controller receives current for delta seconds from both the packs.
  • the battery management system will turn OFF the switch 3 connected to the pack B of Energy storage device.
  • the power generated by the pack A of energy storage device from the switch 1 and diode of the switch 2 is transferred to the main controller and main controller transfers this power to the motor for traction.
  • Switch 2 of the pack A of energy storage device is turned ON by the battery management system to complete the connection for economy mode, thereby the vehicle is now in the economy mode.
  • one pack of energy storage device is first engaged to main controller before disengaging another pack of energy storage device.
  • the configuration as discussed above ensures the user’s comfort and reduces the jerk feel as felt by the rider during shifting of the mode in the vehicle. This also ensures that the main controller is getting power supply from at least one of the pack of energy storage device constantly, thereby, not affecting the riding of the vehicle and also, not draining the energy storage device. This configuration improves the durability of the energy storage device as well as the vehicle since the synergistic selective operation of the pack of energy storage device increases.
  • regenerative braking is defined as the conversion of the vehicle's kinetic energy into chemical energy stored in the energy storage device, where it can be used later to drive the vehicle. It is termed as braking because it also serves to slow the vehicle.
  • the main controller compares state of charge of both the packs of energy storage devices, where state of charge is the level of charge of an electric energy storage device relative to its capacity. If the states of charge of both the packs of energy storage devices are above minimum, the regenerative current will be sent to pack B of energy storage device, as pack B of energy storage device pack has high power density.
  • the vehicle is a two-wheeler saddle type vehicle.
  • the concepts of the present invention may be applied to any of the two-wheeler, three-wheeler and four-wheeler including hybrid electric vehicle and electric vehicle.
  • Fig. 1 shows a left side view of a step through vehicle (“the vehicle”) 100, in accordance with an embodiment of the present subject matter.
  • the vehicle (100) illustrated has a frame assembly (105) shown schematically by dotted lines.
  • the frame assembly (105) includes a head tube (105H), a main frame assembly (105M).
  • One or more suspensions (110) connect a front wheel (115) to a handlebar assembly (120), which forms the steering assembly of the vehicle (100).
  • the steering assembly is rotatably disposed through the head tube (105A).
  • the main frame assembly (105B) extends rearwardly downward from the head tube (105A) and includes a bent portion thereafter extending substantially in a longitudinal direction.
  • the frame assembly (105) includes one or more rear frame member (105C) extending inclinedly rearward from a rear portion of the main frame assembly (105B) towards a rear portion of the vehicle (100).
  • the vehicle (100) includes a power unit (125) comprising at least one of an internal combustion (IC) engine (125) and a traction motor (135).
  • the traction motor (135) is a brush less direct current (BLDC) motor.
  • the power unit is coupled to the rear wheel (145).
  • the IC engine (125) is swingably connected to the frame assembly (105).
  • the IC engine (125) is mounted to the swing arm (140) and the swing arm (140) is swingably connected to the frame assembly (105).
  • the traction motor (135) in one embodiment, is disposed adjacent to the IC engine (125).
  • the traction motor 135 is hub mounted to the rear wheel (145).
  • the vehicle (100) includes a transmission means (130) coupling the rear wheel (145) to the power unit.
  • the transmission means (130) includes a continuously variable transmission, an automatic transmission, or a fixed ratio transmission.
  • a seat assembly (150) is disposed above the power unit and is supported by the rear frame member (105C) of the frame assembly (105). In the present embodiment, the seat assembly (150) is hingedly openable.
  • the frame assembly (105) defines a step- through portion ST ahead of the seat assembly (150).
  • a floorboard (155) is disposed at the step-through portion, wherein a rider can operate the vehicle 100 in a seated position by resting feet on the floorboard (155). Further, the floorboard (155) is capable of carrying loads.
  • the vehicle includes an on-board plurality of energy storage devices that drives the traction motor (135). Further, the frame assembly (105) is covered by plurality of body panels including a front panel (160A), a leg shield (160B), an under-seat cover (160C), and a left and a right side panel (160D), mounted on the frame assembly (105) and covering the frame assembly (105) and parts mounted thereof.
  • a front panel 160A
  • a leg shield 160B
  • an under-seat cover 160C
  • 160D left and a right side panel
  • a front fender (165) is covering at least a portion of the front wheel (115).
  • the front fender (165) is integrated with the front panel (160A).
  • a utility box (not shown) is disposed below the seat assembly (150) and is supported by the frame assembly (105).
  • a fuel tank (not shown) is disposed adjacently to the utility box (not shown).
  • a rear fender (175) is covering at least a portion of the rear wheel (145) and is positioned below the fuel tank and upwardly of the rear wheel (145).
  • One or more suspension(s) (180) having mono shock absorber or dual shock absorber, are provided in the rear portion of the vehicle (100) for connecting the swing arm (140) and the rear wheel (145) to the frame assembly (105) for damping the forces from the wheel (145) and the power unit from reaching the frame assembly (105).
  • the vehicle (100) comprises of plurality of electrical and electronic components including a headlight (185A), a tail light (185B), a transistor controlled ignition (TCI) unit (not shown), an alternator (not shown), a starter motor (not shown). Further, the vehicle 100 includes an anti-lock braking system (ABS), a synchronous braking system (SBS), or a vehicle control system (VCS)
  • ABS anti-lock braking system
  • SBS synchronous braking system
  • VCS vehicle control system
  • Fig. 2 shows the power system (200) to power a vehicle along with a circuit diagram of plurality of pack of energy storage devices with different cell chemistries as per one embodiment of the present invention.
  • the power system (200) includes a plurality of power sources like plurality of pack of energy storage devices (pack A of Energy storage device (201) and pack B of Energy storage device (202) having different cell chemistries), a plurality of switches (207, 208, 209, 210), a plurality of battery management system (203, 204), a main controller also referred as motor controller (205) and the motor (135) coupled for propulsion of the vehicle.
  • a pack of the plurality of pack of energy storage devices (201, 202) plays an important role while deciding or shifting the mode e.g. economy mode to power mode or vice versa.
  • the plurality of BMS (203, 204) includes plurality of switches (207, 208, 209, 210) having diodes (207d, 208e, 209f, 210g).
  • the diodes are explained as a two-terminal electronic component that conduct current primarily in one direction. After the vehicle is started and when a user/rider has manually selected at least a mode i.e. economy mode or power mode, in that case one pack of energy storage device will be in active state to transfer the current generated by the energy storage device to the main controller and finally to the motor for traction.
  • the pack A of Energy storage device (201) includes cells better in energy density but having less power density that is to store enough energy to power the main controller for extended time period, hence to be engaged in economy mode.
  • the pack B of Energy storage device (202) includes cells better in power density but comparatively less energy density, hence to be engaged in power mode of the vehicle. Further, the activation of either of the energy storage device can also be decided by the main controller, based on the state of charge of the energy storage device packs, to avoid drainage of the pack of energy storage device.
  • Fig. 2a is a flowchart describing activation of the plurality of pack of the Energy storage devices corresponding to a mode selection by a customer or depends on the state of charge of the energy storage device pack in the vehicle as per one embodiment of the present invention.
  • battery management system checks that whether there is a mode selection by customers through main controller at step S212.
  • a battery management system (203) for pack A of Energy storage device (201) having better energy density after getting input from the main controller (205) as described in Step S213 and S215, activates switch 1 (207) and Switch 2 (208) of the pack of the Energy storage device A (201) that is in economy mode, reference from fig. 2. Further, when the state of charge of the pack A of Energy Storage device (201) goes below the minimum value, e.g.
  • the pack B of energy storage device (202) is activated and main controller (205) will start taking current from pack B of energy storage device even in economy mode, as described in step S 217 and when the state of charge does not go below minimum value, then pack A of energy storage device remains in wake up state and controller remains taking power from pack A of Energy storage device in Step 217a.
  • step S218 battery management system (204) activates switch 3 (210) and switch 4 (209) of the pack B of Energy Storage device (202),. Further, at step S219, when the state of charge of the pack B of Energy Storage Device (202) goes below the minimum value, e.g. 15% of the total charge, the pack A of energy storage device (201) is activated at step220 and main controller (205) will start taking current from the pack A of energy storage device even in power mode and when the state of charge does not go below minimum value, then pack B of energy storage device remains in wake up state and controller remains taking power from pack B of Energy storage device in Step 220a .
  • This configuration by the main controller and battery management system ensures that the durability of the energy storage device pack is maintained and also, restricts the drainage of the pack of energy storage unit. Further, this configuration also ensures synchronized selection of current generated from at least one pack of Energy storage device by the main controller and hence, transfers the generated current to the motor.
  • Fig. 3 is a circuit diagram representing an active state of pack A of energy storage device (201) when vehicle is in economy mode as per one embodiment of the present invention.
  • the main controller (205) sends an input to a battery management system (BMS) through BMS controller (301, 302) to activate the desired energy storage device pack for economy mode since in economy mode normal speed for long duration of time is required, which can be fulfilled by the energy storage device having high energy density.
  • BMS battery management system
  • the BMS (203) triggers pack A of Energy storage device (201) to be in active/Wake up state.
  • the BMS (203) of pack A of Energy storage device has pair of switches (207, 208) connected, where a switch 1(207) and switch 2 (208) is in ON state and the pack B of Energy storage device (202) is not in active state.
  • the current (shown by dotted arrow) generated is transferred by the switches to the main controller (205) and finally to the motor (135) coupled with the rear wheel for traction.
  • Fig. 3a is a circuit diagram representing the active state of pack B of energy storage device (202) when vehicle is in power mode as per one embodiment of the present invention.
  • the main controller (205) sends an input to a battery management system (BMS) through BMS controller (301, 302) to activate the desired pack of energy storage device for power mode as in power mode, energy storage device having high power density is required.
  • BMS battery management system
  • the BMS (203) triggers pack B of Energy storage device (202) to be in active/Wake up state and the pack A of Energy storage device (201) remains in an inactive state.
  • the BMS (204) of the pack B of Energy storage device has pair of switches (210, 209), switch 3 (210) and switch 4 (209), where both the switches are in ON state for transferring current (shown by arrow) to the main controller (205) through the switches and finally to the motor (135), which is coupled with the rear wheel for traction.
  • This configuration explained in fig. 3 and fig.3a reduces the load duty cycle on the energy storage device and ensures high durability of the pack of the energy storage device, which increases the life of the energy storage device pack in the vehicle.
  • Fig. 4 is a flowchart explaining the synergistic working of the pack of plurality of energy storage devices during mode changing of the vehicle.
  • the economy mode includes high energy density pack of energy storage device (201) and power mode includes high power density pack of energy storage device (202).
  • the main controller (205) sends the input to the battery management system (203, 204) through the BMS controller (301, 302) of the respective pack of energy storage device and subsequently, the battery management system decides the activation of the energy storage device while controlling the ON/OFF state of switches depending on the mode transition. Further, as per one embodiment of the present invention and further described in S404, the battery management system (203) deactivates switch 2 (208) connected to the pack A of energy storage device (201) and turned it in OFF state and activates the switch 1 (207) connected to the pack A of energy storage device (201) in ON state (as shown in fig. 4a).
  • the pair of switches (210, 209) connected to the pack B of energy storage device (202) is in OFF state.
  • the current (as shown by arrow) generated by the pack A of energy storage device (201) is transferred to the main controller (205) through the switch 1 (207) and the diode (208e) of the switch 2 and finally to the motor for the traction.
  • the Switch 3 (210) connected to the pack B of energy storage device (202) is turned ON and then the switch 1 (207) connected to the pack A of Energy storage device (201) is turned OFF (as described in steps S405, S406 & Fig. 4b, 4c) by the BMS (301, 302) of the respective packs of energy storage device.
  • switch 1 (207) and switch 3 (210) are in ON state and hence the main controller (205) will take current from both the packs for only delta seconds, ensuring the continuous current flow to the main controller.
  • Switch 1 (207) when the Switch 1 (207) is in OFF state, the current generated by the pack B of energy storage device (201) is transferred to the main controller (205) through the switch 3 (210) and the diode (2091) of the Switch 4 (209) and main controller transfers this current to the motor (135) for traction. Further, Switch 4 (207) connected to the pack of energy storage device B (202) is turned ON (as described in step S407 & Fig. 4d); thereby the vehicle is now in the power mode and the current will flow from both the switches connected to the pack of energy storage device B (202).
  • the steps explained above are configured such that while switching from pack of one energy storage device to another, pack of another energy storage device is engaged before disengaging the one energy storage device pack, ensuring that no jerk is felt by the rider during the mode shifting while riding the vehicle and also, ensures that there is no draining of the energy storage device pack.
  • switch 2 and switch 4 connected to the plurality of packs of energy storage devices restrict the interchanging of the current among the energy storage devices or restrict the charging of the one energy storage device pack from another pack of energy storage device.
  • the configuration as discussed above ensures user comfort and reduces the jerk feel as felt by the rider during shifting of the mode in the vehicle. This also ensures that the controller gets supply from one of the packs of energy storage device pack, thereby, not affecting the riding of the vehicle and also, not draining the pack of energy storage device simultaneously.
  • Fig. 4e, 4f, 4g, 4h are circuit diagrams representing change of mode from power to economy mode in a vehicle as per one embodiment of the present invention.
  • the rider manually changes the mode from power mode to economy mode in the vehicle or when the controller activates the pack of energy storage device depending on the state of charge of the energy storage device, there is a need to activate pack of the energy storage device having high energy density (as described in step S408).
  • the main controller (205) sends the input to the battery management system (203, 204) through the BMS controller (301, 302) of the respective pack of energy storage device and subsequently, the battery management system decides the activation of the pack of energy storage device while controlling the ON/OFF state of switches depending on the mode transition. Further, as per one embodiment of the present invention and further described in S410 & Fig. 4e, the battery management system (204) turns OFF switch 4 connected to the pack B of energy storage device (202) and the switch 3 which is connected to the pack B of energy storage device is in ON state. The pair of switches connected to the pack A of energy storage device is in OFF state. Hence, the current (as shown by dotted arrow) generated by the pack B of energy storage device is transferred to the main controller through the switch 3 and the diode of the switch 4 and finally to the motor for the traction through the diodes.
  • the battery management system (203) activates the Switch 1 (207) connected to the pack A of energy storage device (201) and switch 3 (210) of the pack B of Energy storage device pack (202) to ON state.
  • the main controller will receive current for delta seconds from both the energy storage unit packs.
  • the battery management system (204) turns OFF the switch 3 (210) connected to pack B of Energy storage device (202).
  • the current (as shown by dotted arrow) as generated travels through the switch 1 (207) and diode (208e) of the switch 2 (208) and is transferred to the main controller (205) and main controller transfers this current to the motor (135) for traction.
  • Switch 2 (208) connected to the pack A of energy storage device pack (201) is turned ON by the battery management system (203) (as discussed in S413 &Fig. 4h) to complete the connection for economy mode, thereby the vehicle is now in the economy mode.
  • the steps explained above are configured such that the while switching from another pack of energy storage device to one pack of energy storage device , one pack of energy storage device is engaged first to main controller before disengaging another pack of energy storage device pack.
  • the configuration as discussed above ensures the user comfort and reduces the jerk feel as felt by the rider during shifting of the mode in the vehicle.
  • the main controller can also activate the required pack of energy storage device based on the state of charge of the energy storage device. This restricts the drainage of the pack of energy storage devices and also, improves the user comfort by avoiding jerk experienced by user during mode shift.
  • Fig. 5 is a flow chart explaining the charging of the pack of energy storage device, when the vehicle is in regenerative mode as per one embodiment of the present invention.
  • Regenerative braking is defined as the conversion of the vehicle's kinetic energy into chemical energy stored in the energy storage device, where it can be used later to drive the vehicle. It is termed as braking because it also serves to slow the vehicle.
  • the main controller compares state of charge of both the energy storage device pack, where state of charge is the level of charge of an energy storage device relative to its capacity. If the state of charge of both the packs of energy storage devices are above predetermined minimum for example, e.g.
  • the regenerative current (as shown by arrow) as generated is sent to pack B of energy storage device (as shown in fig. 5a and described at S503), since the pack B of energy storage device has high power density. Further, as per one embodiment, if the state of charge of pack A of energy storage device is less than minimum charge then at Step (S 505), the regenerative current will be sent to pack A of energy storage device (as shown in fig. 5b), where pack A of energy storage device has high energy density.
  • the embodiments of the present invention describes a plurality of pack of energy storage device unit having different cell chemistries working synergistically, achieving high durability of the plurality of energy storage device pack while maintaining the comfort of the rider/user.
  • Vehicle 185A headlight 160
  • front panel 105 frame assembly 105
  • Head Tube 165 Front Fender 110: Front Suspensions 115: Front Wheel 160B: Feg Shield 155: Floorboard
  • IC Engine 130 Transmission Means 140: Swing Arm 145: Rear Wheel
  • Traction Motor 180 Rear Suspension 175: Rear Fender 185B: Tail Light 160D: right side panel
  • 105c, 105d Rear Tubes 150: Seat Assembly Fig. 2:
  • Power System 201 Pack A of Energy Storage Device
  • Switch 3 21 Og Diode
  • Switch 4 209f Diode
  • BMS Controller for BMS for pack A of Energy Storage Device 302: BMS Controller for BMS for pack B of Energy Storage Device

Landscapes

  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

La présente invention concerne un véhicule (100) ayant une pluralité de blocs de dispositifs de stockage d'énergie ayant différentes électrochimies. Le premier bloc A de dispositif de stockage d'énergie (201) comporte des cellules d'une densité énergétique supérieure et un autre bloc B de dispositif de stockage d'énergie (202) comporte des cellules d'une densité énergétique supérieure (202). Lors du changement du mode du véhicule, du mode puissance au mode économie ou vice versa, le premier bloc de dispositif de stockage d'énergie est mis en prise avant le désengagement d'un autre bloc de dispositif de stockage d'énergie, garantissant ainsi le confort du conducteur et maintenant la durabilité de la pluralité de dispositifs de stockage d'énergie et du véhicule en général.
EP21742921.6A 2020-06-25 2021-06-14 Dispositif de stockage d'énergie Pending EP4171990A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN202041027072 2020-06-25
PCT/IN2021/050580 WO2021260719A1 (fr) 2020-06-25 2021-06-14 Dispositif de stockage d'énergie

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EP4171990A1 true EP4171990A1 (fr) 2023-05-03

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EP (1) EP4171990A1 (fr)
CN (1) CN115734890A (fr)
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Publication number Priority date Publication date Assignee Title
JP4890535B2 (ja) * 2005-03-31 2012-03-07 エナジーシーエス フルハイブリッド車を後付けしてプラグイン・ハイブリッドにするための方法及びシステム
CN105075056B (zh) * 2013-03-28 2019-01-15 株式会社村田制作所 蓄电装置、蓄电***、以及蓄电装置的控制方法
US9855855B1 (en) * 2016-06-23 2018-01-02 Harris Corporation Regenerative power electronics
CN107599859B (zh) * 2017-09-01 2018-07-06 苏州达思灵新能源科技有限公司 电动汽车的供电***、控制方法和电动汽车
CN110126674A (zh) * 2019-05-30 2019-08-16 重庆语儿科技有限公司 一种动力***及汽车
CN110690752B (zh) * 2019-10-12 2020-12-29 东莞市峰谷科技有限公司 一种多电池组并联控制的bms管理方法

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