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    • 专利摘要:
    ENERGY STORAGE AND MANAGEMENT SYSTEM. The present invention relates, in general, to electric drive systems, including hybrid and electric vehicles and, more particularly, to energy storage devices charging an electric vehicle using a multi-port power management system . The energy management and storage system (ESMS) (100) comprises one or more energy storage devices (116, 124, 128) coupled to a power device (126) and configured to store electrical energy; an electronic power conversion system having a plurality of power ports (102), the electronic power conversion system comprising a plurality of DC electric converters (104, 106, 108); and a controller (46) configured to determine a first condition of a first energy storage device (116) and a second condition of a second energy storage device (124) (414), the first and second devices being energy storage (116, 124) are connected to the respective energy ports (114, 120) of the power conversion system; determining a power division factor based on the first condition and the second condition (416); and regulating power to the first and second energy storage devices based on the factor (...).
    公开号:BR102012020586B1
    申请号:R102012020586-6
    申请日:2012-08-16
    公开日:2020-10-27
    发明作者:Ruediger Soeren Kusch；Robert Dean King
    申请人:General Electric Company；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION
    [001] The present invention relates, in general, to electric drive systems, including hybrid and electric vehicles and, more particularly, to energy storage devices charging an electric vehicle using an energy management system with multiple ports. BACKGROUND OF THE INVENTION
    [002] Hybrid electric vehicles can combine an internal combustion engine and an electric motor powered by an energy storage device, such as a traction battery, to propel the vehicle. This combination can increase the efficiency of total fuel consumption by allowing the combustion engine and the electric motor to operate in their respective increased efficiency ranges. Electric motors, for example, can be efficient at accelerating from an immobile start, while internal combustion engines (ICEs - Internal Cobustion Engine) can be efficient during sustained periods of constant engine operation, such as when driving on a motorway. . The fact of having an electric motor to increase the initial acceleration allows the combustion engines in hybrid vehicles to be smaller and more efficient in relation to fuel consumption.
    [003] Purely electric vehicles use stored electrical energy to drive an electric motor, which drives the vehicle and can also operate auxiliary drives. Purely electric vehicles can use one or more sources of stored electrical energy. For example, a first source of stored electrical energy can be used to provide energy of longer duration (such as a low voltage battery) while a second source of stored electrical energy can be used to provide high power energy, for example, for acceleration (such as a high voltage battery or an ultracapacitor).
    [004] Plug-in electric vehicles, whether of the hybrid electric type or of the purely electric type, are configured to use electrical energy from an external source to recharge energy storage devices. These vehicles may include on-road and off-road vehicles, golf carts, neighboring electric vehicles, forklifts, and utility vehicles as examples. These vehicles can use non-built-in stationary battery chargers, built-in battery chargers, or a combination of non-built-in and built-in battery chargers to transfer electricity from an electrical grid or a renewable energy source to the battery of the vehicle's built-in traction. Plug-in vehicles can include sets of circuits and connections to facilitate recharging the traction battery from the mains or other external source, for example.
    [005] Battery chargers are important components in the development of electric vehicles (EVs - Electric Vehicles). Historically, two types of chargers for applying EV are known. One is a stand-alone type where functionality and style can be compared to a gas station for fast charging. The other is a built-in type, which can be used for slower C-rate charging from a conventional home outlet. Typically, EVs include energy storage devices, such as low voltage batteries (for reach and cruise, for example), high voltage batteries (for elevation and acceleration, for example), and ultracapacitors (for elevation and acceleration, for example). example), to name a few. Because these energy storage devices operate under different voltages and are charged differently from each other, typically each storage device includes its own unique charging system. This can lead to multiple components and charging systems, because storage devices typically cannot be charged using charging systems for other storage devices. In other words, a charging device used to charge a low voltage battery typically cannot be used to charge an ultracapacitor or a high voltage battery.
    [006] The effect (that is, many devices) is generally compounded when considering that in some applications it is desirable to quickly load storage devices using a “gas station” type charging system, while in other applications, it is It is desirable to slowly charge the storage device using a conventional household outlet. However, when multiple EV energy storage devices need charging, such as power batteries, energy batteries, and ultracapacitors, they generally do not need the same amount of recharge. For example, one energy storage device can be almost or completely depleted and have a state-of-charge (SOC) state of almost zero, while another, at the same time, can only be partially depleted and have a Much larger SOC. Or, energy storage devices generally comprise a bundle or bank of storage cells that can become unbalanced in the amount of energy stored in them. And, as known in the state of the art, devices typically have vastly different storage capacities, and different operational stresses from each other, as examples.
    [007] As such, during a recharging session for all devices in an EV, recharging the devices can be inefficient and unnecessarily time-consuming, in general, because a device can preferably be charged much faster than a state of charge ( SOC) complete, while another device is charged and reaches its full SOC in a much longer period of time.
    [008] Therefore, it would be desirable to provide an apparatus to reduce the total recharge time for multiple EV energy storage devices. DESCRIPTION OF THE INVENTION
    [009] The present invention consists of a method and an apparatus to minimize a total recharge time for multiple EV energy storage devices.
    [010] According to one aspect of the invention, an energy storage and management system (ESMS) includes one or more energy storage devices coupled to a power device and configured to store electrical energy, an electronic power conversion system having a plurality of power ports, the electronic power conversion system comprising a plurality of DC electrical converters, each DC electrical converter is configured to increase and decrease a DC voltage, each of which between the plurality of energy ports is attachable to each or more energy storage devices, and each of the plurality of energy ports is attachable to an electrical charging system. The ESMS includes a controller configured to determine a first condition for a first energy storage device and a second condition for a second energy storage device, the first and second energy storage devices being connected to the respective power ports. energy of the power conversion system, determine a power split factor based on the first condition and the second condition, and regulate power to the first and second energy storage devices based on the power split factor.
    [011] According to another aspect of the invention, a method for managing a storage and energy management system (ESMS) includes determining a first charge status for a first energy storage device, determining a second charge status for a second energy storage device, determine a power division factor based on the first charge status and the second charge status, and regulate the charging power to the first and second energy storage devices according to the power division.
    [012] In accordance with yet another aspect of the invention, a non-transitory computer-readable storage medium positioned in an energy management and storage system (ESMS) and having stored in it a computer program that comprises instructions that when executed by a computer cause it to determine an electrical status of a first energy storage device and a second energy storage device, the first and second energy storage devices being connected to the respective ESMS energy ports, determine a power division factor based on the electrical status of the first and second energy storage devices, and regulate the power to the first and second energy storage devices based on the power division factor.
    [013] Various other features and advantages will become apparent from the detailed description and drawings below. BRIEF DESCRIPTION OF THE DRAWINGS
    [014] The drawings illustrate the achievements currently contemplated for carrying out the invention.
    [015] In the drawings:
    [016] Figure 1 is a schematic block diagram of an electric vehicle (EV) that incorporates the realizations of the invention.
    [017] Figure 2 is a schematic diagram of a configurable charger architecture with multiple ports in accordance with an embodiment of the invention.
    [018] Figure 3 is a table illustrating multiple port charger configurations illustrated in Figure 2.
    [019] Figure 4 illustrates a schematic electrical illustration of a multi-port charger according to an embodiment of the invention.
    [020] Figure 5 illustrates a control scheme, as an example, specific to the M2 module in Figure 2.
    [021] Figure 6 illustrates an exemplary control sequence for double battery charging, according to an embodiment of the invention.
    [022] Figure 7 illustrates a flowchart for double battery charging, according to an embodiment of the invention.
    [023] Figure 8 is a table illustrating aspects of contactor settings, with comments for single charging of high voltage battery to port 2.
    [024] Figure 9 is a table illustrating aspects of contactor settings, with comments for single low voltage battery charging to ports 1 or 4.
    [025] Figures 10 A-C consist of a table that illustrates the aspects of settings to contact, with comments for double battery charging to ports 1 and 3. DESCRIPTION OF ACCOMPLISHMENTS OF THE INVENTION
    [026] Figure 1 illustrates an embodiment of a hybrid electric vehicle (HEV) or an electric vehicle (EV) 10, such as an automobile, truck, bus, or off-road vehicle, for example, incorporating the achievements of the invention . In other embodiments, vehicle 10 includes one between a vehicle transmission train, an uninterruptible power supply, a mining vehicle transmission train, a mining apparatus, a marine system, and an aviation system. Vehicle 10 includes an energy storage and management system (ESMS) 11, an internal combustion or termination engine 12, a transmission 14 coupled to engine 12, a differential 16, and a transmission shaft assembly 18 coupled between the transmission 14 and the differential 16. And, although the ESMS 11 is illustrated in a plug-in hybrid electric vehicle (PHEV - Plug-in Hybrid Electric Vehicle), it is understood that the ESMS 11 is applicable to any electric vehicle, such as a HEV or EV, or other electronic power steering mechanisms used to operate pulsed loads, in accordance with the embodiments of the invention. According to various embodiments, the engine 12 can be a gasoline-powered internal combustion engine, a diesel-powered internal combustion engine, an external combustion engine, or a gas turbine engine, as examples. ESMS 11 includes a motor controller 20 provided to control the operation of the motor 12. According to one embodiment, the motor controller 20 includes one or more sensors 22 which are configured to capture the operating conditions of the motor 12. The sensors 22 may include a rpm sensor, a torque sensor, an oxygen sensor, and a temperature sensor, as examples. As such, engine controller 20 is configured to transmit or receive data from engine 12. Vehicle 10 also includes an engine speed sensor (not shown) that measures engine 12 crankshaft speed. In this embodiment, the speed sensor can measure the speed of the engine crankshaft from a tachometer (not shown) in pulses per second, which can be converted into a signal of revolutions per minute (rpm).
    [027] Vehicle 10 also includes at least two wheels 24 that are coupled to the respective ends of differential 16. In one embodiment, vehicle 10 is configured as a rear-wheel drive vehicle such that differential 16 is positioned close to a towards the stern of vehicle 10 and is configured to drive at least one of the wheels 24. Optionally, vehicle 10 can be configured as a front-wheel drive vehicle.
    [028] In one embodiment, transmission 14 is a manually operated transmission that includes a plurality of gears such that the input torque received from engine 12 is multiplied through a plurality of gear ratios and transmitted to differential 16 through the transmission shaft assembly 18. According to such an embodiment, vehicle 10 includes a clutch (not shown) configured to selectively connect and disconnect engine 12 and transmission 14.
    [029] Vehicle 10 also includes an electromechanical device, such as an electric motor or an electric motor / generator unit 26 coupled to the transmission shaft assembly 18 between the transmission 14 and the differential 16 such that the generated torque motor 12 is transmitted via transmission 14 and via electric motor or electric motor / generator unit 26 to differential 16. A speed sensor (not shown) can be included to monitor an operating speed of electric motor 26. According to In one embodiment, the electric motor 26 is directly coupled to the transmission 14, and the transmission shaft assembly 18 comprises a transmission shaft or shaft coupled to the differential 16.
    [030] A hybrid drive control system or torque controller 28 is provided to control the operation of the electric motor 26 and is coupled to the motor / generator unit 26. An energy storage system 30 is coupled to the torque controller 28 and comprises a low voltage energy storage or energy battery 32, a high voltage energy storage or power battery 34, and an ultracapacitor 36, as examples. However, although a low voltage energy storage 32, a high voltage energy storage 34, and an ultracapacitor 36 are illustrated, it should be understood that the energy storage system 30 can include a plurality of energy storage units. energy as understood in the prior art, such as sodium metal halide batteries, sodium nickel chloride batteries, sulfur and sodium batteries, nickel metal hydride batteries, lithium ion batteries, lithium polymer batteries, cadmium and nickel batteries, a plurality of ultracapacitor cells, a combination of ultracapacitors and batteries, or a fuel cell, as examples. An accelerator pedal 38 and brake pedal 40 are also included in vehicle 10. The accelerator pedal 38 is configured to send throttle command signals or accelerator pedal signals to engine controller 20 and torque control 28.
    [031] System 10 includes a charger 42 coupled to energy storage units 32 to 36 of energy storage system 30, according to the embodiments of the invention. Charger 42 can be coupled to multiple energy storage systems 32 to 36, as shown, and charger 42 can be coupled to one or multiple power input lines 44, two of which are illustrated, according to embodiments of the invention. That is, charger 42 illustrates an embodiment of the invention, and charger 42 can be coupled to one or multiple energy storage systems, and charger 42 can be coupled to one or multiple power input systems 44, in accordance with according to the achievements illustrating the use of the invention. Charger 42 includes a controller 46 that is configured to selectively engage and disengage DC electrical devices or voltage-lowering modules from charger 42 as will be discussed.
    [032] And, although charger 42 is illustrated as being coupled to energy storage systems 32 to 36, and charger 42 is illustrated coupled to one or multiple power input lines 44, it must be understood that the achievements of the invention are not limited. Instead, it should be understood that the charger 42 can be coupled to multiple types and to varied types of energy storage systems and power inputs. In addition, it should be understood that there may be multiple chargers 42 per vehicle in parallel, or that there may be power systems applied to each wheel 24 of the vehicle 10, each having a charger 42 coupled.
    [033] In operation, it is understood in the art that energy can be provided for the assembly of the drive shaft 18 from the internal combustion engine or thermal 12 through the transmission 14, and the energy can be provided for the assembly of the drive shaft transmission 18 through the drive control system 28 having energy extracted from the energy storage system 30 which can include energy systems 32 to 36. Therefore, as understood in the art, energy can be extracted for elevation or acceleration of the vehicle 10, for example, from a high voltage storage device 34 that can include a battery, as an example, or from ultracapacitor 36. During the cruise (that is, usually a non-acceleration operation), you can extract energy to the vehicle 10 via a low voltage storage device, such as a low voltage energy storage 32.
    [034] And, during operation, energy can be extracted from the internal or thermal combustion engine 12 for the purpose of providing energy storage 30 or providing power to the transmission shaft assembly 18 as understood in the art. In addition, some systems include a regenerative operation where energy can be recovered from a braking operation and used to recharge energy storage 30. In addition, some systems may not provide regenerative energy recovery from braking and some systems may not providing a thermal engine, such as an internal combustion engine or thermal 12. However, despite the ability of some systems to recharge energy storage 30, energy storage 30 periodically requires recharging from an external source, such as such as a 115 V household appliance supply or a 230 V three-phase supply, as examples. The requirement to recharge the energy storage 30 is particularly severe in a plug-in hybrid electric vehicle (PHEV) without a thermal motor to provide power and an extended range of drive operation.
    [035] Therefore, the embodiments of the invention are flexible and configurable having a plurality of power ports, and can be coupled to multiple power sources and source types for the purpose of charging one or multiple types of energy storage. Additionally, as will be illustrated, the embodiments of the invention allow for an efficient and balanced loading of multiple energy systems 32-36 of the energy storage unit 30, with the multiple energy systems having varying levels of depletion.
    [036] In order to satisfy the demands for modern PHEVs and EVs, the infrastructure should typically provide 7 kW to achieve a charge state gain (SOC) of 80% (assuming a 25 kWh battery) in a charging time 2 or 3 hours (home charging). Stop a more aggressive short stop fast loading scenario (for example, a “gas station”), you may require more significant higher power levels to achieve a desired 80% SOC in 10 minutes. The vehicle interface needs to be designed according to existing standards. A pilot signal determines through its duty cycle the maximum permissible power. In addition to a high degree of integration, the proposed system also provides a single- or three-phase AC input, high efficiency, low harmonics, fact of almost unity input power, low costs, low weight and safety interlock of the equipment. The requirement for power factor correction may be driven by current IEC / ISO / IEEE linear harmonic regulations, as known in the art.
    [037] An energy management system with an integrated charger unit, consisting of three bidirectional voltage lowering-lifting stages and a front end of the charger, is illustrated in the figures below. The system also includes a high voltage DC charger module and standard AC output charging.
    [038] The present invention is applicable to conventional electric vehicles (EVs), as well as to hybrid electric vehicles (PHEVs) charged by the electric network. HEVs charged by the power grid provide the option of driving the vehicle for a certain number of miles (ie, PHEV20, PHEV40, PHEV60). Traditionally, the goal of PHEVs is to provide high completely electrical autonomy (AER) with low operating costs and to be able to optimize the operational strategy. In terms of the voltage lowering-lifting stages, the front end of the charger and the interface, it generally makes no difference if it is designed for an EV or PHEV application. The role of the DC / DC converter is an efficient energy transfer between two or more power sources, reliable during continuous and peak power demands. The integration of the charger unit is the next step towards a higher power density design with fewer components and therefore greater reliability. As such, the embodiments of the invention are applicable to multiple electric vehicles, including hybrid and all-electric electric vehicles, as examples, generic and widely designed as "EV" s. Such EVs may include, but are not limited to, road vehicles, golf carts, trains, and the like, capable of having power systems that include an electrical component to induce vehicle movement.
    [039] In conventional implementations, many separate units coexist, to generally include a separate charger, a battery management and control unit that are interconnected. In an automotive environment with advanced batteries, communications between the charger and the battery is an important consideration. In such environments, continuous integration with batteries from different battery vendors is also an important consideration. The energy management system with an integrated charger is advantageous in that there is less integration effort required and few components improve reliability.
    [040] Referring now to Figure 2, an integrated charger architecture with multiple configurable ports, the energy management and storage system (ESMS, otherwise referred to as an energy management system (EMS)) ESMS 100, like charger 42, is illustrated as having four power ports 102 and three DC electrical conversion devices or voltage-lowering converters respectively as modules 1, 2, and 3 (104, 106, 108). As is known in the art, the step-down converters 104 to 108 can be configured to operate in a step-down mode by flowing electrical energy through it in a first direction 110 (illustrated with respect to the step-down converter 104, however, equally applicable to converters 106 and 108), or an elevator mode by flowing electrical energy in a second direction 112 (again illustrated in relation to the voltage lowering-elevator converter 104, however, equally applicable to converters 106 and 108). As illustrated, power ports 102 comprise a first power port P1 114 configurable so that it has a first unit 116 attached or electrically coupled thereto. Similarly, power ports 102 comprise fourth, second, and third power ports P2 118, P3 120, and P4 122 which are configurable so that they have the respective second unit 124, third unit 126, and fourth unit 128 attached or electrically coupled to it.
    [041] According to the invention, the charger is part of the vehicle's design and flush mounted. The integrated built-in charger is capable of continuously adjusting input currents to power ports 114 and 118-120 as a result, for example, of the variable SOC of devices connected to it for charging.
    [042] As will be illustrated, the ESMS 100 in Figure 2 can be configured to charge up to three energy sources (including low voltage energy batteries, high voltage energy batteries, ultracapacitors, as examples) at the same time, or simultaneously . The ESMS 100 can have modules configured so that they are interleaved in order to reduce the ripple current. The ESMS 100 is also capable of having multiple charging profiles as a function of conditions that include SOC and temperature, as examples, for different battery technologies and types of storage device. The ESMS 100 includes a centralized power flow control that is centrally controlled by controller 46 in Figure 1, and the ESMS 100 is capable of managing a wide range of input and output voltages.
    [043] The ESMS 100 of Figures 1 and 2 is configured in multiple configurations, some of which are illustrated in Figure 3 as a table 200. Each configuration of ESMS 100 can be selectable by contacts (not shown), as understood in the art, and energy flow is controlled by the ESMS control algorithms, implemented in controller 46 of the hybrid vehicle 10, which can capture the presence of both energy storage devices and charging devices connected to ports 102 and adjust a direction flow correspondingly. For example, control algorithms can determine a voltage for each port to which an energy storage device or electrical charging system (DC or AC rectified, as examples) is coupled, and operate the ESMS 100 accordingly and with based on the determined voltages, based on a measured frequency, or both (as examples). And, a benefit to adding a rectifier is that even if the DC is connected having the wrong polarity, the rectifier provides protection, even if a single-phase rectifier is used or if a DC input is used for two of the three-phase inputs for a three-phase rectifier. .
    [044] The integrated wide input voltage charger allows independent and simultaneous charging of two or more batteries of any SOC level respectively from any input voltage level within the voltage limit of ESMS components. The input voltage can vary from typical single-phase voltages (110V / 120V), to 208V / 240V and up to 400V or even higher (level 1 ... 4). The highest voltage currently specified is 400V for fast DC charging, however, with an appropriate selection of ESMS components, a single- or three-phase AC up to 480 V or even a 600 V DC can be used to provide a higher level of charge over a shorter period of time (ie, a quick charge). A power battery is connected to the first power port 114 or the fourth power port 118 and typically has lower rated voltages than the power battery in the second power port 120. The use of short-term energy storage devices (ultracapacitors) on the first energy port 114 has some advantages as will be shown later.
    [045] Figure 4 illustrates a block diagram of a multi-port ESMS according to an embodiment of the invention. For the sake of simplicity, the electronic control components will be omitted. Therefore, the ESMS 200 illustrates a first voltage-lowering module 202, a second voltage-lowering module 204, and a third voltage-lowering module 206. ESMS 200 also illustrates port P1 208 having a battery low voltage coupled, P2 210 has a high voltage unit coupled, port P3 212 having a rectified AC or DC voltage coupled, and port P4 214 having a low voltage ultracapacitor coupled. Therefore, in the illustrated example, the energy storage devices and a power charger are coupled to the ESMS 200 in order to illustrate the operation according to a configuration. However, as discussed, the ESMS 200 can be configured in several layouts to accommodate multiple energy charger / storage layouts. As such, the ESMS 200 includes contactors K3 216, K1 218, K2 220, K4 222, and M 224 that can be selectively engaged or disengaged in order to make configurations for loading, according to the previous illustrations.
    [046] Each of the three voltage lowering-lifting modules M1 202, M2 204, M3 206 includes an IGBT leg (upper and lower switch) and an inductor. The high voltage DC bus can be relieved by a series of power capacitors. Each step-down converter-stage output is equipped with a current sensor, which measures an inductive current. The voltage limits shown on port P3 212 are driven by typical single-phase AC output voltages in both the United States and Europe. However, in applications that require higher levels of load power, the P3 port can be coupled to 208V, 240V, or 480V three-phase, or to 400V DC or even 600V DC.
    [047] The ESMS 200 uses contactors as the main bus and individual module switches. A preload circuit is performed using two power resistors (for example, 120 ohm, 100 W, RH-50) and a contactor or FET. An additional contactor (K4 222 in Figure 4) serves in both cases. One under a certain SOC condition of a battery on port P1 208, and the second if interleaving of module 1 202 and module 3 206 is allowed. Figure 4 illustrates the voltage and current pickup points of ESMS 200 having an integrated charger. SINGLE OR DUAL BATTERY CHARGING CONTROL
    [048] Charging in a dual battery configuration as shown allows charging from a wide range of battery input voltage with an arbitrary SOC level for both batteries. The internal architecture of the integrated multi-port charger with its software features only allows for this.
    [049] Upon initialization of the ESMS 200, the control recovers the type of energy storage units being used, their energy ratings and limits for current and power loading. From the communication interface to the electric vehicle supply equipment (EVSE), the ESMS adjusts the limits for input current and, eventually, the type of power source (AC or DC).
    [050] Each voltage-lowering module runs an independent state machine. The states are: disabled / ready, lowered mode enabled, lift mode enabled or upper switch of permanent condition enabled (specific to module 2 106 as shown in Figure 5 as a 250 sequence). The module state selection occurs in step 252 and a ligation self-test occurs in step 254. The input voltage range is determined in step 256 and if Vmin and Vmax are on the high side 258, then the K2 220 switch is closed and the M2 204 module is allowed 260, causing the M2 204 module to operate in the lowering mode. If Vmin and Vmax are on the low side 262, then the switch K1 218 is opened and the upper switch of the M2 module is turned on, making the M2 204 module permanently connected 264. In step 266, the M1 202 module is requested and the status of the M2 204 module (i.e., step-down mode in step 202 or permanently connected in step 264) is returned in step 268 for further operation. Part of this sequence also serves to force contactors in the right state. For charging, the K3 216 contactor is generally closed to allow the use of modules M1 202 and M2 204 for controlled charging of the P2 210 port energy storage device. In this sequence of the charging control, the software distinguishes several cases that may apply and select the appropriate state for each of the three step-down modules 202 to 206.
    [051] Following the initialization and before any contactor is forced into the ON state and before the modules and IGBT switching are allowed, the ESMS 200 control acquires the voltage levels of all power sources and determines the input voltage of the charger. This is done in order to avoid any possible uncontrolled current when, for example, the voltage on the low side of the voltage-lowering-lift module is greater than the voltage on the high side. This may be the case, for example, when the power battery on the high side is fully discharged and the energy storage devices on port P1 208 and / or port P4 214 still have a significant amount of energy stored. This is a scenario that is typically avoided by energy management in normal vehicle operation, however, this may be possible if the high-side energy storage device is replaced and not charged before replacement, or if power management in normal operation was not active for a long period of time for some reason. Integrated charger control can handle even very extreme and unusual voltage levels across all four ports 208 to 214 and allows controlled power management to bring the system back to normal operation.
    [052] In an operating mode, the charger control establishes a charging current in the high-side energy storage device on port P2 210. This is referenced in relation to the single HV battery charging mode. The M1 202 module operates in lift mode, contactors K3 216 and M 224 are closed, while contactors K1 218, K2 220 and K4 222 are opened. Depending on the input voltage of the charger, the M2 204 module is in a lowering mode (VP3> VP2) or the upper switch is permanently driving (VP3 <VP2). The charging current is controlled via the M1 202 module. Depending on the charging strategy, SOC or the voltage level of the device at port P2 210, the control determines the charging current and the operating time in this mode.
    [053] As an extension to the previously described mode, the charger control allows the charging of a second energy storage device on port P1 208 or port P4 214. This can be referred to as a dual battery charging mode. In this mode, the control ensures that a controlled current flow is possible before closing the contacts and enabling the M3 206 module. If the voltage levels are in the permissible range, contacting K2 220 or K4 222 is forced into the ON state, module M3 206 is set in the lowering mode and determines the charging current and the operating time in this mode. An initial power split factor is applied while currents and voltages are constantly monitored to calculate each individual SOC. Using a standard rechargeable battery (COTS), the standardized communication interface of the integrated ESMS charger also allows receiving voltage and SOC from the system. The integrated ESMS charger executes the desired charging strategy, which depends on battery technology, thermal limitations, etc.
    [054] The SOC of fixed energy storage devices is estimated to determine a power split from the wide voltage input to the energy storage devices. The individual device SOC is constantly monitored to determine and optimize the power split factor. This task is responsible for the proper handling of extreme SOC levels. For example, a fully discharged high-side battery at port P2 210 can operate at voltages that are below the battery at port P1 208. In this case, charging to the high-side battery at port P2 210 is required before a power split. charging power can be realized. Figure 6 illustrates an example of a power division selection of p = 0.33, meaning that 33% of the total charging power is flowing in a P1 208 port device, a P4 214 port device, or both ports 208, 214. Referring to Figure 6, a charging example 300 is illustrated where a full charging power 302 is provided during a first phase 304 and a second charging phase 306. During the first phase 304, all the charging power of a total charging power 302 is provided to port P2 210 until a suitable voltage is obtained in the HV device which is attached to it. In the example in Figure 6, this occurs at t1 308 (which, in one example, is equal to 15 minutes). In t1 308, the M3 206 module is enabled and the power divided, as stated in this example, with 33% of the total charging power directed to one or both ports P1 / P4 208/214 310, and the balance of power is directed to port P2 210 312.
    [055] The general control 400 of the integrated dual battery charger is shown in the flowchart of Figure 7. The ligation self-test occurs in step 402, and the type of source - AC or DC - is determined in step 404. If it is CA 406, then, PFC control is enabled in step 408. If it is CC 410, then the state selection for modules M1 202, M2 204, and M3 206 is selected in step 412, depending on the input voltage. The charging strategy is determined in step 414 which is based at least in part on the conditions of the energy storage devices coupled to the integrated dual battery charger (such as a voltage in a port, for example), a determination of power division in step 416, and the power flow is regulated in step 418 based on the determination of step 416. The strategy adjustment can occur in step 420 which can be based on a condition of a battery or storage device. If the strategy needs to be adjusted 422, then control resumes to step 414 for a subsequent assessment. If it is not 424, then a load shutdown criterion occurs at step 426. If the 428 criterion has not been met, then control resumes at step 416 for a subsequent assessment of the power split. If the criterion has been met 430, then the process ends 432 and the loading is complete. The internal control loop 422 constantly monitors the parameters and adjusts the power division factor in real time. The load termination criterion 426 determines when one or both of the energy storage units are declared a full SOC and the load is terminated.
    [056] Therefore, flexibility is an essential property of the integrated multi-port charger ESMS. For the sake of simplicity, not all cases will be explicitly described, instead, a matrix form is chosen to capture many possible cases and provisions for reloading.
    [057] Figure 8 is a table that illustrates aspects of contactor settings, with comments for single charging of high voltage battery to port 2.
    [058] Figure 9 is a table that illustrates aspects of contactor settings, with comments for single low voltage battery charging to ports 1 or 4.
    [059] Figures 10 A-C are tables that illustrate aspects of contactor settings, with comments for double battery charging to ports 1 and 3.
    [060] As such, Figures 8 to 10 illustrate a variety of charging scenarios for a single battery high voltage charge, a single battery low voltage charge, and a double battery charge, in accordance with the embodiments of the invention. . The illustrations include settings for switches K1 218, K2 220, K3 216, K4 222, and M 224, which belong to Figure 4 as discussed earlier, and belong to several charging cases as described in cases 1 to 10. Cases 1 to 10 described include adjustments that also belong to various voltages measured at Ports P1 to P4, respectively, elements 208 to 214 of Figure 4.
    [061] A technical contribution to the described device is that it provides a controller-implemented technique for electric drive systems, including hybrid and electric vehicles and, more particularly, energy storage devices for charging an electric vehicle using a multi-port power management system.
    [062] A person skilled in the art will evaluate that the achievements of the invention can interface and be controlled by a computer-readable storage medium having a computer program stored there. The computer-readable storage medium includes a plurality of components, such as one or more electronic components, hardware components, and / or computational software components. These components may include one or more computer-readable storage media that generically store instructions, such as software, firmware and / or assembly language to perform one or more portions of one or more implementations or realizations of a sequence. These computer-readable storage media are generally non-transitory and / or tangible. Examples of such a computer-readable storage medium include a medium for storing recordable data from a computer and / or storage device. Computer-readable storage media may employ, for example, one or more of a magnetic, electrical, optical, biological, and / or atomic data storage medium. In addition, such media may take the form, for example, of floppy disks, magnetic tapes, CD-ROMs, DVD-ROMs, hard disk drives, and / or an electronic memory. Other forms of non-transitory and / or tangible computer-readable storage media not listed can be employed by the embodiments of the invention.
    [063] You can combine or split a series of these components into an implementation. In addition, these components may include a set and / or a series of computational instructions recorded or implemented with any of a number of programming languages, as will be assessed by those skilled in the art. In addition, other forms of computer-readable media, such as a carrier wave, can be employed to incorporate a computational data signal that represents a sequence of instructions that when executed by one or more computers causes one or more computers to perform one or more more portions of one or more implementations or accomplishments of a sequence.
    [064] According to an embodiment of the invention, an energy storage and management system (ESMS) includes one or more energy storage devices coupled to a power device and configured to store electrical energy, with a conversion system Power electronics have a plurality of power ports, with the electronic power conversion system comprising a plurality of DC electrical converters, each DC electrical converter being configured to increase and decrease a DC voltage, each of which a plurality of energy ports is attachable to each of one or more energy storage devices, and each of the plurality of energy ports is attachable to an electrical charging system. The ESMS includes a controller configured to determine a first condition for a first energy storage device and a second condition for a second energy storage device, the first and second energy storage devices being connected to the respective power ports. energy of the power conversion system, determine a power split factor based on the first condition and the second condition, and regulate power to the first and second energy storage devices based on the power split factor.
    [065] According to another embodiment of the invention, a method for managing an energy storage and management system (ESMS) includes determining a first charge status for a first energy storage device, determining a second charge status for a second energy storage device, determine a power division factor based on the first charge status and the second charge status, and regulate the charging power to the first and second energy storage devices according to the power division.
    [066] According to yet another embodiment of the invention, a non-transitory computer-readable storage medium positioned in an energy management and storage system (ESMS) and having stored in it a computer program that comprises instructions that when executed by a computer cause it to determine an electrical status of a first energy storage device and a second energy storage device, the first and second energy storage devices being connected to the respective ESMS energy ports, determine a power division factor based on the electrical status of the first and second energy storage devices, and regulate the power to the first and second energy storage devices based on the power division factor.
    [067] This written description uses examples to describe the invention, including the best way, and also to allow any person skilled in the art to practice the invention, including producing and using any devices or systems and performing any built-in methods. The patentable scope of the invention is defined by the claims, and may include other examples that occur to those skilled in the art. These other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.
    [068] Although the invention has been described in detail according to only a limited number of embodiments, it should be readily understood that the invention is not limited to these described embodiments. Instead, the invention can be modified to incorporate a series of variations, alterations, substitutions or equivalent provisions not described until now, however, which are proportionate to the spirit and scope of the invention. In addition, although various embodiments of the invention have been described, it should be understood that aspects of the invention may include only some of the described embodiments. Consequently, the invention should not be seen as limited by the foregoing description, however, it is limited only by the scope of the appended claims.
    权利要求:
    Claims (7)
    [0001]
    1. ENERGY STORAGE AND MANAGEMENT SYSTEM (100) comprising: one or more energy storage devices (116, 124, 128) coupled to a power device (126) and configured to store electrical energy; an electronic power conversion system having a plurality of power ports (102), the electronic power conversion system comprising a plurality of DC electrical converters (104, 106, 108), each DC electrical converter (104, 106) , 108) configured to increase and decrease a DC voltage, whereby: each of the plurality of energy ports (102) is attachable to each or more energy storage devices (116, 124, 128); and each of the plurality of energy ports (102) is attachable to an electrical charging system; and a controller (46) configured to: determine a first condition of a first energy storage device (116) and a second condition of a second energy storage device (124) (414), the first and second being energy storage devices (116, 124) are connected to the respective energy ports (114, 120) of the power conversion system, the energy management and storage system characterized by; determining a power division factor based on the first condition and the second condition (416); and regulating power to the first and the second energy storage devices based on the power division factor (418).
    [0002]
    SYSTEM (100) according to claim 1, characterized in that the condition of the first energy storage device (116) and the condition of the second energy storage device (124) comprise a state of charge (SOC) and a amount of cell imbalance.
    [0003]
    3. SYSTEM (100), according to claim 1, characterized in that the controller (46) is configured to continuously monitor the first condition and the second condition (422) and revise the power division factor (416) as a function of a first changed condition of the first energy storage device (116) and a second changed condition of the second energy storage device (124).
    [0004]
    4. SYSTEM (100), according to claim 1, characterized in that the controller (46) is configured to determine the power division factor in such a way that, when regulating the power to the first and second energy storage devices ( 116, 124), the power is directed only one between the first and the second energy storage devices (304).
    [0005]
    5. SYSTEM (100), according to claim 1, characterized in that the controller (46) is configured to determine the power division factor based on at least one capacity of the first and second energy storage devices and one charging current limit of one between the first and the second energy storage devices (116, 124).
    [0006]
    6. SYSTEM (100), according to claim 1, characterized in that the controller (46) is configured to: determine a voltage of each energy port (102) having an energy storage device (116, 124, 128) or a DC electric charging system (126) coupled thereto; determine the power division factor based on the determined voltage of each respective energy port (102); and electrically connect a first power port (114) to a second power port (120) of at least two out of a plurality of power ports (102) such that at least one of the DC electrical converters (104, 106, 108) increase or decrease an input DC voltage based on the power regulation of the first and second energy storage devices (116, 124).
    [0007]
    7. SYSTEM (100), according to claim 1, characterized in that the power device (126) comprises one of a vehicle transmission train, an uninterrupted power supply, a mining vehicle transmission train, a mining apparatus, a marine system, and an aviation system.
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    法律状态:
    2015-08-18| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2015-09-22| B03H| Publication of an application: rectification [chapter 3.8 patent gazette]|Free format text: REFERENTE A RPI 2328 DE 18/08/2015, QUNATO AO ITEM (71). |
    2018-12-11| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-10-01| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-04-07| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-04-22| B09X| Republication of the decision to grant [chapter 9.1.3 patent gazette]|
    2020-10-27| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 16/08/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
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    US13/216,590|2011-08-24|
    US13/216,590|US8994327B2|2011-08-24|2011-08-24|Apparatus and method for charging an electric vehicle|
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