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WO2021123722A1 - Bloc-batterie avec système de détection de défailllance - Google Patents

Bloc-batterie avec système de détection de défailllance Download PDF

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Publication number
WO2021123722A1
WO2021123722A1 PCT/GB2020/052916 GB2020052916W WO2021123722A1 WO 2021123722 A1 WO2021123722 A1 WO 2021123722A1 GB 2020052916 W GB2020052916 W GB 2020052916W WO 2021123722 A1 WO2021123722 A1 WO 2021123722A1
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WO
WIPO (PCT)
Prior art keywords
sub
pack
battery pack
switches
state
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.)
Ceased
Application number
PCT/GB2020/052916
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English (en)
Inventor
Stephen Greetham
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.)
Dyson Technology Ltd
Original Assignee
Dyson Technology 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 Dyson Technology Ltd filed Critical Dyson Technology Ltd
Priority to CN202080088722.0A priority Critical patent/CN114846340A/zh
Publication of WO2021123722A1 publication Critical patent/WO2021123722A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/327—Testing of circuit interrupters, switches or circuit-breakers
    • G01R31/3271—Testing of circuit interrupters, switches or circuit-breakers of high voltage or medium voltage devices
    • G01R31/3275—Fault detection or status indication
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/005—Testing of electric installations on transport means
    • G01R31/006—Testing of electric installations on transport means on road vehicles, e.g. automobiles or trucks
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/327—Testing of circuit interrupters, switches or circuit-breakers
    • G01R31/3277—Testing of circuit interrupters, switches or circuit-breakers of low voltage devices, e.g. domestic or industrial devices, such as motor protections, relays, rotation switches
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/4207—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells for several batteries or cells simultaneously or sequentially
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/4285—Testing apparatus
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/249—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders specially adapted for aircraft or vehicles, e.g. cars or trains
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/258—Modular batteries; Casings provided with means for assembling
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with monitoring or indicating devices or circuits
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H01M2010/4271—Battery management systems including electronic circuits, e.g. control of current or voltage to keep battery in healthy state, cell balancing
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane

Definitions

  • This invention relates to a battery pack with a failure detection system for use in an electric vehicle.
  • this invention relates to a method and apparatus for battery pack management using a diagnostic circuit to assist in determination of whether the battery pack is in a fully operational state.
  • Electric vehicles considered here to comprise both vehicles in which motive force is provided solely by a battery pack, but also vehicles in which a battery pack is one of a plurality of alternative sources of power (for example hybrid vehicles), contain battery packs that need to provide sufficient motive power to drive a vehicle.
  • electrical current from the battery is passed through an inverter to drive an electric motor.
  • the battery of an electric vehicle will typically also power a number of subsystems within a vehicle.
  • the battery pack typically contains a large number of cells, each with a positive and a negative terminal. These cells are typically configured as a string of cell groups, with each group comprising a plurality of cells in parallel (to provide sufficient current) and with the string comprising the groups of cells in series (to provide sufficient voltage).
  • Determination of whether a battery pack such as that described above is functioning properly can also be complex and can require a measurement strategy that is intrusive (in that it affects the operation of the system) and which needs multiple or complex sensors, which can increase the cost and reduce the efficiency of the battery pack. It would be desirable to be able to determine whether failures are present and whether the vehicle can be operated with a simple array of sensors and a straightforward measurement strategy.
  • the invention provides a battery pack comprising: a plurality of sub-packs; a primary bus; a plurality of switches for connecting the sub-packs to the primary bus, each of the switches having an open state, a closed state, and a failure state in which the switch is immovable from the open state or the closed state; and a diagnostic circuit for diagnosing a failure state of one or more of the switches, wherein: some of the switches are arranged as one or more switch groups, the switches within each switch group being arranged in parallel; the diagnostic circuit comprises voltage sensors for measuring a voltage across each switch group and across each switch not arranged within a switch group, and current sensors for measuring a current drawn from each sub-pack; and the diagnostic circuit uses the measured voltages and measured currents to determine if any one of the switches is in a failure state.
  • the battery pack further comprises a configuration circuit for configuring the states of the switches, wherein the battery pack has a plurality of operational modes, each operational mode having a different configuration of switch states, and the diagnostic circuit determines if any one of the switches is in a failure state prior to a change in the operational mode of the battery pack. This may be beneficial as it may enable the battery pack to operate in different modes where witch failure is detected.
  • Such a battery pack may comprise a first sub-pack and a second sub-pack, such that the first sub-pack and the second sub-pack are connected across the primary bus when the switches are in a first configuration, and such that one only of the first sub-pack and the second sub-pack is connected across the primary bus when the switches are in a second configuration.
  • This may be beneficial as it may enable, for example, both first and second sub-packs to be utilised during normal operation, and may enable only one of the first and second sub-packs to be used where a failure is detected with the other of the sub-packs.
  • the battery pack may comprise a first path across the primary bus comprising the first sub-pack and a second path across the primary bus comprising the second sub-pack, wherein the battery pack further may comprise a central path connecting the first path to the second path with a central switch disposed on the central path for switching the battery pack between the first configuration and the second configuration.
  • Each of the first path and the second path may comprise a high voltage side and a low voltage side to either side of its connection to the central path, wherein the first sub-pack is disposed on the high voltage side of the first path and the second sub-pack is disposed on the low voltage side of the second path, wherein a first limb switch is disposed on the low voltage side of the first path and a second limb switch is disposed on the high voltage side of the second path.
  • Each such switch group may comprise a main switch in parallel with a series combination of a pre-charge resistor and a pre-charge switch.
  • Such battery packs may comprise at least one auxiliary bus disposed across at least one, but not all, of the sub-packs.
  • the connection to each auxiliary bus may comprise a respective auxiliary bus switch. This may be beneficial as the auxiliary bus may remain functional in the event of a failure of the sub-pack which the auxiliary bus is not disposed across.
  • the invention provides an electric vehicle comprising one or more motor units and the battery pack as described above in cases where there is a configuration circuit establishing a plurality of operational modes, wherein the motor units provide motive drive to the vehicle, and wherein the motor units are coupled to the primary bus and operate at an electrical power determined by a current operational mode of the battery pack.
  • the invention provides a method of diagnosing a contactor failure within a battery pack, the battery pack comprising a plurality of sub-packs, a primary bus, and a plurality of switches for connecting the sub-packs to the primary bus, each of the switches having an open state, a closed state, and a failure state in which the switch is immovable from the open state or the closed state, wherein some of the switches are arranged as one or more switch groups, the switches within each switch group being arranged in parallel, and wherein the method comprises: measuring a voltage across each switch group and across each switch not arranged within a switch group; measuring a current drawn from each sub-pack; and using the measured voltages and measured currents to determine if any one of the switches is in a failure state.
  • This battery pack may be a battery pack of an electric vehicle.
  • Figure 1 is a first schematic view illustrating the disposition of a battery pack suitable for employing embodiments of the invention in a vehicle;
  • Figure 2 is schematic view illustrating the internal structure of the battery pack shown in Figure 1;
  • Figure 3 shows an exemplary configuration circuit for a battery pack in accordance with an embodiment of the invention
  • Figure 4 shows a state machine for an embodiment of a high voltage system of an electric vehicle with a battery reconfigurable between 400V and 800V operation;
  • FIG. 5 shows further detail of the diagnostic state of Figure 4.
  • Figure 6 shows control channel states for use with the configuration circuit of Figure 4 and associated contactor configurations
  • Figure 7 describes a transition from a fully disconnected state to an 800V ready state for the state machine of Figure 4;
  • Figure 8 describes a transition from an 800V ready state to a motoring state for the state machine of Figure 4;
  • Figures 9 and 10 describe transitions from a motoring state to an 800V ready state and an 800V ready state to a fully disconnected state for the state machine of Figure 4;
  • Figure 11 describes a transition to a sub-pack limp home state for the state machine of Figure 4.
  • Figure 12 describes disconnection from a sub-pack limp home state to a fully disconnected state for the state machine of Figure 4;
  • Figures 13 and 14 describe, respectively, transitions from a fully disconnected state to an 800V charging state and back again;
  • Figure 15 describes a transition from a fully disconnected state to a 400V ready state for the state machine of Figure 4;
  • Figure 16 describes a transition from a 400V ready state to a 400V charging state for the state machine of Figure 4;
  • Figures 17 and 18 describe transitions from a fully disconnected state to a sub-pack 400V ready state and back again for the state machine of Figure 4;
  • Figure 19 describes a transition from a 400V ready state to a fully disconnected state for the state machine of Figure 4.
  • Figure 20 describes a transition from a sub-pack 400V ready state to a fully disconnected state for the state machine of Figure 4.
  • FIG. 1 shows the disposition of a battery pack 1 for which embodiments of the invention could be employed within an electric vehicle 10. It will be recognised by a person skilled in the art that although depicted here as a single unit, such a battery pack 1 may comprise components in separate housings and/or at separate locations within the vehicle, and hence the battery pack may also be viewed as a battery system.
  • the battery pack 1 is connected to a front motor unit 2 and a rear motor unit 3. These motor units comprise an inverter and an electric motor, and provide motive drive for the vehicle.
  • the battery pack 1 also provides power for a high voltage bus (or multiple such buses) for the vehicle.
  • the high voltage bus powers high power systems within the vehicle (such as air conditioning systems).
  • the high voltage bus is connected to a DC-DC converter which provides a low power bus typically operating at 12V (again, there may be multiple lower power buses).
  • inventions shown here relate to an electric vehicle 10 in which a rechargeable cellular battery operates as the sole power source for providing motive power to the vehicle, but embodiments of the invention can be employed in other vehicle types where battery power is used some or all of the time to provide motive power to the vehicle.
  • embodiments may apply to hybrid vehicles in which a motor may be driven by another power source (such as an internal combustion engine) as well as from a battery, or to other forms of electric vehicle in which energy is provided by another power source (such as a fuel cell) but a battery is an intermediary between this power source and an electric motor.
  • the battery pack 1 in this case is configurable to provide either 800V or 400V - this allows in particular charging at either 800V or 400V, but also allows for 800V and 400V outputs (and in cases where there is an 800V output, a 400V output may be provided by tapping the output at an intermediate voltage).
  • the high voltage bus may then provide 800V or 400V outputs, with the lower power bus typically providing 12V outputs for driving electronics and other lower powered vehicle systems.
  • the bus system may be more complex in structure than a monolithic high voltage bus providing a single supply voltage - for example, the high voltage bus may be associated with a lower (but still high) voltage auxiliary bus, which may for example be used to drive systems, such as an air conditioning compressor, which require a significant drive voltage but less than that optimal for driving electric motors of a vehicle.
  • a lower (but still high) voltage auxiliary bus which may for example be used to drive systems, such as an air conditioning compressor, which require a significant drive voltage but less than that optimal for driving electric motors of a vehicle.
  • the higher voltage may be 1000V and the lower voltage 500V.
  • the battery pack 1 comprises first 101 and second 102 sub-packs (which may also be referred to as half-packs for the present embodiment). Each sub-pack 102,102 may comprise one or more battery modules. The connection of these sub-packs 101,102 can be altered according to various requirements using a configuration circuit 26, as depicted in Figure 3.
  • the configuration circuit 26 is controlled by a battery management system (not shown), which may be located within the battery pack 1 , or at a location remote from the battery pack 1.
  • the configuration circuit 26 comprises two battery sub-packs 101 and 102.
  • the configuration circuit 26 allows these to be connected in series (to deliver 800V) or in parallel (to deliver 400V) or with only one sub-pack connected (again, to deliver 400V).
  • the outputs include a primary bus 110 which will normally receive 800V, the rear inverter 111 which will also normally receive 800V to drive the vehicle, and first and second auxiliary buses 113 and 112 which will generally receive 400V, either singly (when the two sub-packs are in series) or in parallel (when the two sub-packs are in parallel).
  • the first auxiliary bus is connected across a first sub-pack and the second auxiliary bus is connected across a second sub-pack.
  • a DC charging circuit 114 In series with each sub-pack there is a contactor group 121 , 122 which comprises a contactor in one parallel branch and a contactor and a resistor in the other parallel branch. Whilst described herein as contactors, it will be appreciated that relays may be used, if appropriate, and hence the contactor groups may be thought of more generally as switch groups. The same applies for all mentions of contactors herein.
  • the branch with the contactor alone is the main circuit arrangement for normal operation, whereas the other branch is a pre-charge circuit so that the voltage levels in the circuit are correct before full operation.
  • a first main contactor 135 is in parallel with a series combination of a first pre-charge contactor 138 and a first pre-charge resistor 171.
  • a second main contactor 131 is in parallel with a series combination of a second pre-charge resistor 172 and a second pre-charge contactor 139.
  • the circuit as a whole forms an H structure, with the sub-packs 101 and 102 each located on a diagonally opposed limb of the H structure. The other two limbs each have a limb contactor thereon.
  • the bridging contactor 133 is closed and the limb contactors 132, 134 are driven open circuit. In this arrangement, 800V is seen across the battery pack.
  • the bridging contactor is driven open circuit and the limb contactors are held closed.
  • different contactor arrangements may be provided if a contactor failure is identified.
  • first auxiliary bus contactor 137 and second auxiliary bus contactor 136 forming one pair
  • DC charging circuit contactors 190, 191 forming another pair. These contactors can be used to isolate the relevant circuits if required.
  • the configuration circuit 26 includes sensors to measure voltage and current to determine whether the circuit is operating correctly, and if remedial measures need to be taken to isolate a fault or to allow operation in a limited functionality mode. It is desirable for efficiency and cost to use a limited number of sensors designed to disrupt normal operation of the configuration 26 circuit as little as possible. High voltage sensors are deployed at several points within the circuit. With regard to the buses, a first voltage sensor 151 is disposed at the positive rail of the primary bus and a fourth voltage sensor 154 is disposed at the negative rail of the primary bus.
  • a second voltage sensor 152 is disposed at the negative rail of the second auxiliary bus (the positive rail of this bus is the positive rail of the primary bus), and a third voltage sensor 153 is disposed at the positive rail of the first auxiliary bus (the negative rail of this bus is the negative rail of the primary bus).
  • a sixth and seventh voltage sensor 156, 157 are disposed to either side of the bridging contactor 133.
  • an eighth voltage sensor 158 is disposed between the first sub-pack 101 itself and the first contactor group 121, and a fifth voltage sensor 155 is similarly disposed within the second sub-pack circuit.
  • a ninth voltage sensor 159a and a tenth voltage sensor 159b are disposed within the DC charging circuit.
  • Fuses are disposed in the system at relevant points.
  • Each sub-pack contains a sub-pack fuse 161, 162, and fuses 163, 164 are also provided to isolate the auxiliary loads from each sub-pack.
  • a rear inverter fuse 165 isolates the rear inverter from the positive rail.
  • auxiliary buses 112, 113 and associated contactors 136, 137 are disposed to allow operation of at least one auxiliary bus if there is an operational sub-pack even if the other sub-pack is not operational.
  • a state machine for the configuration circuit 26 will now be described with reference to Figure 5.
  • the state machine reverts to an “off” state in which all high voltage contactors are disconnected 600. As can be seen, this is the resting state for the system - normally specific steps are involved in transition to full operational states 640, but in an emergency (a major crash, or when a safety compromising event has been identified) any state may revert directly back to the HV disconnected state 600, with all contactors turned off.
  • the normal transition in and out of the HV disconnected state 600 is with a diagnostic state 610 in which the operation of the HV system is checked. This diagnostic process is discussed in more detail below. An output of the diagnostic process is to determine whether both sub-packs are available for use, or if only one (or neither) is available. If the HV system is not usable, the system will revert back to the HV disconnected state 600 - otherwise, it will transition 620 to an available system state.
  • the HV system will transition to the full system available state 621 - however, if only the first sub-pack is available, then the first sub-pack only state 622 is entered, with the second sub-pack state 623 being entered if only the second sub-pack is available - as shown in Figure 5, this may be after a transition through the HV disconnected state 600.
  • the system then needs to transition to a pre-charge state 630 appropriate for its relevant bus configuration.
  • the sub-packs may be connected in series for 800V operation (either motoring or 800V charging) in which case it will use the 800V pre-charge state 631, or connected in parallel for 400V charging in which case it will use the 400V pre-charge state 632.
  • the sub-pack states There is only one option for the sub-pack states, as only 400V operation (for 400V charging or limp-home driving) is available, so only a 400V sub-pack pre-charge state 633, 634 can be entered.
  • an operational mode 640 can be entered. This may be a charging mode, with lower voltage (400V) charging being available both in normal operation (lower voltage charging mode 641) and in sub-pack operation (sub-pack charging mode 642), and higher voltage (800V) charging also being available in normal operation (higher voltage charging mode 643).
  • the normal mode to enter when the HV system is functioning normally is the motoring mode 644 in which the high voltage bus and the rear inverter bus provide a full 800V to the inverters of the motor system.
  • the system may enter a sub-pack limp home mode 645 in which case 400V is provided to the inverters and non-essential systems are managed so that power is used safely and effectively.
  • Symmetry of design enables a limited number of control channels (not shown in Figure 3) to be used to control the contactors - seven channels can be used to control the different contactor states required.
  • Channels 1 and 2 can be used to enable the first and second sub pack respectively, with Channel 3 (providing a common drive signal to first and second main contactors 135, 131) being used to control use of sub-pack mode.
  • Channel 4 controls 400V mode (with a common drive signal to the limb contactors 132, 134) and Channel 5 controls 800V mode, driving the bridging contactor 133.
  • Auxiliary bus control is achieved with Channel 6, providing a common drive signal to first and second auxiliary bus contactors 137, 136.
  • Pre-charge contactors 138 and 139 are controlled with Channel 7. The contactor configurations associated with these control channel states are shown in Figure 6.
  • Figure 4 indicates the disposition of contactors in the system
  • Table 1 indicates safe detection of each single contactor failure state and the available system response when that single contactor failure state is detected.
  • a single contactor failure state is where the battery system is suffering from a persistent failure in a single contactor.
  • There are two possible single contactor failure states for each contactor that the contactor is open circuit and will not close, and that the contactor is closed circuit and will not open.
  • circuit symmetry means that both detection and consequences of failure are essentially similar for particular contactor pairs (though with consequences relating to one sub-pack for one and to the other sub-pack for the other) - these pairs are as follows: first and second main contactors 135, 131; limb contactors 132, 134; first and second auxiliary bus contactors 137, 136; and pre-charge contactors 138 and 139.
  • the only unpaired contactor is bridging contactor 133.
  • Failure states are summarised in Table 1, though some failure states have more complex consequences, as discussed in the following paragraphs.
  • a limb contactor is short circuited, then there is a risk of short circuiting the associated sub pack - the relevant pre-charge resistor limits current during the pre-charge phase, but a short circuit would follow when the relevant main contactor closed to put the battery pack into running mode. If a limb contactor is open circuit, as described above, the sub-pack affected is taken out of circuit.
  • bridging contactor 133 If the bridging contactor 133 is short circuited, there is a risk of short circuit if either of the limb contactors are closed - this means that not only is 800V operation not possible, but it is necessary to make a decision as to which of the two sub-packs is used, and program the states accordingly.
  • a pre-charge contactor is short circuited, there is a risk of pre-charge resistor overload during shut down - however this can be addressed by managing the timing of the relevant main contactor and auxiliary bus contactor transitions. If a pre-charge contactor is open circuit, then it cannot pre-charge the relevant buses - however, running from the other sub pack is still possible, and in embodiments sequencing could be managed to allow pre-charge to be achieved using the other pre-charge resistor. As can be seen from the above, this circuit arrangement allows some form of operation using at least one sub-pack for the majority of the single contactor failure states.
  • Every single contactor short circuit can be addressed in such a way to allow use of one of the 400V sub-packs, allowing the vehicle to operate in a “limp home” mode - while this is not the normal operational mode of the vehicle, it is still a viable operational mode in which the vehicle can be used (as opposed to the HV disconnect state 600, which is not considered here to be an operational mode as the vehicle is not functioning as a vehicle in this mode).
  • the power source is still able to drive the motor - often at a reduced capacity - but vehicle functionality may be limited.
  • the circuit arrangement shown therefore allows a limp home mode to be available for any short circuit single contactor failure in the reconfiguration circuit.
  • a number of open circuit single contactor failures also allow a limp home mode to be carried out.
  • the disposition of voltage and current measurement points in the reconfiguration circuit allows for effective determination of every single contactor failure state with limited expense and complexity.
  • the disposition of voltage measurement points allows for voltage to be measured across each contactor, or contactor group, in the measurement circuit.
  • the term “contactor group” is used here to refer to a parallel circuit in which a contactor is disposed in each parallel path, with the measurement taken between the two branching points. This applies to the main contactor and pre-charge contactor for each sub-pack - these are disposed in a parallel circuit which has the main contactor on one branch and the pre-charge contactor and pre-charge resistor on the other branch.
  • This voltage measurement is supplemented by limited current measurement, requiring only current measurement for each battery pack by first sub-pack current sensor 141 and second sub-pack current sensor 142.
  • the embodiment shown in Figure 4 provides for two auxiliary buses, each providing a 400V output. These are disposed such that the first auxiliary bus output 113 is connected to the configuration 26 circuit between the first sub-pack 101 and the central contactor 133, and the second auxiliary bus output 112 is connected to the configuration circuit 26 between the second sub-pack 102 and the central contactor 103.
  • This approach allows at least one auxiliary bus to be connected in most failure states - such as for all the single contactor failure short circuit states discussed above - and thus ensures vital systems can continue to operate in the event of failure if they are either provided on both auxiliary buses or can be switched between the two. This may also be used to enable a limp home mode by ensuring that necessary systems driven from a 400V bus will also be available.
  • a suitable diagnostic state will now be described with reference to Figure 5, involving a number of sub-states.
  • This involves a standby state 6101 (which may be equivalent to HV disconnect 600, but here shown as a separate sub-state) in which the diagnostic process starts and to which the diagnostic state reverts after any detected failure.
  • the central (bridging) contactor 133 is first tested 6102, with reversion to the standby state 6101 in the event of failure.
  • Limb contactors 132, 134 are then tested in turn 6103, 6104 with any failure resulting in reversion to the standby state 6101. If the tested contactors have not failed the system can advance to the both sub-packs available state 621. If there has been a failure, there will be reversion to HV disconnect state 600 but knowledge of the specific failure will, in the case of a single failure, allow progression to one of the sub-pack available states 622, 623.
  • the diagnostic state 610 is not the only time when fault diagnosis occurs.
  • the measurement system is adapted to determine when other contactors fail by specific responses in the event of failure (see Table 1) which are detectable during the normal start-up sequence.
  • the purpose of the diagnostic state 610 is to ensure that contactor failures that are not otherwise directly detectable as a part of the normal start-up process are nonetheless detected.
  • This diagnostic state 610 may be entered on start-up, but an alternative possibility is that it could be carried out on shutdown (when speed of response is typically less critical). If no contactor failures are detected on shutdown, it may be reasonably assumed that they will be operational on start-up. However, any appropriate choice may be taken as to when to enter the diagnostic state 610 - it may for example be used on both start-up and shutdown, and would typically be used in the case of shutdown as a result of any system fault.
  • the first sub-pack voltage will be seen between the sixth voltage sensor 156 to the second sub-pack side of the central contactor and the eighth voltage sensor to the other side of the first sub-pack battery cells; and for the auxiliary bus contactors the relevant sub pack voltage will be seen between the voltage sensor to the demand side of the relevant auxiliary bus and the voltage sensor between the contactor group and the sub-pack cells of the associated sub-pack.
  • the central contactor 133 In preparing for the 800V mode, the central contactor 133 is switched to closed circuit. At this point an open circuit failure in central contactor 133 can be detected, as at this point the first sub-pack voltage should be seen between the sixth voltage sensor 156 to the second sub-pack side of the central contactor and the eighth voltage sensor to the other side of the first sub-pack battery cells, so there is an open circuit failure state if it is not.
  • auxiliary bus contactors are also closed - similarly, this means that the relevant sub-pack voltage should be seen between the voltage sensor to the demand side of the relevant auxiliary bus and the voltage sensor between the contactor group and the sub pack cells of the associated sub-pack, and that there is an open circuit failure state if it is not.
  • the battery pack is not under load at this point, but it is in the both sub-packs available state 621, ready to be primed.
  • the pre-charge process is used to prime the buses. Closing of the pre-charge contactors will indicate other open circuit failure states. If the central contactor 133 is open circuit, neither pre-charge circuit is complete and there will be no pre-charge current detected in either current sensor - there will also be no pre-charge current detected if either pre-charge contactor is open circuit.
  • the pre-charge circuits are bypassed by closing the respective main contactors for each sub-pack. If either main contactor has an open circuit failure, this will be detectable at this point because the pre-charge resistor will still be taking significant load, so the high voltage drop under load can readily be detected for that sub- pack (for example by the associated current sensor). The pre-charge contactors are then made open circuit to bring the battery pack into the ready state.
  • transition from the normal motoring state 644 back to the HV disconnected state 600 is shown in Figures 9 and 10.
  • Transition to the 800V primed and ready state 631 does not change contactor states, as is shown in Figure 9 - the two states are differentiated only in that no drive signal can be given in the primed and ready state.
  • Transition from the primed and ready state 631 back to the HV disconnected state 600 is slightly simpler than for the opposition transition, as there is no need for any pre-charge steps, only for discharge.
  • Each sub-pack is disconnected by opening its main contactor, and then the auxiliary bus contactors are also disconnected and a discharge path is opened. The central contactor 133 is then opened, leaving the sub-packs fully disconnected - the discharge path remains in circuit to ensure that this is a fully safe disconnected state.
  • the first sub-pack main contactor 135 On completion of pre-charge, the first sub-pack main contactor 135 is closed, and the pre-charge circuit disconnected by taking the first sub-pack pre-charge circuit contactor open circuit, thus putting the system into the 400V first sub-pack only primed state 633. This can now transition into the limp home state 645 without change in contactor disposition and drive signal can be provided to power at least one inverter.
  • auxiliary bus In cases where only one sub-pack is in use, there will typically only be one auxiliary bus available for use. There may be some vehicle systems that are most effectively powered off the auxiliary busses and it may be desirable to ensure that this functionality is available even in a limp-home operational state of the vehicle. This could be done by ensuring that such functionality could be obtained from either auxiliary bus. This may involve duplication of certain systems between the first and second auxiliary busses to ensure that this vehicle functionality will be available if either auxiliary bus is available.
  • HVAC air conditioning
  • Systems that may be operated from an auxiliary bus in different vehicle types include an electrical generator, water pump, cooling fan, air compressor, oil pump and power steering pump - in some prior art vehicles such systems may be run from a primary bus to ensure that they will be operating if the vehicle is operating, whereas in arrangements as described here they may be run from auxiliary busses with continuity of function still guaranteed.
  • This approach also allows a failure in the relevant system to be managed by simply using the other auxiliary bus - this way failures either in the battery system preventing the use of an auxiliary bus, or of any system on an auxiliary bus, may be managed by switching to the other auxiliary bus.
  • FIG 12. Disconnection from limp home mode is shown in Figure 12. Again, this shows an arrangement in which the second sub-pack is not enabled, so the same collection of second sub-pack related contactors, and central contactor 133, are open circuit throughout.
  • the return process is again similar as no pre-charge is needed, so as before the relevant sub pack is disconnected by taking the relevant main contactor open circuit, the relevant auxiliary bus is disconnected by taking the relevant auxiliary bus contactor open circuit and discharge is started, with the system ending in the HV disconnected state 600 with a discharge path still connected.
  • the 800V primed and ready state 631 is entered by making the junction box contactors open circuit, with the system reverting back to the HV disconnected state in exactly the same as was described previously from this state in respect of transitioning from the 800V motoring state 644 to the HV disconnected state 600.
  • Figure 15 shows the transition from the HV disconnected state 600 to the full battery 400V primed and ready state 632 in which both sub-packs are used - in this case, there is little imbalance between the two sub-packs, so charging both sub-packs together is straightforward.
  • the first step is to close the limb contactors 132, 134, with the central contactor 133 left open circuit throughout - this establishes the two sub-packs as operating in parallel.
  • Figure 17 shows how the approach of Figure 15 can be modified if there is a significant imbalance between the two sub-packs - in this case, the first sub-pack is significantly under voltage.
  • the decision is taken only to charge the first sub-pack, and the second sub-park is disabled by forcing the relevant contactors (main, pre-charge, limb and auxiliary bus) open circuit.
  • the contactors associated with the first sub-pack transition in the way shown in Figure 15, and the first sub-pack 400V primed state 633 is reached.
  • This transition can be made smoother by using the pre-charge circuit of the isolated sub-pack when the under voltage sub-pack (here the first sub-pack) approaches the voltage of the isolated sub-pack.
  • the shut-down process from the full battery 400V primed and ready state 632 is shown in Figure 19 and from the first sub-pack primed and ready state 633 in Figure 20. These differ only in that the contactors associated with the second sub-pack are open circuit throughout in the transition from the first sub-pack primed and ready state, as the second sub-pack is disabled.
  • the same process of disconnecting the operative sub-packs by opening the associated main contactors, disconnecting the auxiliary buses by opening the associated auxiliary bus contactors and starting discharge, and finally reaching the HV disconnected state 600 with discharge in place is performed in each case.
  • the battery pack may be configured for 800V charging, but it is determined that 400V charging is preferred (for example, if there is a fast charger output available but at a lower voltage than 800V). In this case, the system should transition back to the HV disconnected state 600, then forwards again to the full battery HV primed and ready state 632 and so to the full battery 400V charging state 643.
  • Transition from 400V charging to 800V charging may also be required - this may take place if the sub-packs are out of balance, in which case it may be desirable to charge at 400V to bring the two sub-packs into balance, then switch to 800V charging to charge the battery most effectively. Again, this is achieved by transitioning back from the 400V charging state to the HV disconnected state, then forward to the 800V charging state.
  • inverter fault determination is out of the scope of this discussion, but it should be noted that inverter faults may be minor, in which case the inverter is not compromising other system elements and may be recovered, or major, in which case it cannot be used.
  • the inverter is taken entirely out of circuit - the line fuse opens. If the fault is minor, the battery pack contactor configuration is unaffected and the inverter is kept connected to the battery pack - however the PWM control signal to the inverter is switched off, so it cannot be driven to provide motive power. If the fault is resolved, the PWM signals can simply be turned on by the VCU.
  • Embodiments of the invention are described above, by way of example. The skilled person will appreciate that the invention is not limited to these embodiments and that other embodiments falling within the scope of the claims may be developed lacking, or with alternatives to, features of the embodiments described above. As indicated above, embodiments of the invention are in particular not limited to electric vehicles for which all motive force is provided by a rechargeable cellular battery with no other source of motive force provided in the vehicle.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • General Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • Manufacturing & Machinery (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Power Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention concerne un bloc-batterie qui comprend une pluralité de sous-ensembles (101 102), un bus primaire (110), une pluralité de commutateurs (131-139) et un circuit de diagnostic pour diagnostiquer un état de défaillance d'un ou plusieurs des commutateurs. La pluralité de commutateurs connecte les sous-blocs (101 102) au bus primaire (110). Chaque commutateur a un état ouvert, un état fermé et un état de défaillance dans lequel le commutateur est fixe dans l'état ouvert ou l'état fermé. Certains des commutateurs sont agencés en tant qu'un ou plusieurs groupes de commutateurs, les commutateurs à l'intérieur de chaque groupe de commutateurs étant agencés en parallèle. Le circuit de diagnostic comprend des capteurs de tension (151-158) pour mesurer une tension à travers chaque groupe de commutateurs et à travers chaque commutateur qui n'appartient pas à un groupe de commutateurs, et des capteurs de courant (141 142) pour mesurer un courant consommé de chaque sous-bloc (101 102). Le circuit de diagnostic utilise les tensions mesurées et les courants mesurés pour déterminer si l'un quelconque des commutateurs est dans un état de défaillance.
PCT/GB2020/052916 2019-12-19 2020-11-16 Bloc-batterie avec système de détection de défailllance Ceased WO2021123722A1 (fr)

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CN202080088722.0A CN114846340A (zh) 2019-12-19 2020-11-16 具有故障检测系统的电池组

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GB1918792.1A GB2590456B (en) 2019-12-19 2019-12-19 Battery pack with failure detection system

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CN116359726A (zh) * 2023-04-28 2023-06-30 惠州亿纬锂能股份有限公司 电池系统的开关故障诊断方法、装置、电池系统和介质
CN119247118A (zh) * 2024-09-09 2025-01-03 科华数据股份有限公司 开关器件健康度的检测方法、装置及功率变换设备

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