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WO2022235131A1 - Dispositif de démarrage d'urgence de véhicule et procédé de commande correspondant, et support d'enregistrement sur lequel est enregistré un programme lisible par ordinateur pour exécuter le procédé - Google Patents

Dispositif de démarrage d'urgence de véhicule et procédé de commande correspondant, et support d'enregistrement sur lequel est enregistré un programme lisible par ordinateur pour exécuter le procédé Download PDF

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Publication number
WO2022235131A1
WO2022235131A1 PCT/KR2022/006542 KR2022006542W WO2022235131A1 WO 2022235131 A1 WO2022235131 A1 WO 2022235131A1 KR 2022006542 W KR2022006542 W KR 2022006542W WO 2022235131 A1 WO2022235131 A1 WO 2022235131A1
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WO
WIPO (PCT)
Prior art keywords
switch
battery module
module
vehicle
capacitor module
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/KR2022/006542
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English (en)
Korean (ko)
Inventor
김동휘
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.)
Dh Energy System Corp
Original Assignee
Dh Energy System Corp
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 Dh Energy System Corp filed Critical Dh Energy System Corp
Publication of WO2022235131A1 publication Critical patent/WO2022235131A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • 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
    • H02J7/34—Parallel operation in networks using both storage and other DC sources, e.g. providing buffering
    • H02J7/345—Parallel operation in networks using both storage and other DC sources, e.g. providing buffering using capacitors as storage or buffering devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
    • 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
    • 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
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/007188—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters
    • H02J7/007192—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters in response to temperature
    • 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
    • H02J7/34—Parallel operation in networks using both storage and other DC sources, e.g. providing buffering
    • 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
    • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
    • H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
    • H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems

Definitions

  • the present invention relates to a battery charging and vehicle emergency starting technology, and more particularly, to an apparatus and a control method for enabling the vehicle to be started even when a vehicle battery is broken or discharged.
  • Korean Patent No. 10-1571110 discloses discharge using a high-capacitance storage device (eg, supercapacitor, ultracapacitor, electric double-layer capacitor) with low resistance and capable of rapid charging/discharging.
  • a high-capacitance storage device eg, supercapacitor, ultracapacitor, electric double-layer capacitor
  • Disclosed is a technology for charging a voltage by receiving a current from an old battery and providing a current to a battery of a vehicle that has been discharged again through high-output discharge.
  • the present invention has been devised to solve the conventional problems described above, and it is possible to charge the high-capacitance storage device even when the voltage of the built-in vehicle battery is lower than the voltage of the high-capacitance storage device, and the battery and the high capacitance
  • An object of the present invention is to provide a device capable of supplying a voltage for starting a vehicle even when all storage devices are discharged, and a method for controlling the same.
  • a vehicle emergency starting device comprising: a battery module connectable to a starting motor of a vehicle; a capacitor module connectable to the starting motor in parallel with the battery module; and a booster connected between the battery module and the capacitor module to boost the voltage of the capacitor module using a current supplied from the battery module, wherein the battery module is connected to the starter motor through a first switch, The capacitor module is connected to the starting motor through a second switch, and the booster is connected between the battery module and the capacitor module through a third switch.
  • the battery module or the capacitor module further comprises a control unit that determines whether the vehicle can be started by the battery module or the capacitor module, and connects the third switch when it is determined that the vehicle cannot be started.
  • the controller separates the first switch and the second switch.
  • the controller connects the second switch.
  • the controller limits the charging current applied to the battery module.
  • the controller stops the automatic connection of the third switch.
  • control unit when the automatic connection of the third switch is stopped, the control unit is characterized in that the connection of the third switch is performed only when there is a user input.
  • control unit may determine whether the vehicle can be started using terminal voltages of the battery module and the capacitor module connected in parallel.
  • control unit is characterized in that it determines whether the vehicle can be started using the size of the internal resistance of the battery module.
  • a method for controlling a vehicle emergency starting device comprising a second switch for connecting the booster and a third switch for connecting the booster between the battery module and the capacitor module, wherein the voltage in the capacitor module is less than or equal to a preset charging reference voltage. case characterized in that it comprises the step of connecting the third switch.
  • the recording medium recording the computer readable program according to the present invention for achieving the above object is characterized in that the computer readable program for executing the vehicle emergency starting device control method is recorded.
  • the voltage booster boosts the voltage of the battery module and supplies it to the capacitor module, even when the voltage of the battery module is lower than the voltage of the high capacitance storage device (ie, the capacitor module) for charging the battery, the high capacitance is stored. It is possible to charge the device and supply voltage for starting the vehicle even when both the battery module and the high-capacity storage device are discharged.
  • the vehicle emergency starter can be configured to replace the existing battery of the vehicle, a separate vehicle battery is not required.
  • FIG. 1 is a schematic block diagram of an emergency starting device according to an embodiment of the present invention.
  • Fig. 2 is a schematic circuit diagram showing a first embodiment of Fig. 1;
  • FIGS 3 and 4 are flow diagrams of the active and passive processes of the circuit of Figure 2, respectively;
  • 5 is a table summarizing the functions of switches in an active process and a passive process.
  • 6 to 8 are graphs showing the relationship between SOC and terminal voltage in the case of using a battery module alone, using a capacitor module alone, or using a combination of a battery module and a capacitor module, respectively.
  • FIG. 1 is a schematic block diagram of a vehicle emergency starting device according to an embodiment of the present invention
  • FIG. 2 is a schematic circuit diagram illustrating a first embodiment of FIG. 1 .
  • the vehicle emergency starting device includes a first switch 110 , a capacitor module 120 , a second switch 130 , a booster 140 , a third switch 150 , a controller 160 , and a battery module. (170).
  • the vehicle emergency starting device of FIG. 1 includes the battery module 170, and thus a battery installed in a conventional vehicle is unnecessary. It is preferable that the vehicle emergency starting device of FIG. 1 has an external configuration so that it can be mounted at the same position instead of a conventional battery mounted on the vehicle.
  • the battery module 170 and the capacitor module 120 are connected in parallel to the starting motor of the vehicle, and the battery module 170 is a first switch 110 connected in series (however, for the battery module 170 ). It is connected to the starting motor of the vehicle through a battery management system (BMS)), and the capacitor module 120 is connected to the starting motor of the vehicle through the second switch 130 connected in series.
  • BMS battery management system
  • the booster 140 is connected in series between the battery module 170 and the capacitor module 120 to boost the capacitor module 120 by using the current supplied from the battery module 170, and the booster 140 is 3
  • the battery module 170 and the capacitor module 120 are connected through the switch 150 .
  • the booster 140 boosts the voltage of the battery module 170 and supplies it to the capacitor module 120 , even when the voltage of the battery module 170 is lower than the voltage of the capacitor module 120 . It is possible to charge the capacitor module 120 , and even when both the battery module 170 and the capacitor module 120 are discharged, the voltage for vehicle starting can be supplied through the voltage boost.
  • the control unit 160 determines whether the vehicle can be started by the vehicle emergency starting device, and connects the third switch 150 when it is determined that the vehicle cannot be started.
  • the third switch 150 When connecting the third switch 150, the first switch 110 and the second switch 130 are separated, and when it is determined that the vehicle can be started by the booster 140, the third switch 150 may be disconnected and the second switch 130 may be reconnected.
  • the controller prevents the power of the capacitor module 120 from flowing to the discharged battery module 170 or from flowing into the dark current of the vehicle when the vehicle is started, thereby reducing the loss of the secured starting power. do.
  • the controller 160 may determine whether the vehicle can be started by using the terminal voltage of the parallel-connected battery module 170 and the capacitor module 120 or the size of the internal resistance of the battery module 170 . According to such a configuration, it is possible to more accurately determine whether the vehicle can be started.
  • the controller 160 may limit the charging current of the capacitor module 120 according to the temperature in the battery module 170 . According to this configuration, by determining the charging current according to the sensed temperature, it is possible to reduce the risk of the lithium-based battery by limiting charging at a low temperature, thereby making it possible to stably use the battery device even at a low temperature.
  • control unit 160 may stop the automatic connection of the third switch 150 when the connection of the booster 140 is more than a preset reference number, and when the automatic connection of the third switch 150 is stopped, It may be implemented to connect the third switch 150 only when there is a user's input. According to such a configuration, even when the starting power is secured, it is possible to prepare for the final discharge situation in consideration of re-discharge due to long-term leave and the limit of residual energy.
  • the vehicle emergency starting device circuit of FIG. 2 also has two external connections, so the vehicle emergency starting device of FIG. 2 is a device type used to replace the existing battery. Able to know.
  • an exemplary control unit 160 is an active process circuit that monitors and controls voltage, current, temperature, etc. through a circuit including an MCU, ADC, DAC, etc., and includes a step-up unit between a battery module and a capacitor module, voltage , current, temperature, etc. sensors, BMS, and a switching unit.
  • the first switch (S1) 110 connected to the battery module 170 is a part of a high-current circuit through which several tens of A or more flows, and may be configured as an FET, a b-contact relay, or a latching relay to minimize power consumption during circuit operation. .
  • the charging current is determined according to the temperature sensed by the controller including the temperature sensor and the MCU.
  • the risk of lithium-based batteries is reduced and the battery device can be used stably even at freezing temperatures. .
  • the circuit of FIG. 2 is a circuit configuration of an emergency starting device that can secure starting power through a capacitor by boosting the remaining power of a discharged battery in a vehicle that cannot be started due to battery discharge. Enables the vehicle to start.
  • the secured starting power of the capacitor module blocks the current flowing to the discharged battery and the current flowing to the dark current of the vehicle, thereby reducing the loss of the secured starting power.
  • the number of start-ups is limited to a certain number of times in consideration of the limitations of re-discharge and residual energy due to long-term neglect, and by switching to the manual process, it is also possible to prepare for the final discharge situation with manual operation. .
  • FIG. 3 and 4 are flowcharts of an active process and a passive process of the circuit of FIG. 2, respectively, and FIG. 5 is a table summarizing the functions of switches in the active process and the passive process.
  • the operation of the active process will be described with reference to FIGS. 3 and 5.
  • the first and second switches S1 and S2 110, 130
  • the third switch (S3) 150
  • the control unit 160 detects the voltage and temperature and determines whether the vehicle can be started or the need for emergency charging. Even after the vehicle is successfully started, the first switch ( S1 ) 110 is opened at a sub-zero temperature through sensing of voltage, current, temperature, etc. to limit charging of the lithium ion-based battery module 110 .
  • the control unit 160 controls the first switch S1 ( 110) to cut off the power loss to the battery module 170, open the second switch S2 (130) to block the power loss to the dark current of the vehicle, and go through the boosting process through the control unit 160 to the battery.
  • the starting power of the capacitor module 120 is secured with the residual energy of the module 170 . This is called the emergency charging process.
  • the controller 160 may detect the voltage of the capacitor module 120 and determine the required charging completion voltage according to the detected temperature to detect the startable voltage.
  • the controller 160 closes the second switch S2 130 and the third switch S3 150 to charge the capacitor module 120 to the charging completion voltage and then to the capacitor module ( 120)
  • the vehicle is started using a voltage, and after completion of the vehicle starting, the first switch S1 ( 110 ) is closed and the third switch ( S3 ) 150 is opened to switch to a normal state.
  • maintaining the startable state in the flowchart of FIG. 3 is to automatically close the third switch (S3) 150 when the control unit 160 detects the voltage of the capacitor module 120 and is less than the charging completion voltage to close the capacitor module (120) is made through the process of charging.
  • control unit 160 may stop the automatic connection of the third switch 150 and automatic emergency charging according thereto when the connection of the booster 140 is greater than or equal to a preset reference number, and automatically When the connection is interrupted, it can be implemented to switch to a manual process that performs the connection of the third switch 150 only when there is a user's input. According to such a configuration, even when the starting power is secured, it is possible to prepare for the final discharge situation in consideration of re-discharge due to long-term leave and the limit of residual energy.
  • the operation process of the manual process shown in FIG. 4 excludes the voltage detection of the capacitor module 120 by the controller 160 and the automatic charging process when necessary, and includes the step of the booster 140 for charging the capacitor module 120 .
  • the automatic charging process is stopped, and the charging of the capacitor module 120 through the step-up unit 140 is performed only when there is an intervention such as a separate switch (not shown) operation of the user. It differs from active processes in this respect.
  • 6 to 8 are graphs illustrating a relationship between a state of charge (SOC) and a terminal voltage in the case of a battery module, a capacitor module, and a combination of a battery module and a capacitor module, respectively.
  • SOC state of charge
  • the voltage decreases rapidly at SOC 20% or less. Using this characteristic, it is possible to accurately determine whether the vehicle can be started.
  • the accuracy of determining the battery output through the voltage of the battery is low. Accordingly, according to the method of the present invention in which the terminal voltage is measured by connecting the battery module and the capacitor module in parallel, it is possible to more accurately determine whether the energy and output of the parallel-connected system are present.
  • FIG 9 is an equivalent circuit diagram of the vehicle emergency starting device of the present invention.
  • Vb the battery module voltage
  • E terminal voltage
  • Rb+Rs resistance
  • the starting function is a function of the terminal voltage, In this case, E ss is the terminal voltage in the steady state, and I L is is the starting current.
  • E c It is the voltage for starting, k is the proportional constant, and w c is the angular velocity for starting.
  • the terminal voltage in the normal state must be greater than the Ec value, which is can be expressed as
  • the internal resistance of the battery must be lower than R bC to start, which is In this case, R b is the internal resistance of the battery when the starting motor rotates at an angular speed for starting the engine.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

La présente invention concerne un dispositif de démarrage d'urgence de véhicule qui comprend un premier commutateur, un module de condensateur, un deuxième commutateur, une unité d'amplification et un troisième commutateur. Le premier commutateur connecte un module de batterie à un moteur de démarrage d'un véhicule, le module de condensateur est connecté en parallèle au module de batterie, le deuxième commutateur connecte le module de condensateur au moteur de démarrage, l'unité d'amplification amplifie le module de condensateur à l'aide un courant fourni par le module de batterie, et le troisième commutateur connecte le module de batterie au module de condensateur par l'intermédiaire de l'unité d'amplification. Selon cette configuration, étant donné que l'unité d'amplification amplifie une tension du module de batterie et fournit cette dernière au module de condensateur, le module de condensateur peut être chargé même lorsque la tension du module de batterie est inférieure à une tension du module de condensateur, et une tension pour le démarrage du véhicule peut être fournie même lorsque le module de batterie et le module de condensateur sont tous deux déchargés.
PCT/KR2022/006542 2021-05-07 2022-05-09 Dispositif de démarrage d'urgence de véhicule et procédé de commande correspondant, et support d'enregistrement sur lequel est enregistré un programme lisible par ordinateur pour exécuter le procédé Ceased WO2022235131A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR1020210059322A KR102474788B1 (ko) 2021-05-07 2021-05-07 차량 비상 시동 장치, 그 제어 방법, 및 상기 방법을 실행시키기 위한 컴퓨터 판독 가능한 프로그램을 기록한 기록 매체
KR10-2021-0059322 2021-05-07

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WO2022235131A1 true WO2022235131A1 (fr) 2022-11-10

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PCT/KR2022/006560 Ceased WO2022235132A1 (fr) 2021-05-07 2022-05-09 Dispositif de charge d'urgence de batterie de véhicule, son procédé de commande et support d'enregistrement sur lequel est enregistré un programme lisible par ordinateur pour l'exécution de ce procédé
PCT/KR2022/006542 Ceased WO2022235131A1 (fr) 2021-05-07 2022-05-09 Dispositif de démarrage d'urgence de véhicule et procédé de commande correspondant, et support d'enregistrement sur lequel est enregistré un programme lisible par ordinateur pour exécuter le procédé

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KR102696166B1 (ko) * 2022-11-05 2024-08-19 (주)디에이치에너지시스템 차량 비상 시동 장치 및 그 제어 방법
KR102696167B1 (ko) * 2022-11-05 2024-08-19 (주)디에이치에너지시스템 친환경 차량 비상 시동 장치 및 그 제어 방법
KR102696165B1 (ko) * 2022-11-05 2024-08-19 (주)디에이치에너지시스템 차량 비상 시동 장치 및 그 제어 방법
KR102696164B1 (ko) * 2022-11-05 2024-08-19 (주)디에이치에너지시스템 차량 비상 시동 장치 및 그 제어 방법
KR102696168B1 (ko) * 2022-11-05 2024-08-19 (주)디에이치에너지시스템 단계적 전류 증감을 이용하는 차량 비상 시동 장치 및 그 제어 방법
KR102696163B1 (ko) * 2022-11-05 2024-08-19 (주)디에이치에너지시스템 차량 비상 시동 장치 및 그 제어 방법

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JP2004135417A (ja) * 2002-10-09 2004-04-30 Aisin Aw Co Ltd 車輌の制御装置
JP2015063932A (ja) * 2013-09-25 2015-04-09 日産自動車株式会社 エンジンの始動制御装置
KR20150099972A (ko) * 2014-02-24 2015-09-02 국립대학법인 울산과학기술대학교 산학협력단 리튬 이차전지의 충전 장치 및 충전 방법
KR20190100678A (ko) * 2018-02-21 2019-08-29 박종수 보조 에너지 저장 장치를 이용한 방전 차량 점프 스타트 시스템
KR20200060847A (ko) * 2018-11-23 2020-06-02 박영민 차량용 점프스타트 장치

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KR20220151962A (ko) 2022-11-15
KR102474788B1 (ko) 2022-12-06
WO2022235132A1 (fr) 2022-11-10

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