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WO2023237359A2 - Sous-marin équipé de deux systèmes de batterie différents et procédé de fonctionnement - Google Patents

Sous-marin équipé de deux systèmes de batterie différents et procédé de fonctionnement Download PDF

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Publication number
WO2023237359A2
WO2023237359A2 PCT/EP2023/064189 EP2023064189W WO2023237359A2 WO 2023237359 A2 WO2023237359 A2 WO 2023237359A2 EP 2023064189 W EP2023064189 W EP 2023064189W WO 2023237359 A2 WO2023237359 A2 WO 2023237359A2
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WO
WIPO (PCT)
Prior art keywords
energy storage
storage device
charging
current
submarine
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/EP2023/064189
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German (de)
English (en)
Other versions
WO2023237359A3 (fr
Inventor
Norbert Dannenberg
Malte MOHR
Stefan Heinz
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.)
ThyssenKrupp AG
ThyssenKrupp Marine Systems GmbH
Original Assignee
ThyssenKrupp AG
ThyssenKrupp Marine Systems GmbH
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Publication of WO2023237359A2 publication Critical patent/WO2023237359A2/fr
Publication of WO2023237359A3 publication Critical patent/WO2023237359A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • 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
    • H02J1/00—Circuit arrangements for DC mains or DC distribution networks
    • H02J1/10—Parallel operation of DC sources
    • 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
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/42—The network being an on-board power network, i.e. within a vehicle for ships or vessels

Definitions

  • the invention relates to a submarine with a conventional lead battery and a second lithium-based battery.
  • Conventional submarines usually have a diesel engine for charging the battery when snorkeling or above water, as well as for traveling above water and a battery for traveling under water.
  • Lead batteries have been in use for a long time.
  • the advantage of the lead battery is that the individual cell can be designed in such a way that it is adapted to the requirements of the boat.
  • several cells are connected in series.
  • the individual cells are connected in series to form partial batteries.
  • several partial batteries can be connected in parallel. This type of battery has proven itself over the last few decades and is the basis or standard for conventional submarines.
  • Lithium-based batteries are now being used in many applications, for example in the automotive industry.
  • lithium batteries lose their advantage over classic lead batteries, especially in terms of volumetric energy content, since in this special area extremely large amounts of energy have to be installed in the battery rooms.
  • the elementary cell for lithium accumulators has comparatively smaller cell dimensions than lead accumulators, in which the individual cell can be built simply and comparatively large.
  • the solution for integrating a lithium battery on submarines is currently to combine many small lithium cells into one module.
  • the modules are designed to be installed in the battery rooms of submarines.
  • the modules are usually combined into strands, with the strands parallel to each other and independently connected to the vehicle electrical system.
  • a DC-DC converter for lithium batteries is known from DE 10 2017 009 527 A1.
  • a drive system for a submarine with a DC voltage network and several battery strings is known.
  • the battery strings are connected to the DC voltage network via string connection units.
  • the flowing strand current is adjusted by the strand connection units.
  • a battery-operated vehicle is known from WO 2006/122 395 A1.
  • a battery system and an electric vehicle are known from WO 2016/035 279 A1.
  • a battery-operated industrial truck is known from DE 10 2015 100 624 A1.
  • a battery system is known from JP 2012-235 610 A.
  • the object of the invention is to provide a battery-operated submarine with an extended residence time under water.
  • the submarine according to the invention has a first energy storage device, a second energy storage device, an on-board electrical system and a generator.
  • the generator, the first energy storage device and the second energy storage device are connected to the vehicle electrical system.
  • the connection between the first energy storage device and the vehicle electrical system and between the second energy storage device and the vehicle electrical system can be separated.
  • the generator is preferably also separably connected to the vehicle electrical system. Separably connected means that they can be electrically isolated from the vehicle electrical system.
  • the generator is disconnected from the vehicle electrical system when it is not being used to generate electricity. In the simplest embodiment, this can be done using a switch.
  • the first energy storage device has lead secondary elements and the second energy storage device has lithium secondary elements or a nickel secondary element.
  • the second energy storage device has lithium secondary elements or a nickel secondary element.
  • two very different technologies for energy storage are used and combined with each other. This increases complexity and prevents every technology from reaching its full potential.
  • the advantage of lithium technology is the higher energy density, so that with a pure energy storage device exclusively using lithium secondary elements, a higher overall capacity could be achieved with further reduced complexity, since only one type of battery management would be necessary.
  • the use of two different types of secondary elements thus leads to one increased complexity and no optimization with regard to a property, for example capacity. Therefore, the person skilled in the art would actually strive to select only one type of secondary element which has the optimal properties for the property to be optimized, for example capacity or costs.
  • first energy storage device and the second energy storage device are connected to the vehicle electrical system, so both feed into the same network and thus fulfill the same task.
  • the two different secondary elements do not serve to supply energy to different areas or networks, but rather feed into the same on-board electrical system.
  • Lithium secondary element is to be understood broadly in the sense of the invention and includes all currently known batteries with lithium, for example and in particular lithium-ion batteries, lithium-cobalt dioxide batteries, lithium-polymer batteries, lithium-manganese batteries, lithium-nickel -Cobalt manganese battery, lithium iron phosphate battery or lithium iron yttrium phosphate battery.
  • lithium-ion batteries lithium-cobalt dioxide batteries
  • lithium-polymer batteries lithium-manganese batteries
  • lithium-nickel -Cobalt manganese battery lithium iron phosphate battery or lithium iron yttrium phosphate battery.
  • Nickel secondary element is to be understood broadly in the sense of the invention and includes all currently known accumulators with nickel, for example and in particular nickel-cadmium accumulators or nickel-metal hydride accumulators.
  • a first energy storage device with lead secondary elements also called lead accumulator
  • a second energy storage device with lithium secondary elements also called lithium accumulator, or nickel secondary elements.
  • Lead-acid batteries can be built very easily with very large capacities and are extremely cost-efficient and proven in use. However, lead batteries are comparatively demanding when it comes to charging. Furthermore, the electrical capacity can only be optimally used if the charging and discharging processes take place slowly and uniformly. Lithium batteries or nickel batteries, on the other hand, can be charged and discharged almost as desired, even partially, without comparable losses in service life, and can also deliver very different outputs without this having a significant impact on the electrical capacity.
  • first energy storage device a second energy storage device and an on-board electrical system.
  • submarines are usually designed redundantly, so that the submarine has at least two separate on-board electrical systems, so that even if one of the on-board electrical systems fails, the submarine remains operational. Therefore, everything is usually present at least twice.
  • first sub-board network and a second sub-board network there is a first sub-board network and a second sub-board network.
  • the first sub-board network and the second sub-board network can be electrically connected and electrically disconnected via an on-board network disconnection, so that if one sub-board network fails, the other sub-board network is still available.
  • the first sub-board electrical system is connected to a first first energy storage device and a first second energy storage device
  • the second sub-board electrical system is connected according to the invention to a second first energy storage device and a second second energy storage device.
  • all of the following statements apply separately.
  • Two partial electrical systems can preferably be connected to one another in a separable manner.
  • Either the sub-board electrical systems are electrically connected to one another in regular operation or they are electrically separated from one another in regular operation.
  • the sub-networks are normally electrically connected, the sub-networks are only electrically isolated in the event of a fault.
  • a connection can take place if only a shore connection is provided.
  • the lead secondary elements of the first energy storage device are at least partially connected in series.
  • the first energy storage device is connected directly to the vehicle electrical system.
  • direct means that the first energy storage device is connected to the vehicle electrical system without galvanic isolation or voltage conversion, such as a DC-DC converter, transformer or other corresponding components.
  • a load switch is preferably arranged to disconnect the first energy storage device from the vehicle electrical system.
  • a (mechanical) switch another separation can also be provided so that the connection is de-energized. This is the usual connection method for submarines with a pure lead accumulator.
  • the second energy storage device is arranged in strands.
  • One strand alone is able to provide the voltage required to supply the on-board electrical system. Depending on the power requirement, a corresponding number of strands are connected to the on-board network.
  • the arrangement in strings therefore makes performance-dependent battery management possible.
  • Each strand has a plurality of lithium secondary elements or nickel secondary elements.
  • Each strand can be separated individually via a DC-DC converter and its power output can be controlled and connected to the vehicle electrical system.
  • the DC-DC converter makes it possible to specifically adjust the voltage level of the strand and adapt it to the voltage level specified by the vehicle electrical system in the current case. At the same time, galvanic isolation is achieved. Since lithium batteries or nickel Secondary elements can deliver a significantly higher current in the event of a short circuit than lead batteries, without such separation there is an increased risk if a short circuit occurs in the vehicle electrical system.
  • each string has a string battery management system. This means that each strand is a completely separate unit and the failure of one strand has no negative impact on the other strands. At the same time, all lines can be operated optimally and individually.
  • the first energy storage device has a battery monitoring system.
  • the battery monitoring system can, for example and in particular, contain current, voltage and temperature sensors from the first energy storage device in order to detect, for example, the output voltage, the output current or the temperature of the first energy storage device or the individual lead batteries. However, it can also include further sensors, for example for detecting the coolant flow or harmful gases, in particular hydrogen, in the surroundings of the first energy storage device.
  • a complete battery management system is not common or necessary for lead batteries. However, it is advantageous to record and monitor the temperature, for example. For example, temperature has a direct influence on voltage and available capacity.
  • the second energy storage device has a battery management system.
  • the submarine further has a control unit, the control unit being connected to the battery monitoring system and the battery management system.
  • the control unit is, for example, connected to the battery monitoring system and the battery management system in such a way that it receives the respectively recorded sensor values and can transmit target values to the battery management system. It can also be provided that the control unit controls the separation of the energy storage devices.
  • the battery management system can also transmit the values determined from the sensor values, in particular the state of charge, instead of the sensor values.
  • the second energy storage device is divided into strands and each strand has one String battery management system
  • the battery management system is structured hierarchically above the string battery management systems and can be connected to each string battery management system in order to receive, process and transmit setpoint specifications of the recorded sensor values and/or the variables derived from the sensor values.
  • control unit is connected to current, voltage and temperature sensors that record values at various points in the vehicle electrical system.
  • the control unit is therefore able to record and evaluate the power requirements in individual subnetworks or at individual consumers more precisely. For example, the consumption of the traction motor or the consumption of small consumers.
  • control unit can be connected to further sensors, for example room monitoring systems, such as infrared cameras, smoke or gas detectors, in particular for monitoring the room or rooms in which the first energy storage device and the second energy storage device are arranged. In this way, malfunctions in particular can be easily identified.
  • the control unit can include a control module that is designed to evaluate the detected sensor values and to generate and output setpoint values according to its own logic and in particular to regulate the current and/or the voltage of the second energy unit.
  • the control module can be designed to carry out the methods presented below.
  • control unit is designed for time-resolved detection by means of corresponding current and voltage sensors of the first currents flowing from the first energy storage device into the vehicle electrical system.
  • control unit is designed for time-resolved detection by means of corresponding current and voltage sensors of the second currents flowing from the second energy storage device into the vehicle electrical system.
  • the power of the second energy storage device is of the same order of magnitude as the power of the generator. So if the generator has a maximum output of 1 MW, the second energy storage device also has a maximum output of 1 MW.
  • the energy storage device would have a maximum output of 0.75 to 1.25 MW.
  • the advantage of such dimensioning is that the second energy storage device can be charged and discharged very quickly as a lithium battery or nickel battery and partial charges are also technically unproblematic. If the submarine only goes to the surface of the water briefly, it is quickly possible to generate the maximum amount of energy with the generator and store it in the second energy storage device. The entire power of the generator can therefore be used to charge the second energy storage device and thus to provide as much energy as possible in the shortest possible time.
  • the capacity of the first energy storage device is 2 to 10 times larger than the capacity of the second energy storage device.
  • the capacity of the first energy storage device is 3 to 6 times larger than the capacity of the second energy storage device.
  • the submarine does not have an energy generating device that is independent of outside air. This makes a simpler and more compact design possible. Even small submarines can achieve increased performance comparatively easily.
  • the invention relates to a method for operating a submarine with a first energy storage device and a second energy storage device in high-load operation.
  • high-load operation is to be understood as meaning that the systems of the submarine consume more than 50% of the maximum possible power of the first energy storage device via the on-board network. This can happen, for example, because high power is required for the traction motor during a transit journey at high speed. For example, the traction motor requires its maximum supply power.
  • the first energy storage device feeds a first current and at the same time the second energy storage device feeds a second current into the vehicle electrical system.
  • the first energy storage device has lead secondary elements
  • the second energy storage device has lithium secondary elements or a nickel secondary element.
  • the output voltage from the second energy storage device is regulated via the DC-DC converter to the discharge-related voltage level of the first energy storage device. Since the first energy storage device is a lead battery connected directly to the vehicle electrical system, the voltage of the vehicle electrical system is determined by the voltage of the lead battery depending on its state of charge. Through the DC-DC converter, the output voltage of the second energy storage device, the lithium battery, can be adapted to this voltage, so that energy can be supplied from both the first energy storage device and the second energy storage device can be made available at the same time. The effect is that the discharge current of the lead battery is reduced. This increases the total energy that can be removed from the first energy storage device and thus the range of the submarine.
  • the lithium battery therefore always supports the lead battery when particularly high current flows actually place a particularly high load on the lead battery and would therefore reduce the usable energy more than corresponds to the power consumption used. In total, more electrical energy can therefore be used from the preferably significantly larger first energy storage device, which ultimately increases the range.
  • the second current is regulated in relation to the first current such that the ratio corresponds to the ratio between the residual charge of the second energy storage device to the residual charge of the first energy storage device. Or to put it another way, with constant discharges, the energy of both energy storage devices would reach zero at the same time. This maximizes the effect of reducing the first current and thus maximizing the energy that can be used from the first energy storage device.
  • the remaining charge of the first energy storage device is estimated from the first current that has already flowed since the last complete charge.
  • the temperature of the first energy storage device is also taken into account for this purpose. This is the most precise way of determining the remaining capacity for lead batteries.
  • the second current is regulated in relation to the first current in such a way that the second current is regulated to zero when the first current falls below a first limit current.
  • the limit current is set to 50% of the maximum first current (at the maximum power of the first energy storage device).
  • the limit current can be set, for example, to 30% of the maximum first current (at the maximum power of the first energy storage device).
  • a map is used to regulate the second current in relation to the first current, the map being an area in space consisting of the power of the first energy storage device, the power of the second energy storage device and the remaining charge of the first energy storage device.
  • the map is updated over the course of the submarine's service life in order to be able to adapt the map to the characteristics changed through use, in particular decreasing maximum capacity or similar degradation effects, of the first energy storage device and the second energy storage device.
  • the second current is adjusted in a non-linear manner based on the strength of the first current.
  • the second current is regulated in relation to the first current such that the ratio corresponds to the ratio between the residual charge of the second energy storage device to the residual charge of the first energy storage device when the first current is at least 80% of the maximum first current. If the first current is between 80 and 50% of the maximum first current, then, for example, the second current is regulated in relation to the first current such that the ratio corresponds to the ratio between the remaining charge of the second energy storage device to the remaining charge of the first energy storage device, but divided by 2 If the first current is below 50% of the maximum first current, the second current is set to zero, for example.
  • the electrical energy is retrieved from the second energy storage device, especially when it has the greater effect on increasing the effectively usable capacity of the first energy storage device.
  • the invention relates to a method for operating a submarine with a first energy storage device and a second energy storage device in low-load operation.
  • Low load operation is in the sense of Invention is to be understood as meaning that the systems of the submarine consume less than 50% of the maximum possible power of the first energy storage device via the on-board electrical system.
  • the first energy storage device has lead secondary elements
  • the second energy storage device has lithium secondary elements or a nickel secondary element.
  • the second energy storage device completely takes over the feeding into the vehicle electrical system, while the first current is zero. This can be done, for example and preferably, by selecting the voltage through the second energy storage device to be higher than the battery voltage of the first energy storage device, whereby only the second energy storage device feeds in.
  • the first energy storage device only takes over feeding into the vehicle electrical system after the second energy storage device has been discharged. This saves the capacity of the lead battery, which is more difficult to charge, and initially uses the energy from the lithium battery, which is particularly easy to recharge. This means that quick, short charging and discharging cycles can be absorbed via the lithium battery and in this way the lead battery can be protected.
  • the second energy storage device is only discharged to such an extent that a minimum amount of energy is retained in the second energy storage device.
  • the minimum amount of energy can be chosen, for example, between 5% and 25% of the maximum capacity of the second energy storage device or can be chosen so that the submarine can carry out at least one surfacing process with the minimum amount of energy.
  • This embodiment is particularly advantageous in that there is always sufficient energy in the second energy storage device to ensure the survival of the submarine, even if the first energy device fails unexpectedly.
  • the generator recharges the second energy storage device during surfacing.
  • the second energy storage unit then takes over feeding the vehicle's electrical system again after diving. This makes it possible to generate and store even comparatively small amounts of energy while surfacing, which is only possible with a lead accumulator due to the high demands on charging and discharging cycles to maintain optimal capacity is not possible.
  • the second energy storage device undergoes a plurality of charge-discharge cycles. These do not have to be complete. Rather, since the second energy storage device is a lithium battery, these can also only be partial charging cycles. After each charging cycle of the second energy storage device, the second energy storage device first completely takes over the feeding into the vehicle electrical system. Accordingly, the first current is then zero. The second energy storage device is therefore always discharged again and the remaining capacity of the first energy storage device is thus kept at a maximum.
  • the invention relates to a charging method for operating a submarine with a first energy storage device and a second energy storage device in parallel charging operation.
  • a parallel charging operation is understood to mean simultaneous charging, whereby charging can also be continued for one of the two energy storage devices if the other is already fully charged or charging for one of the two energy storage devices can be started before the start of charging of the other energy storage devices.
  • the first energy storage device has lead secondary elements
  • the second energy storage device has lithium secondary elements or a nickel secondary element.
  • the charging method has a first charging stage and a second charging stage for the first energy storage device. In the first charging stage, the first energy storage device is charged with a constant charging current or a constant charging power.
  • constant is not to be understood in the strictly physical sense.
  • the limit voltage is usually in the range of the target voltage and results from the chemical properties of the first energy storage device and depends on the temperature.
  • the second charging stage following the first charging stage is carried out at a constant voltage. As a result, the charging current decreases continuously as the charge of the lead battery increases. This is common for lead batteries.
  • the second energy storage device is charged in parallel to the first energy storage device.
  • the charging current to the first energy storage device can be measured and the second energy storage device can be regulated so that the first charging current to the first energy storage device and the second charging current to the second energy storage device correspond to the performance of the generator.
  • the generator is not operated at an unfavorable operating point in the second charging stage, which can otherwise be the case with very low currents. This means that the generator's fuel supply is used more efficiently. Consequently, the overall range of the submarine can be increased.
  • the charging of the second energy storage device is continued in the second charging stage of the first energy storage device after the first energy storage device has been fully charged if the second energy storage device is not yet fully charged at this point in time.
  • the first energy storage device is disconnected from the vehicle electrical system when the charging current for charging the second energy storage device is as large as the output charging current of the generator.
  • the charging of the first energy storage device is continued in the second charging stage after the second energy storage device has been fully charged.
  • the second energy storage device is disconnected from the vehicle electrical system when the charging current for charging the second energy storage device is zero or less than 1% of the output charging current of the generator.
  • the charging of the first energy storage device is continued in the second charging stage by keeping the voltage of the DC-DC converter just below the limit voltage.
  • the DC-DC converter makes it possible to specifically adjust the voltage level of the lithium battery. For example, if the limit voltage is 2.4 V per cell with 375 cells connected in series, for example 900 V, the voltage of the DC-DC converter for the second energy storage device can be set just below, for example to 882 V. If a discharged first energy storage device is now charged, it imposes a voltage on the vehicle electrical system that is well below 882 V. The result is that practically the entire electrical power of the generator is used to constantly charge the lead battery (ignoring fluctuations in the on-board network due to other consumers).
  • the second energy storage device is charged at the same time, with the proportion of the first current for charging the first energy storage device initially being higher than the second current for charging the second energy storage device. But over time the relationship shifts.
  • the battery management system also as protection against overcharging. This means that only the first energy storage device is charged, whereby the voltage continues to rise and reaches the limit voltage of 900 V, which then results in power regulation of the generator in order to keep the voltage constant.
  • the advantage of this embodiment is that it can be easily integrated into an existing system and the control is carried out very easily and simply by the battery management system required for a lithium battery.
  • the disadvantage is that There is a brief voltage jump (in the above example from 882 V to 900 V) after charging the second energy storage device.
  • the charging of the first energy storage device is continued in the second charging stage in that the battery management system gives the control unit a signal as soon as the second energy storage device is fully charged, the control unit only regulating the voltage of the generator after receiving the signal.
  • This active feedback prevents a voltage jump as in the aforementioned case.
  • the system as a whole is becoming more complex.
  • the invention relates to a method for operating a submarine with a first energy storage device and a second energy storage device: the first energy storage device has lead secondary elements, the second energy storage device has lithium secondary elements or a nickel secondary element.
  • the first energy storage device feeds a first current and at the same time the second energy storage device feeds a second current into the vehicle electrical system.
  • the voltage of the second current delivered by the second energy storage device is regulated via the DC-DC converter depending on the output power of the first energy storage device.
  • the non-linear relationship can be step-shaped and, for example, set to zero for low output powers of the first energy storage device, with a scaling factor of 1 for medium output powers of the first energy storage device and with a scaling factor of 2 for high output powers of the first energy storage device.
  • the non-linear relationship can be a polynomial, in particular of second order, or exponential.
  • the invention relates to a charging method for operating a submarine with a first energy storage device and a second energy storage device in parallel charging operation.
  • the first energy storage device has lead secondary elements
  • the second energy storage device has lithium secondary elements or a nickel secondary element.
  • the charging method for the first energy storage device has a first charging stage and a second charging stage.
  • the first energy storage device is charged with a constant charging current. Due to the increasing state of charge, the voltage increases as the state of charge increases until a limit voltage is reached at which the first charging stage is completed.
  • the second charging stage is carried out at a constant voltage. This procedure is common for lead batteries.
  • the first charging stage the second energy storage device is also charged in parallel. As a result, part of the charging current generated by the generator is subtracted into the second charging device, so that the charging current that flows into the first energy storage device is reduced.
  • the lower the charging current the greater the absolute achievable capacity of the lead battery in the first charging stage. This method can therefore increase the total available capacity and thus minimize the charging time. The result is that the service life and/or range under water are increased.
  • the second current for charging the second energy storage device is selected in relation to the first current for charging the first energy storage device such that the ratio of the remaining remaining charging capacity of the second energy storage device is in relation to the remaining remaining charging capacity of the first energy storage device. This allows the effect to be maximized because the constant current is constantly reduced over the entire charging time of the first charging stage.
  • the charging method for the first energy storage device additionally has a third charging stage.
  • the third charging stage is carried out at a constant first current.
  • the electrical energy for the third charging stage is provided by the second energy storage device. This one Currents flowing are extremely low, so using the generator would be extremely uneconomical. Rather, for example, the second energy storage device can then be fully charged again by briefly operating the generator.
  • Fig. 1 first embodiment of the submarine
  • the vehicle electrical system 30 can be supplied with energy via a generator 40. This is done, for example, when traveling over water with the help of a diesel drive.
  • the submarine has a first energy storage device 10 and a second energy storage device 20.
  • the first energy storage device 10 consists of, for example, 375 lead secondary elements connected in series and thus delivers a voltage of, for example, 900 V in the fully charged state.
  • the first energy storage device 10 can, for example, be charged via the generator 40 when traveling over water and, when traveling underwater, release energy via the on-board electrical system 30 to a consumer 50, for example the traction motor.
  • the second energy storage device 20 shown as an example has four strands 22. Each strand is connected to the vehicle electrical system 30 via a DC-DC converter 24. This makes targeted control possible. Furthermore, a Galvanic isolation in the DC-DC converter 24 reduces the risk of a short circuit in the vehicle electrical system 30 or a consumer 50, since the maximum current flowing can be limited.
  • Each strand 22 has a strand battery management system 26, which monitors, for example, the state of charge, but also monitors the health status of the lithium secondary elements, for example using sensors.
  • the four strand battery management systems 26 are hierarchically regulated by a higher-level battery management system 28, which, for example, takes over the load distribution among the different strands 22 and, for example, regulates when which strand 22 is connected to or separated from the vehicle electrical system 30 and in what way.
  • Fig. 2 shows a second embodiment, which differs from the first embodiment in that it has an additional control unit 60. Furthermore, the first energy storage device 10 has a battery monitoring system 12. The control unit 60 is connected to the battery monitoring system 12 and the battery management system 28.
  • control unit 60 can be designed to detect the first current flowing from the first energy storage device 10 and the second current flowing from the second energy storage device 20 and can determine the target contribution of the second energy storage device 20 from the load required by the vehicle electrical system 30 using a characteristic map and transmit this to the battery management system 28.
  • the voltage is preferably also recorded in each case and the actual energy flowed is determined.
  • the battery management system 28 can then implement this in particular by regulating the DC-DC converters 24.
  • Temperatures for example, can be used as further controlled variables. Temperatures also have an influence on the available capacity of a battery, so that in addition to the actual charge that has already flowed, the temperature also plays a role. In addition, age or other information about the health status of the batteries can have an influence.
  • the third embodiment shown in Fig. 3 differs from the second embodiment by an additional connection between the battery monitoring system 12 and the generator 40.
  • This control option can be used to charge the first energy storage device 10.
  • the generator 40 is regulated via this connection after reaching the limit voltage, for example 900 V, in order to keep the voltage constant and to adapt the energy generation to the load.
  • the battery management system 28 can set the DC-DC converters 24 to a voltage just below the limit voltage, for example 882 V. When the charge state of the first energy storage device 10 is low, the voltage of the first energy storage device 10 is significantly lower.
  • a first charging current flows into the first energy storage device 10 and no current flows into the second energy storage device 20.
  • a second charging current now also flows into the second energy storage device 20 in parallel to the first charging current. This corresponds to the second charging stage, charging at a constant voltage.
  • the battery management system 28 disconnects the strands 22 from the vehicle electrical system (overcharging protection).
  • the voltage rises to the limit voltage of, for example, 900 V and the generator 40 is now kept at a constant 900 V through the connection to the battery monitoring system 12 and the second charging stage continues alone with the first energy storage device 10.
  • the fourth embodiment shown in FIG. 4 has an additional control switch 70, which is connected to the battery monitoring system 12 and the battery management system 28.
  • the control switch 70 takes on the task of controlling the generator 40 in such a way that the generator is only regulated to a constant voltage when the second energy storage device 20 is fully charged.
  • the second energy storage device 20 can be charged at, for example, 900 V, so that after the second energy storage device 20 is disconnected from the vehicle electrical system 30, there is no increase in voltage, but the long charging stage can continue to be carried out at a constant voltage.
  • the fifth embodiment shown in Fig. 5 differs from the third embodiment in that there is no direct connection between the control unit 60 and the battery monitoring system 12, but rather that the control unit 60 has a connection to the generator 40.
  • the second energy storage device 20 is charged in parallel in the second charging stage, whereby it is charged at the limit voltage. In this case, the mains voltage in the vehicle electrical system 30 is stabilized via the generator 40.
  • Fig. 6 shows a first embodiment of the method. This would be optimal operation of the submarine in low-load operation, for example submerged surveillance in one location.
  • the submarine surfaces at regular intervals, for example to send and receive data.
  • the generator 40 can be used to partially charge the second energy storage device 20 again, as can be seen from the sudden increases in the lower solid line.
  • the energy is initially fed into the vehicle electrical system 30 only from the second energy storage device 20 (solid line decreases, dashed line remains constant). Only when the second energy storage device 20 is empty does the first energy storage device 10 feed energy into the vehicle electrical system 30 (dashed line decreases, solid line remains constant at 0).
  • Fig. 7 alternatively shows a second embodiment in high-load operation, for example during a submerged transit journey.
  • the lowest possible first currents are desirable. Therefore, here (under the above-mentioned assumption of the capacity ratio of 5:1) the second current (solid line) which is taken from the second energy storage device 20 is always 20% of the first current (dashed line) which is taken from the first energy storage device 10 is removed, set. In total, 1/6 of the energy is always taken from the second energy storage device 20 and 5/6 of the energy from the first energy storage device 10, which results in the first energy storage device 10 and the second energy storage device 20 reaching capacity 0 at the same time .
  • the second energy storage device 20 can be charged in the second charging stage.
  • the first charging stage only the first energy storage device 10 is charged (high current, dashed line).
  • the limit voltage is reached and thus the beginning of the In the second charging stage, the second energy storage device 20 is charged, for which the power that can be generated by the generator 40 but is no longer required by the first energy storage device 10 is used, as a result of which the second energy storage device 20 is charged in parallel without any additional expenditure of time.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Secondary Cells (AREA)

Abstract

L'invention concerne un sous-marin comprenant un premier dispositif de stockage d'énergie (10), un deuxième dispositif de stockage d'énergie (20), un réseau de bord (30) et un générateur (40). Le générateur (40), le premier dispositif de stockage d'énergie (10) et le deuxième dispositif de stockage d'énergie sont reliés de manière séparable au réseau de bord (30). Cette invention est caractérisée en ce que (20) le premier dispositif de stockage d'énergie (10) comporte des éléments secondaires en plomb, le deuxième dispositif de stockage d'énergie (20) comprenant des éléments secondaires en lithium ou un élément secondaire en nickel.
PCT/EP2023/064189 2022-06-07 2023-05-26 Sous-marin équipé de deux systèmes de batterie différents et procédé de fonctionnement Ceased WO2023237359A2 (fr)

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DE102022205773.2A DE102022205773A1 (de) 2022-06-07 2022-06-07 Unterseeboot mit zwei unterschiedlichen Batteriesystemen und Verfahren zum Betreiben
DE102022205773.2 2022-06-07

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WO2023237359A2 true WO2023237359A2 (fr) 2023-12-14
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DE102022208979B4 (de) 2022-08-30 2025-07-24 Thyssenkrupp Ag Verfahren zur Steigerung der Reichweite eines getauchten Unterseebootes
DE102022132635A1 (de) 2022-12-08 2024-06-13 Thyssenkrupp Ag Unterseeboot mit einem außerhalb des Druckkörpers angeordnetem Energiespeicher
DE102024105369A1 (de) * 2024-02-27 2025-08-28 Thyssenkrupp Ag Elektrisches Netz für ein unbemanntes Unterwasserfahrzeug
DE102024118306B3 (de) * 2024-06-28 2025-09-25 Thyssenkrupp Ag Verfahren zum Betreiben eines Energiespeichers in einem Unterseeboot ohne aktive Kühlung

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JP2012235610A (ja) 2011-04-28 2012-11-29 Toyota Motor Corp 電池システム
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