• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:SE1150825A1
    申请号:SE1150825
    申请日:2011-09-13
    公开日:2012-12-08
    发明作者:Michael Skarped；Per Blommegaard；Therese Kjelldal
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    A problem in connection with this is that it is time-consuming to calculate the resistance in the circuit, and thus the voltage drop, between the power source and the batteries. Measuring the circuit in advance and adjusting the voltage based on the measured value is very time consuming as the resistance in the circuit varies from vehicle to vehicle depending on what the circuit looks like and depending on which units are currently connected.
    There are today known systems, adapted for buses and trucks, which have an adaptive battery charging function which, depending on an estimated battery temperature, chooses how high voltage is requested from the electric power source in connection with charging.
    However, this function is dependent on temperature sensors. However, this known adaptive battery charging function does not take into account the consequences of varying resistances in the circuit or of the separated placement of batteries and the source of electric power in the vehicle.
    The inventors of the present application have thus identified a need for an adaptive battery charging function which takes into account and adapts to varying resistances between different buses in the charging circuit without having to measure the resistance in the circuit in advance and for different situations.
    The following published patents and patent applications describe various solutions in the field of technology.
    US2009051325 describes a control system for charging a battery in a vehicle where voltage out of the power source is corrected based on the desired charging voltage together with an offset voltage which depends on the actual current supplied to the battery.
    The system includes temperature sensors for sensing the temperature in the power source. Since the cables have a fixed length, the system can also be calibrated with regard to the resistance of the cables. JP2307338 describes a system for compensating for voltage drops by calculating the expected voltage drop depending on the cable length and then measuring current and voltage and then correcting the voltage from the generator.
    WO2005060066 describes a charging device for charging a plurality of batteries which are connected in series in a vehicle. The device is connected to a generator with a built-in charge regulator via a first line and to the output of the generator via a second line. The first line is used to feedback the charge controller so that the desired output voltage is obtained from the generator.
    US6404163 describes a method for controlling the charging voltage of a battery in a vehicle. An optimal charging voltage for the battery is calculated and given as input to a generator so that the generator will deliver the correct charging voltage to the battery.
    US518251O describes a system for charging a battery with a generator, where a rectifier controller is used. The regulated voltage compensates for voltage drops that occur in the cable between the rectifier and the battery.
    US2008100269 describes a control system for a generator in a vehicle where the voltage is measured out from the generator and the battery voltage compares these values with a target value to determine if there is something wrong in the circuit.
    US2010127668 describes a method for compensating for voltage drops that occur in the cable between the battery and the charger. The method involves in a first position calculating the voltage drop in the cable and then using the saved value to correct the charging voltage.
    WO9210019 describes a voltage regulator for a generator that charges a battery in a vehicle. The voltage drop between the battery and the generator is compensated for by calculating the voltage drop based on the generator current and the resistance of the cable.
    An object of the present invention is to keep the charging voltage at an optimal level by compensating for the voltage drop which occurs on the way from the electric power source to the batteries.
    A further object is to provide an adaptive battery charging function which is not dependent on additional sensors.
    Another object is to provide an adaptive battery charging function which is independent of the exact resistance in the circuit, which varies depending on the size and use of the loads and connection relative to the charging circuit, which means that calibration of the circuit is not necessary.
    A further object is to keep the battery voltage level at a level which has been calculated to be optimal according to the above-mentioned known adaptive battery charging system which is often used today in buses.
    Summary of the Invention The above objects are achieved by the invention defined by the independent claims.
    Preferred embodiments are defined by the dependent claims.
    The present invention relates to a battery charging system which regulates the battery voltage level based on the current voltage drop.
    An advantage of the invention is that the charge voltage drop does not need to be reduced by reducing the charge circuit resistance using coarser and / or more electrical conductors which is expensive, adds weight and adversely affects the environment.
    Since the present invention uses a battery charging system with feedback, no wiring needs to be changed to obtain the desired battery charging voltage. The feedback compensates for the voltage drops, whereby stronger cables to reduce the voltage drop in the circuit do not need to be routed, or connection of the power consumers elsewhere in the circuit to prevent voltage drops does not have to be made.
    According to one embodiment, the battery charging system comprises an electric power source adapted to supply a charging voltage to at least one battery with one or more resistance-applying units R1-R11 & RL1-RL3 connected to the system. The resistance-applying units are comprised of conductors between the power source, the batteries and the power-consuming units, which have a line resistance R1-R11 and the power-consuming units which have a resistance RL1-RLg. The conductors can be, for example, cabling and / or frame structure. The power consuming units can be, for example, the air conditioning, extra heater, ventilation, 230V AC converter, but it is also included by all other systems on the vehicle that consume power. The system further comprises a regulator adapted to continuously receive a value representing a current desired charging voltage Vd and a value representing a current battery voltage Vbat for the battery system, and based on these values continuously calculating a charging voltage Vcaic supplied from the electric power source required to achieve said desired charge. voltage Vd, wherein the controller is adapted to generate a control signal S including control commands to the electric power source to deliver the calculated charging voltage Vcam.
    According to another aspect of the invention, the present invention relates to a method for controlling the charging of at least one battery in said battery charging system.
    An advantage of the method for controlling the charging of at least one battery in a battery charging system as according to the invention is that it can be implemented as a software in a control unit present in the vehicle.
    According to an embodiment of the invention, the controller is a PID controller. According to a further aspect of the present invention, the invention also relates to a computer program product comprising program steps for carrying out the method.
    BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 shows a battery charging system for a vehicle according to the present invention.
    Figure 2 shows a schematic view of the battery charging system according to an embodiment of the invention, with a number of resistance generating units connected.
    Figure 3 shows schematically how the electric power source in the system is controlled according to an embodiment.
    Figure 4 shows the behavior of the battery charging system according to an embodiment of the invention.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION With reference to the accompanying drawings, the invention will now be described in detail.
    Figure 1 shows a battery charging system 1 according to the present invention.
    The battery charging system 1 comprises, an electric power source 2 adapted to supply a charging voltage to at least one battery 3 with one or more resistance generating units connected to the system 1. The system 1 further comprises a regulator 4 adapted to continuously receive a value representing a current desired charging voltage Vd and a value representing a current battery voltage Vbat for said at least one battery 3, and based on these values continuously calculate a charging voltage Vcalc supplied from the electric power source 2 required to achieve said desired charging voltage Vd, the regulator 4 being adapted to generate a control signal S 2 to deliver the calculated charging voltage Vem.
    Figure 2 shows a schematic view of the battery charging system 1 with a number of resistance-generating units R1-R11, RL1-RL3 connected between the electric power source 2, the at least one battery 3 and the regulator 4, which apply resistance in different ways.
    Resistance-generating units in the form of conductors are referred to herein as R1 - RH. The conductors 7 can be wires and / or the ground plane of the vehicle (also called chassis ground). The resistances of the conductors can of course, depending on the current configuration, be more or less than 11 in number and the respective resistance R of each conductor can vary depending on the resistivity, length and area of the conductor. The resistance-applying units thus consist partly of the conductors' resistance R, and in this case also three connected power-consuming units RL1-RL3, for example air conditioning units. The number of connected power consuming units RL can of course vary depending on the current configuration. The more power the power consuming units consume, the greater currents will pass through the resistance applying units R. which will cause larger voltage drops.
    The controller 4 is in Figure 2 arranged in a control unit 5. According to one embodiment, the value representing the current battery voltage Vbat is calculated. The voltage of the control unit 5 is then used as a value representing the current battery voltage Vbat for the at least one battery 3. An alternative way of obtaining the current battery voltage Vbat is to measure directly on the 3 poles of the at least one battery. However, this requires extra cabling, which results in a more expensive system.
    Figure 3 schematically shows how the electric power source 2 in the system is controlled according to an embodiment. The charging voltage for the electric power source 2 is calculated in the control unit 5 and converted to a value in percent. The value in percent is sent to a motor control unit 6 where a pulse width modulated (PWM) signal is created based on the received value. The signal is sent between the control unit 5 and the engine control unit 6 by means of the vehicle communication network (CAN). The pulse width modulated signal is sent to the electric power source 2 and the electric power source 2 realizes the charging voltage.
    According to one embodiment, the controller 4 is a PID controller, but other types of suitable controllers can also be used. The PID controller is controlled by a number of predetermined and fixed parameters related to the vehicle, ie. the fixed parameters are determined in advance so that the PID controller, using these parameters, can be applied generally to, for example, a bus without the parameters having to be adjusted with regard to connected units in a specific bus. The PID controller 8 comprises three parameters, a proportional part, an integral part, and a derivative part. The PID controller is adapted so that an optimal balance, for a certain type of vehicle, between these three parts of the controller is achieved to achieve the desired behavior of the controller. There are various systematic ways to iteratively fine-tune the parameters to achieve the desired result. The Internal Model Control (IMC) method is a useful way to adjust and identify the parameters of the controller. The PID controller can be implemented in series or be connected in parallel.
    An advantage of parallel connection is that the P, I and D part can be implemented one by one and then summed together. This method makes it easier to test different values for the different parameters without affecting other parameters in the controller than the one currently being looked at.
    The controller can be described by the following formula: _ _. _ .L '-. 'ra f : fy .i- fl r- * f fi xfßfí - j- «. Å -._ »_ \ xx __» _, ___ ”A, _; : kr,: ¿s .__ ¿»: ~ š ~ i V; Where K is the proportional part, K / Ti is the integral part, and Tds / (uTds + 1) is the derivative part, and u is a constant as discussed below.
    The parameters of the PID controller are selected by studying a step response for the system. From the step response, a three-parameter model can be constructed, which describes the system. The parameters of the PID controller can thus be determined systematically by means of a three-parameter model which has the following form: The values of the parameters are read in the step response of the non-feedback system.
    Where according to an example, L = 0.15 s, refers to a delay from a step in the input signal to a reaction in the output signal.
    Kp = 27.95 V, refers to the final value to reach for the step response.
    T = 0.22 s, refers to a time constant for the system is calculated as the time from L to the time when the system has reached 0.63% of its final value.
    The parameters from the step response result in the following three-parameter model: The parameters of the PID controller are calculated from the three-parameter model using the IMC method. In the IMC method, only new information is used in the measured signal as a feedback signal. In the IMC method, the parameters are selected as described below, where TC is the only design parameter and the other three are taken from the three-parameter model. TC is the desired time constant for the feedback system and T is the desired time constant for it is the relative time delay for the system.
    L “t k l d stemet. oa er oppa esy L + TQ: nä-ft m. .- Mu With the calculated values for the PID controller in parallel form, the following controller is obtained: "H fn il 'CI få = L; ~ I =: n 3 x 9" l + When implementing the controller 4, some adjustments must be made, the value u is selected to 0.2, but is an adjustable parameter.To implement the controller 4, a digital implementation of the controller 4 is used.
    Since the resistance in system 1 varies over time, due to varying connected power consumers RL, and also the desired charging voltage varies, it is an advantage to sample relatively often, and the sampling frequency of the battery charging system is therefore in the range 1.4-3.4 Hz and preferably approx. 2 Hz.
    Alternatively, however, other sampling rates may be relevant depending on the configuration of the system.
    The connected resistance-generating units R1-R11, RL1-RL3 consist of resistors in lines R1-R11 and / or connected power consumers RL1-RL3, such as, for example, air conditioning or fans. These resistance-generating devices vary over time.
    Figure 4 shows by means of three diagrams how the battery charging system behaves. At the top is a requested voltage from the electric power source, in the middle a control signal to the electric power source such as the pulse width modulated signal (PWM), and at the bottom the battery voltage. The positive peaks appear in the battery voltage level when a large load is disconnected from the system. When the negative peaks appear in the diagram, the large load has been connected. The system compensates for the voltage drops by requesting a higher voltage from the power source, which results in the battery voltage being raised. An example of this can be seen in the diagrams from the time 150 s up to about 200 s.
    The battery system 3 is preferably adapted for use in a bus, in which the electric power source 2 is arranged in the rear part of the bus and the at least one battery 3 in the front part of the bus.
    The present invention also relates to a method for controlling the charging of at least one battery in a battery charging system for a vehicle, which battery charging system comprises an electric power source 2 adapted to supply a charging voltage to at least one battery 3 with one or more resistance generating units Ri-RH, RL1-RL3 connected to the system. The method comprises the steps of: ll - continuously receiving a value representing a current desired charging voltage Vd in a regulator 4, - continuously receiving a value representing a current battery voltage Vbdt for the at least one battery 3 in said regulator 4, - continuously calculating one from the electric power source 2 supplied charging voltage Vddd required to achieve said desired charging voltage Vd based on current desired charging voltage Vd and current battery voltage Vbdt for the battery system 3, and - generate a control signal S including control commands to the electric power source 2 to deliver the calculated charging Vd.
    According to an embodiment of the method, the controller 4 is a PID controller.
    According to an embodiment of the method, the controller 4 is controlled by a number of predetermined and fixed parameters related to the vehicle.
    According to a further embodiment of the method, the value representing the current battery voltage Vbdt for the at least one battery 3 is calculated.
    According to an embodiment of the method, the sampling frequency of the battery charging system 1 is approx. 2 Hz.
    The present invention also relates to a computer program product comprising program steps for performing the above method.
    The present invention is not limited to the preferred embodiments described above. Various alternatives, modifications and equivalents can be used. The embodiments described above should therefore not be construed as limiting the scope of the invention as defined by the appended claims.
    权利要求:
    Claims (16)
    [1]
    A battery charging system (1) for a vehicle, comprising: an electric power source (2) adapted to supply a charging voltage to at least one battery (3) with one or more resistance applying units (R1-R11, RL1-RL3) connected to the system (1), characterized in that the system (1) further comprises a regulator (4) adapted to continuously receive a value representing a current desired charging voltage (Vd) and a value representing a current battery voltage (Vbat) for the at least one battery (3), and based on these values continuously calculate a charging voltage (Vcaic) supplied from the electric power source (2) required to achieve said desired charging voltage (Vd), the controller (4) being adapted to generate a control signal (S) comprising control commands to the electric power source (2) to supply the calculated charging voltage (VC-ale).
    [2]
    A battery charging system according to claim 1, wherein the controller (4) is a PID controller.
    [3]
    A battery charging system according to any one of claims 1 or 2, wherein the controller (4) is arranged in a control unit (5).
    [4]
    A battery charging system according to any one of claims 1-3, wherein the controller (4) is controlled by a number of predetermined and fixed parameters related to the vehicle.
    [5]
    Battery charging system according to claim 3, wherein the value representing the current battery voltage (Vbat) for the at least one battery (3) is calculated on the basis of the voltage of the control unit (5).
    [6]
    A battery charging system according to any one of claims 1-5, wherein the sampling period for the battery charging system (1) is approx. 2 Hz. 10 15 20 25 30 13
    [7]
    Battery charging system according to one of Claims 1 to 6, in which the connected resistance-applying units (R1-R11, RL1-RL3) consist of resistors in conductors (R-R11) and / or connected current consumers (RU-RB).
    [8]
    A battery charging system according to claim 7, wherein the number of connected power consumers (RU-RB) varies over time.
    [9]
    A battery charging system according to any one of claims 1-8, wherein the source of electric power (2) is arranged in the rear part of the vehicle and the at least one battery (3) in the front part of the vehicle, or vice versa.
    [10]
    A method for controlling the charging of at least one battery in a battery charging system for a vehicle, which battery charging system (1) comprises an electric power source (2) adapted to supply a charging voltage to at least one battery (3) with one or more resistance applying units (R1- R11, RL1-RL3) connected to the system, the method comprising the steps of: - continuously receiving a value representing a current desired charging voltage (Vd) in a regulator (4), - continuously receiving a value representing a current battery voltage (Vbdt) for the at least one battery (3) in said regulator (4), - continuously calculate a charging voltage (Vdddd) supplied from the electric power source (2) required to achieve said desired charging voltage (Vd) based on current desired charging voltage (Vd) and current battery voltage ( Vbdt) for the at least one battery (3), and - generate a control signal (S) including control commands to the electric power source (2) to deliver the calculated charge voltage (Vddd).
    [11]
    The method of claim 10, wherein the controller (4) is a PID controller.
    [12]
    A method according to any one of claims 10 or 11, wherein the controller (4) is arranged in a control unit (5). 10 14
    [13]
    A method according to any one of claims 10 or 12, wherein the controller (4) is controlled by a number of predetermined and fixed parameters related to the vehicle.
    [14]
    A method in battery charging system according to claim 12, wherein the value representing the current battery voltage (Vbai) of the battery system is calculated from the voltage of the control unit (5).
    [15]
    A method in a battery charging system according to any one of claims 10-14, wherein the sampling period for the battery charging system (1) is approx. 2 Hz.
    [16]
    A computer program product comprising program steps for implementing the method according to any one of claims 10-15.
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1100443|2011-06-07|
    SE1100442|2011-06-07|
    SE1150825A|SE535887C2|2011-06-07|2011-09-13|Battery charging system|SE1150825A| SE535887C2|2011-06-07|2011-09-13|Battery charging system|
    EP12796834.5A| EP2719055B1|2011-06-07|2012-05-31|Battery charging system|
    PCT/SE2012/050580| WO2012169953A1|2011-06-07|2012-05-31|Battery charging system|
    BR112013027469-7A| BR112013027469A2|2011-06-07|2012-05-31|battery charge system|
    RU2013157197/07A| RU2568669C2|2011-06-07|2012-05-31|Accumulator charging system|
    CN201280027806.9A| CN103597706B|2011-06-07|2012-05-31|Battery charging system|
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