Passive architectures for batteries having two different chemistries

• US 10,020,485 B2
• Filed: 12/12/2017
• Issued: 07/10/2018
• Est. Priority Date: 07/31/2013
• Status: Active Grant

• Current Assignee: CPS Technology Holdings, LLC
• Original Assignee: Johnson Controls Technology Company (Johnson Controls International plc)
• Inventors: Wyatt, Perry M., Le, Daniel B., Mascarenhas, Ryan S., Sisk, Brian C.
• Primary Examiner(s): Parihar, Suchin
• Application Number:
  US15/839,610
• Publication Number:
  US 20180138486A1
• Time in Patent Office: 210 Days
• Field of Search: 320109
• CPC Class Codes: B60L 58/20 having different nominal voltages
• CPC Class Codes: B60L 7/16 for vehicles comprising converters between the power source and the motor
• CPC Class Codes: B60R 16/033 characterised by the use of electrical cells or batteries for propulsion puposes B60K1/04; supplying batteries to, or removing batteries from, vehicles B60S5/06; testing of charge state G01R31/36
• CPC Class Codes: H01M 10/052 Li-accumulators
• CPC Class Codes: H01M 10/0525 Rocking-chair batteries, i.e. batteries with lithium insertion or intercalation in both electrodes; Lithium-ion batteries
• CPC Class Codes: H01M 10/06 Lead-acid accumulators semi-lead accumulators H01M10/20
• CPC Class Codes: H01M 2220/20 Batteries in motive systems, e.g. vehicle, ship, plane
• CPC Class Codes: H01M 50/505 comprising a single busbar
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries

Abstract

A 12 volt automotive battery system includes a first battery coupled to an electrical system, in which the first battery include a first battery chemistry, and a second battery coupled in parallel with the first battery and selectively coupled to the electrical system via a first switch, in which the second battery includes a second battery chemistry that has a higher coulombic efficiency than the first battery chemistry. The first switch couples the second battery to the electrical system during regenerative braking to enable the second battery to capture a majority of the power generated during regenerative braking. The 12 volt automotive battery system further includes a variable voltage alternator that outputs a first voltage during regenerative braking to charge the second battery and a second voltage otherwise, in which the first voltage is higher than the second voltage.

Claims

1. An automotive vehicle comprising:

a 12 volt battery module, wherein the 12 volt battery module comprises;

a first battery electrically coupled between a positive terminal and a negative terminal of the 12 volt battery module, wherein the first battery comprises a first battery chemistry;

a second battery electrically coupled between the positive terminal and the negative terminal of the 12 volt battery module in parallel with the first battery, wherein the second battery comprises a second battery chemistry that has a higher charge acceptance rate than the first battery chemistry; and

an alternator electrically coupled to the positive terminal and the negative terminal of the 12 volt battery module; and

a control unit communicatively coupled to the alternator, wherein the control unit is programmed to, while the automotive vehicle is accelerating or cruising, micro-cycle the 12 volt battery module by;

instructing the alternator to output electrical power used to charge the 12 volt battery module when a first state of charge of the first battery is depleted to a lower state of charge threshold; and

instructing the alternator to cease outputting electrical power to the 12 volt battery module when the first state of charge of the first battery is charged up to an upper state of charge threshold.

2. The automotive vehicle of claim 1, wherein the control unit is programmed to:

instruct the alternator to output electrical power with a first voltage during micro-cycling of the 12 volt battery module to enable charging a second state of charge of the second battery up to a first value; and

instruct the alternator to output electrical power with a second voltage greater than the first voltage while the automotive vehicle is decelerating to enable charging the second state of charge of the second battery up to a second value greater than the first value.

3. The automotive vehicle of claim 1, wherein the control unit is programmed to instruct the alternator to output electrical power with voltage greater than open circuit voltage of the first battery at the upper state of charge threshold while the automotive vehicle is decelerating to facilitate continuing to charge the second battery even after the first battery is charged up to the upper state of charge threshold.

4. The automotive vehicle of claim 1, wherein the first battery and the second battery are partial voltage matched such that a first voltage range of the first battery and a second voltage range of the second battery partially overlap, wherein:

the first voltage range comprises open circuit voltage of the first battery from 0-100% state of charge;

the second voltage range comprises open circuit voltage of the second battery from 0-100% state of charge; and

a portion of the second voltage range that overlaps with the first voltage range corresponds to between 1-74% of total state of charge range of the second battery.

5. The automotive vehicle of claim 1, wherein the first battery is configured to be micro-cycled between 95% state of charge and 100% state of charge to facilitate steering electrical power output from the alternator while the automotive vehicle is decelerating to the second battery using internal resistance of the first battery.

6. The automotive vehicle of claim 1, wherein:

the 12 volt battery module comprises a relay electrically coupled between the second battery and the positive terminal; and

the control unit is programmed to;

determine when a condition expected to cause an overvoltage is present; and

instruct the relay to switch from a connected position to a disconnected position to block charging and discharging of the second battery while the condition is present.

7. The automotive vehicle of claim 1, wherein:

the first battery comprises a first plurality of battery cells, wherein each of the first plurality of battery cells comprises a lead-acid battery cell; and

the second battery comprises a second plurality of battery cells, where each of the second plurality of battery cells comprises a lithium-titanate anode.

8. The automotive vehicle of claim 1, wherein the control unit is programmed to:

determine open circuit voltage of the first battery; and

determine the first state of charge of the first battery based at least in part on the open circuit voltage of the first battery.

9. A method for operating a battery module implemented in an automotive vehicle, comprising:

determining, using at least one processor, a first state of charge of a first battery electrically coupled in parallel with a second battery in the battery module, wherein the first battery comprises a first plurality of battery cells that each uses a first battery chemistry with a lower coulombic efficiency than a second battery chemistry used by each of a second plurality battery cells in the second battery;

micro-cycling the battery module by instructing, using the at least one processor, an electrical generator in the automotive vehicle to periodically output first electrical power with a first voltage based at least in part on the first state of charge of the first battery while the automotive vehicle is accelerating or cruising; and

capturing regenerative braking energy by instructing, using the at least on processor, the electrical generator in the automotive vehicle to continuously output second electrical power with a second voltage greater than the first voltage while the automotive vehicle is decelerating to facilitate increasing storage capacity of the battery module used to capture the regenerative braking energy.

10. The method of claim 9, wherein micro-cycling the battery module comprises:

instructing the electrical generator to output the first electrical power when the first state of charge of the first battery is depleted to a lower state of charge threshold; and

instructing the electrical generator to cease outputting the first electrical power when the first state of charge of the first battery is charged up to an upper state of charge threshold.

11. The method of claim 9, wherein determining the first state of charge of the first battery comprises:

determining open circuit voltage of the first battery; and

determining the first state of charge of the first battery based at least in part on the open circuit voltage of the first battery.

12. The method of claim 9, wherein:

micro-cycling the battery module comprises instructing the electrical generator to output the first electrical power such that the first voltage is less than or equal to open circuit voltage of the first battery when the first battery is at 100% state of charge; and

capturing regenerative braking energy comprises instructing the electrical generator to output the first electrical power such that the second voltage is greater than the open circuit voltage of the first battery when the first battery is at 100% state of charge.

13. The method of claim 9, wherein:

micro-cycling the battery module comprises instructing the electrical generator to output the first electrical power to enable charging a second state of charge of the second battery up to a first value; and

capturing regenerative braking energy comprises instructing the electrical generator to output the second electrical power to enable charging the second state of charge of the second battery up to a second value greater than the first value.

14. The method of claim 9, comprising:

determining, using the at least one processor, when a condition expected to cause an overvoltage is present; and

instructing, using the at least one processor, a first relay electrically coupled between the first battery and a terminal of the battery module, a second relay electrically coupled between the second battery and the terminal of the battery module, or both to switch from a closed position to an open position to block charging and discharging while the condition is present.

15. The method of claim 14, wherein determining when the condition expected to cause the overvoltage is present comprises determining that the condition is present when the electrical generator outputs voltage greater than a maximum charging voltage of the battery module.

16. An automotive battery module comprising:

a positive terminal and a negative terminal disposed on a housing of the automotive battery module;

a first plurality of battery cells disposed within the housing and electrically coupled to the negative terminal, wherein each of the first plurality of battery cells comprises a first battery chemistry;

a second plurality of battery cells disposed within the housing and electrically coupled to the negative terminal, wherein each of the second plurality of battery cells comprises a second battery chemistry different from the first battery chemistry;

a first relay electrically coupled between the positive terminal and the second plurality of battery cells, wherein the first relay is configured to enable charging the second plurality of battery cells, discharging the second plurality of battery cells, or both when in a closed position; and

a battery control unit disposed within the housing and communicatively coupled to the first relay, wherein the battery control unit is programmed to;

determine when a first overvoltage condition is expected to be produced in an electrical system coupled to the positive terminal and the negative terminal of the automotive battery module; and

instruct the first relay to switch from the closed position to an open position to facilitate improving lifespan of the automotive battery module by blocking the first overvoltage condition from the second plurality of battery cells.

17. The automotive battery module of claim 16, wherein:

the battery control unit is configured to determine state of charge of a battery comprising the first plurality of battery cells; and

the positive terminal and the negative terminal of the automotive battery module are configured to be electrically coupled to an electrical generator to enable the electrical generator to micro-cycle the automotive battery module such that the state of charge of the battery is maintained between a lower state of charge threshold and an upper state of charge threshold.

18. The automotive battery module of claim 16, wherein the positive terminal and the negative terminal of the automotive battery module are configured to be electrically coupled to an electrical generator to enable the automotive battery module to capture regenerative braking energy when the electrical generator outputs electrical power with voltage greater than open circuit voltage of a battery comprising the first plurality of battery cells at 100% state of charge.

19. The automotive battery module of claim 16, comprising a second relay electrically coupled between the positive terminal and the first plurality of battery cells, wherein:

the second relay is configured to enable charging the first plurality of battery cells, discharging the first plurality of battery cells, or both when in the closed position; and

the battery control unit is programmed to;

determine when a second overvoltage condition is expected to be produced in the electrical system coupled to the positive terminal and the negative terminal of the automotive battery module; and

instruct the second relay to switch from the closed position to the open position to facilitate improving lifespan of the automotive battery module by blocking the second overvoltage condition from the first plurality of battery cells.

20. The automotive battery module of claim 19, wherein:

to determine when the second overvoltage condition is expected to be produced, the battery control unit is programmed to;

determine a first maximum charging voltage of a first battery comprising the first plurality of battery cells; and

determine that the second overvoltage condition is expected to be produced when an alternator in the electrical system outputs electrical power greater than the first maximum charging voltage of the first battery; and

to determine when the first overvoltage condition is expected to be produced, the battery control unit is programmed to;

determine a second maximum charging voltage of a second battery comprising the second plurality of battery cells; and

determine that the first overvoltage condition is expected to be produced when the alternator in the electrical system outputs electrical power greater than the second maximum charging voltage of the second battery.

21. The automotive battery module of claim 16, wherein, to determine when the first overvoltage condition is expected to be produced, the battery control unit is programmed to:

determine a maximum charging voltage of the automotive battery module; and

determine that the first overvoltage condition is expected to be produced when an electrical generator in the electrical system outputs electrical power greater than the maximum charging voltage of the automotive battery module.

22. The automotive battery module of claim 16, wherein:

the second battery chemistry is configured to provide a higher coulombic efficiency than the first battery chemistry;

the second battery chemistry is configured to provide a higher charge acceptance rate than the first battery chemistry;

or

both.

23. The automotive battery module of claim 16, wherein a first battery comprising the first plurality of battery cells and a second battery comprising the second plurality of battery cells are partial voltage matched such that a first voltage range of the first battery and a second voltage range of the second battery partially overlap, wherein:

the first voltage range comprises open circuit voltage of the first battery from 0-100% state of charge;

the second voltage range comprises open circuit voltage of the second battery from 0-100% state of charge; and

a portion of the second voltage range that overlaps with the first voltage range corresponds to between 1-74% of total state of charge range of the second battery.

24. The automotive battery module of claim 16, wherein:

each of the first plurality of battery cells comprises a lead-acid battery cell; and

each of the second plurality of battery cells comprises a lithium-titanate anode.