Semi-active partial parallel battery architecture for an automotive vehicle systems and methods

Patent metadata

Field	Value
Publication number	US-9969292-B2
Application number	US-201514938664-A
Country	US
Kind code	B2
Filing date	Nov 11, 2015
Priority date	Nov 14, 2014
Publication date	May 15, 2018
Grant date	May 15, 2018

Abstract

An automotive battery system that includes a lead-acid battery electrically coupled to a first bus, in which the lead-acid battery supplies electrical power to a starter via the first bus to cold crank an internal combustion engine of a vehicle; a lithium-ion battery electrically coupled to a second bus, in which the lithium-ion battery captures and stores electrical energy generated by a regenerative braking system when the vehicle brakes and supplies electrical power to the second bus using the electrical energy captured from the regenerative braking system such that a first portion of the second electrical power is supplied to an electrical system; and a DC/DC converter electrically coupled between the first bus and the second bus, in which the DC/DC converter controls supply of a second portion of the second electrical power to charge the lead-acid battery.

First claim

The invention claimed is:

1. An automotive battery system, comprising:
a lead-acid battery electrically coupled to a first bus, wherein the lead-acid battery is configured to supply first electrical power to a starter via the first bus to cold crank an internal combustion engine of a vehicle;
a lithium-ion battery electrically coupled to a second bus, wherein the lithium-ion battery is configured to:
capture and store electrical energy generated by a regenerative braking system when the vehicle brakes; and
supply second electrical power to the second bus using the electrical energy captured from the regenerative braking system; and

a DC/DC converter electrically coupled between the first bus and the second bus, wherein the DC/DC converter is configured to control division of the second electrical power into:
a first portion of the second electrical power supplied to an electrical system via the second bus; and
a second portion of the second electrical power supplied to the first bus-to charge the lead-acid battery.

2. The automotive battery system of claim 1 , wherein:
the vehicle is configured to disable the internal combustion engine when idle and key on; and
the automotive battery system is configured to subsequently supply third electrical power to the starter to warm crank the internal combustion engine, wherein:
the lead-acid battery is configured to supply a first portion of the third electrical power and the lithium-ion battery is configured to supply a second portion of the third electrical power when a state of charge of the lithium-ion battery is greater than a first threshold or a state of charge of the lead-acid battery is less than a second threshold; and
the lead-acid battery is configured to supply the third electrical power by itself when the state of charge of the lead-acid battery is not less than the second threshold.

3. The automotive battery system of claim 1 , wherein, when the vehicle is key off and a state of charge of the lead-acid battery is less than a threshold:
the lithium-ion battery is configured to supply third electrical power to the second bus; and
the DC/DC converter is configured to control division of the third electrical power into:
a first portion of the third electrical power supplied to the electrical system via the second bus to power key off loads; and
a second portion of the third electrical power supplied to the first bus to charge the lead-acid battery.

4. The automotive battery system of claim 1 , comprising a bypass mechanical switch configured to be:
open when the vehicle is key on; and
closed when the vehicle is key off and a state of charge of the lead-acid battery is not less than a threshold to bypass the DC/DC converter, wherein the lead-acid battery is configured to supply third electrical power through the bypass mechanical switch to the electrical system when the bypass mechanical switch is closed.

5. The automotive battery system of claim 1 , wherein:
the starter and the lead-acid battery are configured to operate with twelve volt electrical power;
the electrical system, the regenerative braking system, and the lithium-ion battery are configured to operate with forty-eight volt electrical power; and
the DC/DC converter is configured to:
convert forty-eight volt electrical power from the second bus to twelve volt electrical power output to the first bus to charge the lead-acid battery; and
convert twelve volt electrical power from the first bus to forty-eight volt electrical power output to the second bus when the vehicle is key off.

6. The automotive battery system of claim 1 , wherein the lead-acid battery is configured to supply the first electrical power to the starter when the vehicle transitions from key off to key on.

7. The automotive battery system of claim 1 , wherein the DC/DC converter is configured to:
disconnect the second bus from the first bus during regenerative braking such that the electrical energy generated by the regenerative braking system is not captured by the lead-acid battery; and
disconnect the first bus from the second bus when the internal combustion engine is cold cranked such that the lithium-ion battery does not supply electrical power to the starter.

8. The automotive battery system of claim 1 , wherein the DC/DC converter is configured to control charging of the lead-acid battery by controlling current flow from the second bus to the first bus based at least in part on charge acceptance rate limit of the lead-acid battery, power consumption by the electrical system, or both.

9. The automotive battery system of claim 1 , wherein:
the lead-acid battery is configured to be electrically coupled in parallel with the starter; and
the lithium-ion battery is configured to be electrically coupled in parallel with the regenerative braking system and the electrical system.

10. The automotive battery system of claim 1 , wherein:
the lead-acid battery is configured to operate at lower operating temperatures, is less affected by deep discharging, or both compared to the lithium-ion battery; and
the lithium-ion battery comprises a higher coulombic efficiency, a higher charge acceptance rate limit, or both compared to the lead-acid battery.

11. The automotive battery system of claim 1 , wherein the lithium-ion battery comprises a lithium nickel manganese cobalt oxide battery, a lithium-titanate/lithium nickel manganese cobalt oxide battery, a lithium-titanate/lithium manganese oxide battery, or a lithium iron phosphate battery.

12. A method for operating a battery system, comprising:
cold cranking, using a starter, an internal combustion engine when a vehicle is transitioned from key off to key on, wherein a first battery of the battery system supplies first electrical power to the starter to cold crank the internal combustion engine;
converting, using a regenerative braking system, mechanical energy from motion of the vehicle into electrical energy;
capturing, using a second battery of the battery system, the electrical energy generated by the regenerative braking system;
outputting second electrical power from the second battery using the electrical energy generated by the regenerative braking system; and
controlling dividing, using a DC/DC converter, the second electrical power into:
a first portion of the second electrical power supplied to an electrical system of the vehicle; and
a second portion of the second electrical power used to charge the first battery.

13. The method of claim 12 , comprising:
disabling the internal combustion engine when the vehicle is key on and idling;
warm cranking, using the starter, the internal combustion engine when propulsion is desired, wherein the battery system supplies third electrical power to the starter to warm crank the internal combustion engine, wherein:
the first battery supplies the third electrical power by itself when a state of charge of the first battery is greater than a threshold; and
the first battery supplies a first portion of the third electrical power and the second battery supplies a second portion of the third electrical power when the state of charge of the first battery is not greater than the threshold.

14. The method of claim 12 , comprising outputting third electrical power from the second battery when the vehicle is key off, wherein:
the third electrical power is used to power the electrical system when a state of charge of the first battery is greater than a threshold;
a first portion of the third electrical power is used to power the electrical system; and
a second portion of the third electrical power is used to charge the

Assignees

• Johnson Controls Tech Co

Inventors

• Thieme Bryan L
• Le Daniel B

Classifications

• B60L2210/10

  DC to DC converters · CPC title

• H01M2220/20

  Batteries in motive systems, e.g. vehicle, ship, plane · CPC title

• H01M10/0525

  Rocking-chair batteries, i.e. batteries with lithium insertion or intercalation in both electrodes; Lithium-ion batteries · CPC title

• H01M10/06

  Lead-acid accumulators (semi-lead accumulators H01M10/20) · CPC title

• B60L7/14

  for vehicles propelled by AC motors · CPC title