WO2001037393A1 - Bidirectional solid state dc to dc converter - Google Patents

Bidirectional solid state dc to dc converter Download PDF

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Publication number
WO2001037393A1
WO2001037393A1 PCT/US2000/031102 US0031102W WO0137393A1 WO 2001037393 A1 WO2001037393 A1 WO 2001037393A1 US 0031102 W US0031102 W US 0031102W WO 0137393 A1 WO0137393 A1 WO 0137393A1
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WO
WIPO (PCT)
Prior art keywords
battery
controller
voltage
ungrounded
load
Prior art date
Application number
PCT/US2000/031102
Other languages
French (fr)
Other versions
WO2001037393A8 (en
Inventor
Thomas J. Dougherty
William P. Segall
Chih Chen
Jason E. Muhammad
Original Assignee
Johnson Controls Technology Company
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Johnson Controls Technology Company filed Critical Johnson Controls Technology Company
Priority to AU16020/01A priority Critical patent/AU1602001A/en
Publication of WO2001037393A1 publication Critical patent/WO2001037393A1/en
Publication of WO2001037393A8 publication Critical patent/WO2001037393A8/en

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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
    • H02J7/0024—Parallel/serial switching of connection of batteries to charge or load circuit
    • 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
    • H02J7/0025—Sequential battery discharge in systems with a plurality of batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0063—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with circuits adapted for supplying loads from the battery
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • H02J7/007182—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters in response to battery voltage
    • 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
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1423—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to electrical systems including at least one battery, and more particularly, to a vehicle electrical system that includes a device that converts a first voltage from a plurality of batteries or battery sections into a second voltage for use in the vehicle electrical system.
  • the electrical loads of an automobile - such as lighting systems, radio players, windshield wipers, horns, etc. - receive electrical power from an on-board electrical storage device such as a 12 volt (nominal) battery.
  • the 12 volt battery is charged by an alternator operating at about 14 volts, and the voltage from the alternator and/or 12 volt battery is used as a standard electrical power input for the varied types of electrical loads placed on the automobile, including continuous loads, prolonged loads, and intermittent loads.
  • the 12 volt vehicle battery has been called upon to supply increasingly greater electrical power to more and more electrical loads.
  • the present invention is directed to an electrical system that converts a first DC voltage from an energy source, such as a battery, into a second lower DC voltage so that electrical components that cannot tolerate the first DC voltage can be powered from the lower voltage tapped from the energy source.
  • the electrical system includes: a battery having a first voltage; a controller; a load; and an energy storage device.
  • the battery has a plurality of battery portions, each of which has a voltage less than the first voltage. Each of the battery portions is electrically connected to the controller.
  • the load and the energy storage device (preferably a capacitor) are electrically connected in parallel with the controller.
  • the controller includes a logic circuit such that the controller operates to sequentially connect and disconnect each battery portion to the load and the energy storage device. In this arrangement, the lower voltages from each of the battery portions are applied to the load rather than the higher first voltage of the battery that could burn out the electrical component or components that comprise the load.
  • a vehicle electrical system including: a battery having a first voltage; a controller; a load; and an energy storage device.
  • the battery has a plurality of battery portions, each of which has a voltage less than the first voltage.
  • the battery is connected to vehicle ground (typically, the chassis).
  • Each of the battery portions is electrically connected to the controller.
  • the load comprises at least one vehicle electrical component, and the load and the energy storage device (e.g., capacitor) are electrically connected in parallel to the controller.
  • the load is not connected to vehicle ground.
  • the controller includes a logic circuit such that the controller operates to sequentially connect and disconnect each battery portion to the ungrounded load and the energy storage device whereby the lower voltages from each of the battery portions are applied to the ungrounded load rather the higher first voltage of the battery.
  • the present invention as described and shown below satisfies the need for an electrical system that converts a higher DC voltage, such as a 36 volts nominal from a battery, into a lower DC voltage, such as 12 volts nominal, so that electrical components that cannot tolerate relatively high voltage levels can still be powered by relatively lower DC voltage levels that are tapped from the source of the relatively higher DC voltage levels.
  • a vehicle electrical system eliminates the need for pulse width modulation and can achieve at least 97% efficiency.
  • the vehicle electrical system of the present invention converts a higher DC voltage to a lower DC voltage without induction mechanisms.
  • the vehicle electrical system of the present invention converts a higher DC voltage to a lower DC voltage with low EMI and RF generation.
  • Figure 1 is a view of an electrical system constructed in accordance with the teachings of the present invention.
  • Figure 2 is a hardware view of an embodiment of the converter of Figure 1 ;
  • Figure 3 is voltage diagram showing voltage levels at various operating conditions in Figure 2; and
  • Figure 4 is a hardware view of another embodiment of the converter of Figure 1.
  • FIG. 1 depicts an electrical system 10 according to the present invention.
  • the electrical system 10 includes an alternator 12 outputting 42 volts nominal.
  • the alternator 12 is connected in parallel to a high voltage DC battery 16 (preferably having a nominal voltage of 36 volts and a charging voltage of about 42 volts), and a grounded load 14 that can tolerate voltages of 42 volts and higher.
  • a high voltage DC battery 16 preferably having a nominal voltage of 36 volts and a charging voltage of about 42 volts
  • a grounded load 14 that can tolerate voltages of 42 volts and higher.
  • electrical power will be drawn to the electrical system 10 from the alternator 12, the battery 16, or both the alternator 12 and the battery 16.
  • the alternator 12 exceeds the voltage at the battery 16 (e.g., the car engine is running), electrical power is supplied from the alternator 12.
  • the voltage at the battery 16 exceeds the voltage at the alternator 12 (e.g., the car engine is not running or idling)
  • electrical power is supplied from the battery 16 or both the alternator 12 and the battery 16.
  • the battery 16 is partitioned into a plurality of battery sections 16A,16B,16C that each preferably have a nominal voltage of 12 volts and a charging voltage of about 14 volts.
  • the battery sections 16A,16B,16C are connected in series whereby the first battery section 16A has a first positive electrode 18 and an oppositely disposed first negative electrode 20, the second battery section 16B has a second positive electrode 22 and an oppositely disposed second negative electrode 24, and the third battery section 16C has a third positive electrode 26 and an oppositely disposed third negative electrode 28.
  • the first negative electrode 20 and second positive electrode 22 are connected in series at a first voltage tap 30, as are the second negative electrode 24 and the third positive electrode 26 at a second voltage tap 32.
  • each individual battery section 16A,16B,16C is substantially identical in construction, each comprising an electroactive material disposed with the respective battery section 16A,16B,16C in order to provide electrical power to the electrical system 10 in a known manner. Since any electroactive material may be used and the electroactive material is not a part of the present invention, further details concerning such material will not be described herein.
  • a conventional lead acid battery would be suitable for use with the invention. Batteries different than lead acid will have different cell voltages.
  • a nickel metal hydride battery may need ten cells to replace a six cell lead acid battery. Nevertheless, in a preferred embodiment, any of the following battery types will suffice: lead acid, nickel metal hydride, lithium, or any other battery type or alternative power supply.
  • the first positive electrode 18 from the first battery section 16A is connected to a first switch position 36A within the first switching device 36.
  • the second positive electrode 22 from the second battery section 16B is connected to a second switch position 36B within the first switching device 36
  • the third positive electrode 26 from the third battery section 16C is connected to a third switch position 36C within the first switching device 36.
  • the first switching device 36 also preferably has a fourth switch position 36D as elaborated upon below.
  • the first negative electrode 20 from the first battery section 16A is connected to a first switch position 38A within the second switching device 38.
  • the second negative electrode 24 of the second battery section 16B is connected to a second switch position 38B within the second switching device 38
  • the third negative electrode 28 of the third battery section 16C is connected to a third switch position 38C within the second switching device 38.
  • the second switching device 38 also preferably has a fourth switch position 38D as elaborated upon below.
  • the first and second switching devices 36,38 are each connected to and controlled by a controller 40 by way of an electrical connection therebetween.
  • the controller 40 may be any of a number of well-known controllers by which the first, second, third, or fourth switching positions 36A,36B,36C,36D within the first switching device 36 and first, second, third, or fourth switching positions 38A,38B,38C,38D within the second switching device 38 may be selected.
  • the controller 40 also connects to and controls a third switching device 42 for selection between a first switching position 42A and a second switching position 42B within the third switching device 42.
  • the first and third switching devices 36,42 are electrically connected whereby electrical current flows therebetween.
  • the third switching device 42 is also electrically connected to a fourth switching device 44 and fifth switching device 46, both of which are additionally connected to and controlled by the controller 40. More specifically, the controller 40 selects between a first switching position 44A and a second switching position 44B within the fourth switching device 44, and also between a first switching position 46A and a second switching position 46B within the fifth switching device 46.
  • the controller 40 also connects to and controls a sixth switching device 48 for selection between a first switching position 48A and a second switching position 48B within the sixth switching device 48.
  • This sixth switching device 48 is also electrically connected to the second switching device 38 whereby electrical current flows therebetween.
  • the third switching device 42 is also electrically connected to the positive lead of an energy storage device 50 such as a capacitor.
  • the negative lead of the energy storage device 50 is electrically connected to the second switching device 38.
  • the fourth switching device 44 is connected to an ungrounded (floating) load 52 that is designed to handle lower voltages (12 volts nominal) but cannot tolerate higher voltage levels (36 volts nominal) from the battery 16 without blowing out Specifically, the ungrounded load 52 can tolerate relatively lower voltage levels from the individual battery sections 16A,16B,16C, preferably applied one at a time and sequentially This ungrounded load 52 is electrically connected to the second switching device 38
  • the fifth switching device 46 is also preferably connected to the positive lead of a 12 volt nominal ungrounded battery 54, the negative lead of which is electrically connected to the second switching device 38
  • the third switching device 42 is preferably connected to the positive lead of a 12 volt nominal grounded battery 56, the negative lead of which is electrically connected to ground such as a vehicle chassis In parallel with the 12 volt grounded battery 56 is a 12 volt nominal grounded load 58
  • the controller 40 is also connected to a ground fault sensor
  • the controller 40 is also electrically connected to a first jump-aid post 62 that is electrically connected to the first switching device 36, and also to a second jump- aid post 64 that is electrically connected to the second switching device 38
  • the aforementioned switching devices 36, 38, 42, 44, 46 and 48 may be any switching devices known in the art, such as relays, transistors, electromechanical devices, or the like These switching devices 36, 38, 42, 44, 46 and 48 allow bi-directional electrical current flow
  • the electrical system 10 converts a higher DC voltage, such as 36 volts nominal, to a lower DC voltage, such as 12 volts nominal, so that the lower DC voltage can be used by electrical components that cannot tolerate the higher voltage inputs, such as the ungrounded loads 52
  • Such ungrounded loads 52 may comprise headlights, dashboard lights, cellular power outlets, electric motors, or other components that would quickly burn out under a relatively high voltage such as 36 volts from the battery 16
  • each of the ungrounded loads 52 has a voltage capacity in that above a certain voltage, the ungrounded load 52 will burn out These ungrounded loads 52 remain ungrounded in order to prevent the 36 volts of the high voltage battery 16 from being applied thereto
  • the controller 40 allows the ungrounded loads 52 to receive the lower voltages from a number of different voltage sources such as the individual battery sections 16A,16B,16C whereby only one battery section 16A,16B,16C is active at any given time within the electrical system 10
  • the first battery section 16A measures, with respect to ground, 36 volts at its positive post and 24 volts at its negative post
  • the second battery section 16B measures, with respect to ground, 24 volts at its positive post and 12 volts at its negative post
  • the third battery section 16C measures, with respect to ground, 12 volts at its positive post and 0 volts at its negative post
  • transistors Q1 -Q8 and six drivers D1-D6 form the logic of the controller of Figure 1
  • the positive float 66 refers to the positive output of the controller 40
  • the negative float 68 refers to the negative output of the controller 40
  • the positive float 66 can be 36 volts, 24 volts, or 12 volts
  • the negative float 68 can be 24 volts, 12 volts, or 0 volts with respect to ground
  • the transistors are in a normally closed position before operation of the controller
  • the transistors are in a normally closed position before operation of the controller The
  • Transistor Q5 has its drain connected to the positive float 66, which is at 36 volts, thus preventing the 36 volts from feeding into the positive post of the third battery section 16C, which is at 12 volts.
  • Transistor Q7 has its drain connected to the negative float 68, which is at 24 volts, thus preventing the 24 volts from feeding through the body diode of transistor Q6 into the positive post of the third battery section 16C, which is at 12 volts.
  • Transistor Q8 has its drain connected to the negative float 68, which is at 24 volts, thus preventing the 24 volt from feeding into the negative post of the third battery section 16C, which is at 0 volt.
  • the result of this first operating condition is that, with respect to ground, there is 36 volts on the positive float 66 and 24 volts on the negative float 68, resulting in a voltage differential of 12 volts to the ungrounded load 52.
  • this first operating condition thus creates an electrical current path from the first positive terminal 18 of the first battery section 16A to the first negative terminal 20 of the first battery section 16A in the following fashion: the first positive terminal 20 of the first battery section 16A is connected to first switching position 36A of the first switching device 36, which is connected to the second switching position 42B of the third switching device 42, which is connected to the second switching position 44B of the fourth switching device 44, which is connected to the ungrounded load 52, which is connected to the first switching position 38A of the second switching device 38, which is connected to the first negative terminal 20 of the first battery section 16A.
  • the second switching position 42B of the third switching device 42 can be connected to the second switching position 46B of the fifth switching device 46, which is connected to the ungrounded battery 54, which is connected to the first switching position 38A of the second switching device 38, which is connected to the first negative terminal 20 of the first battery section 16A.
  • This permits charging of the ungrounded battery 54 from the first battery section 16A, or alternatively, charging of the first battery section 16A from the ungrounded battery 54 because the controller logic allows for bidirectional current flow, i.e. current flow to and from the battery 16.
  • the controller 40 continuously monitors the state of charge of the first battery section 16A (using techniques known in the battery field), and will close the fifth switching device 46 into the second switching position 46B in order to charge the first battery section 16A from the ungrounded battery 54.
  • the controller 40 continuously monitors the state of charge of the ungrounded battery 54 and will close the fifth switching device 46 into the second switching position 46B in order to charge the ungrounded battery 54 from the first battery section 16A.
  • the ungrounded battery 54 could also be used to start the vehicle when the battery 16 voltage is low because the controller logic allows for bidirectional current flow, i.e. current flow to and from the battery 16. The second operating condition of the electrical system 10 will now be described.
  • Discharging the second battery section 16B is accomplished by turning on transistors Q2,Q3,Q6, and Q7.
  • transistors Q2 and Q3 conduct the 24 volt side of the second battery section 16B to the positive float 66.
  • Transistors Q6 and Q7 conduct the 12 volt side of the second battery section 16B to the negative float 68.
  • the other transistors Q1 ,Q4,Q5,Q6, and Q7 provide protection against two conditions: first, the voltage on the positive and negative floats 66,68 is prevented from flowing into a different battery section 16A.16C, and second, the second battery section 16B is prevented from feeding the positive and negative floats 66,68 when there is already a voltage on it.
  • Transistor Q5 has its source connected to the positive post of the third battery section 16C, which is at 12 volts, thus preventing the 12 volts from feeding the positive float 66 when it is at 24 volts via transistors Q2 and Q3.
  • Transistor Q8 has its source connected to the negative post of the third battery section 16C, which is at 0 volts, thus preventing the 0 volts from feeding into the negative float 68 when it is at 12 volts via Q6 and Q7.
  • the result of this second operating condition is that, with respect to ground, there is 24 volts on the positive float 66 and 12 volts on the negative float 68, resulting in a voltage differential of 12 volts to the ungrounded load 52.
  • this second operating condition thus creates an electrical current path from the second positive terminal 22 of the second battery section 16B to the second negative terminal 24 of the second battery section 16B in the following fashion: the second positive terminal 22 of the second battery section 16B is connected to second switching position 36B of the first switching device 36, which is connected to the second switching position 42B of the third switching device 42, which is connected to the second switching position 44B of the fourth switching device 44, which is connected to the ungrounded load 52, which is connected to the second switching position 38B of the second switching device 38, which is connected to the second negative terminal 24 of the second battery section 16B.
  • the second switching position 42B of the third switching device 42 can be connected to the second switching position 46B of the fifth switching device 46, which is connected to the ungrounded battery 54, which is connected to the second switching position 38B of the second switching device 38, which is connected to the second negative terminal 24 of the second battery section 16B.
  • This permits charging of the ungrounded battery 54 from the second battery section 16B, or alternatively, charging of the second battery section 16B from the ungrounded battery 54.
  • the controller 40 continuously monitors the state of charge of the second battery section 16B and will close the fifth switching device 46 into the second switching position 46B in order to charge the second battery section 16B from the ungrounded battery 54.
  • the controller 40 continuously monitors the state of charge of the ungrounded battery 54 and will close the fifth switching device 46 into the second switching position 46B in order to charge the ungrounded battery 54 from the second battery section 16B.
  • the third operating condition of the electrical system 10 will now be described. Discharging the third battery section 16C is accomplished by turning on transistors Q5 and Q8. As such, transistor Q5 conducts the 12 volt side of the third battery section 16C to the positive float 66. Transistor Q8 conducts the 0 volt side of the third battery section 16C to the negative float 68.
  • the other transistors Q1 ,Q2,Q3,Q4,Q6, and Q7 provide protection against two conditions: first, the voltage on the positive and negative floats 66,68 is prevented from flowing into a different battery section 16A,16B, and second, the third battery section 16C is prevented from feeding the positive and negative floats 66,68 when there is already a voltage on it.
  • Transistor Q1 has its source connected to the positive post of the first battery section 16A, which is at 36 volts, thus preventing the 36 volts from feeding the positive float 66 when it is at 12 volts via transistor Q5.
  • Transistor Q2 has its source connected to the positive post of the second battery section 16B, which is at 24 volts, thus preventing the 24 volts from feeding through the body diode of transistor Q3 into the positive float 66 when it is at 12 volts via transistor Q5.
  • Transistor Q4 has its source connected to the positive post of the second battery section 16B, which is at 24 volts, thus preventing the 24 volts from feeding the negative float 68 when it is at 0 volts via transistor Q8.
  • Transistor Q6 has its source connected to the positive post of the third battery section 16C, which is at 12 volts, thus preventing the 12 volts from feeding through the body diode of transistor Q7 into the negative float 68 when it is at 0 volts via transistor Q8.
  • the result of this third operating condition is that, with respect to ground, there is 12 volts on the positive float 66 and 0 volt on the negative float 68, resulting in a voltage differential of 12 volts to the ungrounded load 52.
  • this third operating condition thus creates an electrical current path from the third positive terminal 26 of the third battery section 16C to the third negative terminal 28 of the third battery section 16C in the following fashion: the third positive terminal 26 of the third battery section 16C is connected to third switching position 36C of the first switching device 36, which is connected to the second switching position 42B of the third switching device 42, which is connected to the second switching position 44B of the fourth switching device 44, which is connected to the ungrounded load 52, which is connected to the third switching position 38C of the third switching device 38, which is connected to the third negative terminal 28 of the third battery section 16C.
  • the second switching position 42B of the third switching device 42 can be connected to the second switching position 46B of the fifth switching device 46, which is connected to the ungrounded battery 54, which is connected to the second switching position 38B of the second switching device 38, which is connected to the third negative terminal 28 of the third battery section 16C.
  • This permits charging of the ungrounded battery 54 from the third battery section 16C, or alternatively, charging of the third battery section 16C from the ungrounded battery 54.
  • the controller 40 continuously monitors the state of charge of the third battery section 16C and will close the fifth switching device 46 into the second switching position 46B in order to charge the third battery section 16C from the ungrounded battery 54.
  • the controller 40 continuously monitors the state of charge of the ungrounded battery 54 and will close the fifth switching device 46 into the second switching position 46B in order to charge the ungrounded battery 54 from the third battery section 16C.
  • a fourth operating condition an electrical current path is created from the 12 volt grounded battery 56 to the 12 volt ungrounded load 52 in the following fashion: the negative terminal of the grounded battery 56 is connected to the second switching position 48B of the sixth switching device 48, which is connected to the ungrounded load 52, which is connected to the second switching position 44B of the fourth switching device 44, which is connected to the first switching position 42A of the third switching device 42, which is connected to positive terminal of the 12 volt grounded battery 56.
  • the ungrounded load 52 continues to receive electrical power even if the battery 16 should fail. Such a back-up ensures that the ungrounded load 52 is never unpowered.
  • the fourth switching position 36D of the first switching device 36 is selected, as is the fourth switching position 38D of the second switching device 38.
  • an electrical current path is created from the 12 volt ungrounded battery 54 to the 12 volt ungrounded load 52 in the following fashion: the negative terminal of the ungrounded battery 54 is connected to the ungrounded load 52, which is connected to the second switching position 44B of the fourth switching device 44, which is connected to the second switching position 46B of the fifth switching device 46, which is connected to positive terminal of the 12 volt ungrounded battery 54.
  • the ungrounded load 52 continues to receive electrical power even if the battery 16 should fail. Such a back-up ensures that the ungrounded toad 52 is never unpowered.
  • the fourth switching position 36D of the first switching device 36 is selected, as is the fourth switching position 38D of the second switching device 38.
  • the ungrounded load 52 receives electrical power from the energy storage device 50 and/or the ungrounded battery 54.
  • the ungrounded load 52 is never unpowered; it never fully falls off to 0 volts in the transition between operation conditions. More specifically, referring to Figure 3, a graph of voltage versus time as can be measured at the ungrounded loads 52 is shown.
  • the ungrounded loads 52 receive: a voltage pulse from battery section 16A for a first time period t l 7 a voltage pulse from battery section 16B for a third time period t 3 , a voltage pulse from battery section 16C for a fifth time period t 5 , a voltage pulse from battery section 16A for a seventh time period t 7 , and a voltage pulse from battery section 16B for a ninth time period t 9 .
  • the controller 40 continually cycles the voltage supply source from battery section 16A to battery section 16B to battery section 16C. The duration of the voltage pulses from battery sections
  • 16A, 16B, 16C, depicted as t,, t 3> t 5 , etc., in Figure 3 lasts in the range of 1-100 milliseconds.
  • V D a voltage drop (V D ) of about 0.5 volt is typical during the short duration transition between voltage pulses.
  • the cycle of voltage pulses from the battery sections 16A, 16B, 16C and from the capacitor 50 continues as long as the vehicle is on.
  • the time periods t 2 , t 4 , t 6 , etc. during which the capacitor supplies voltage are necessary so that the battery sections
  • 16A, 16B and 16C do not short together, that is, create a 24 volt voltage pulse that could blow out the ungrounded loads 52.
  • the time period of the voltage pulses from the battery sections 16A, 16B, 16C and the time period of the voltage pulses from the capacitor 50 can be varied by the controller 40 using means known in the art, such as a clock circuit with a counter. In this manner, the controller 40 sequentially connects battery section
  • the controller 40 can also cycle between two of the three battery sections 16A, 16B and 16C. If one of the battery sections 16A, 16B or 16C falls below a threshold voltage as sensed by the controller 40, the controller 40 can cycle the other battery sections until the battery section with decreased voltage exceeds the threshold voltage.
  • the first battery section 16A measures, with respect to ground, 36 volts at its positive post and 24 volts at its negative post.
  • the second battery section 16B measures, with respect to ground, 24 volts at its positive post and 12 volts at its negative post
  • the third battery section 16C measures, with respect to ground, 12 volts at its positive post and 0 volts at its negative post.
  • Twelve transistors 90A-90L and six drivers 91 A-91 F form the logic of the controller of Figure 4.
  • the positive float 66 refers to the positive output of the controller 40 and the negative float 68 refers to the negative output of the controller 40.
  • the positive side of battery section 16A includes transistors 90A and 90B and the negative side of battery section 16A includes transistors 90C and 90D; the positive side of battery section 16B includes transistors 90E and 90F and the negative side of battery section 16B includes transistors 90G and 90H; and the positive side of battery section 16C includes transistors 90I and 90J and the negative side of battery section 16C includes transistors 90K and 90L.
  • the transistors 90A to 90L are driven by drivers 91 A, 91 B, 91 C, 91 D, 91 E, and 91 F, which may be selected from MOSFET drivers known to those skilled in the art.
  • the drivers 91 A, 91 B, 91 C, 91 D, 91 E, and 91 F are triggered by control signals from a controller subsystem 40A and enable the cycling of voltage pulses from battery sections 16A, 16B and 16C as shown in Figure 3.
  • a controller subsystem 40A By arranging two transistors on the positive side and the negative side of each battery section 16A, 16B and 16C, each battery section 16A, 16B and 16C can supply current to the ungrounded loads 52, and each battery section 16A, 16B and 16C can receive current from jump aid posts 60A and 60B (shown in Figure 1 ).
  • the first operating condition of the electrical system 10 will now be described. Discharging the first battery section 16A is accomplished by turning on transistors 90A, 90B, 90C and 90D.
  • the other transistors 90E to 90L provide protection against two conditions: first, the voltage on the positive and negative floats 66,68 is prevented from flowing into a different battery section 16B,16C, and second, the first battery section 16A is prevented from feeding the positive and negative floats 66,68 when there is already a voltage on it.
  • this first operating condition thus creates an electrical current path from the first positive terminal 18 of the first battery section 16A to the first negative terminal 20 of the first battery section 16A in the following fashion: the first positive terminal 20 of the first battery section 16A is connected to first switching position 36A of the first switching device 36, which is connected to the second switching position 42B of the third switching device 42, which is connected to the second switching position 44B of the fourth switching device 44, which is connected to the ungrounded load 52, which is connected to the first switching position 38A of the second switching device 38, which is connected to the first negative terminal 20 of the first battery section 16A.
  • Discharging the second battery section 16B is accomplished by turning on transistors 90E, 90F, 90G and 90H.
  • the other transistors 90A to 90D and 90I to 90L provide protection against two conditions: first, the voltage on the positive and negative floats 66,68 is prevented from flowing into a different battery section 16A.16C, and second, the second battery section 16B is prevented from feeding the positive and negative floats 66,68 when there is already a voltage on it.
  • this second operating condition thus creates an electrical current path from the second positive terminal 22 of the second battery section 16B to the second negative terminal 24 of the second battery section 16B in the following fashion: the second positive terminal 22 of the second battery section 16B is connected to second switching position 36B of the first switching device 36, which is connected to the second switching position 42B of the third switching device 42, which is connected to the second switching position 44B of the fourth switching device 44, which is connected to the ungrounded load 52, which is connected to the second switching position 38B of the second switching device 38, which is connected to the second negative terminal 24 of the second battery section 16B.
  • the third operating condition of the electrical system 10 will now be described. Discharging the third battery section 16C is accomplished by turning on transistors 90I, 90J, 90K and 90L.
  • the other transistors 90A to 90H provide protection against two conditions: first, the voltage on the positive and negative floats 66,68 is prevented from flowing into a different battery section 16A.16B, and second, the third battery section 16C is prevented from feeding the positive and negative floats 66,68 when there is already a voltage on it.
  • this third operating condition thus creates an electrical current path from the third positive terminal 26 of the third battery section 16C to the third negative terminal 28 of the third battery section 16C in the following fashion: the third positive terminal 26 of the third battery section 16C is connected to third switching position 36C of the first switching device 36, which is connected to the second switching position 42B of the third switching device 42, which is connected to the second switching position 44B of the fourth switching device 44, which is connected to the ungrounded load 52, which is connected to the third switching position 38C of the third switching device 38, which is connected to the third negative terminal 28 of the third battery section 16C.
  • the ground fault sensor 60 of the vehicle electrical system 10 continuously monitors if the ungrounded load 52 is at ground and if such a condition exists, a ground fault signal is sent to the controller 40 so that the ungrounded loads 52 may be removed from the circuit. This provides additional protection to the ungrounded loads 52. While different methods for removing the ungrounded load 52 from the circuit are possible, in one version of the invention, the controller 40 moves the third switching device 42 into the first switching position 42A and the fifth switching device 46 into the second switching position 46B to disconnect the ungrounded load 52 from the battery sections 16A, 16B, 16C and to connect the ungrounded load 52 to the ungrounded battery 54.
  • fuse 77 Additional protection for the ungrounded load 52 is provided by fuse 77 which will open if the ungrounded load 52 is at ground and the ground fault sensor 60 fails to detect such a condition.
  • the jump aid posts 62 and 64 are provided so that the battery 16 may be by jumped from an external battery source. Jumping of the battery 16 is possible because the controller logic as shown in Figures 2 and 4 allows for bidirectional current flow, i.e. current flow to and from the battery 16.
  • the controller 40 senses a jump is occurring and cycles the switching devices 36 and 38 into positions 36A and 38A, 36B and 38B, and 36C and 38C respectively such that the 12 volt jumping battery can charge the battery sections 16A, 16B and 16C respectively.
  • the present invention may be used to control electrical power from a battery or batteries, particularly in the context of a vehicle electrical system.

Abstract

There is disclosed an electrical system that converts a first DC voltage from an energy source, such as a battery, into a second lower DC voltage so that electrical components that cannot tolerate the first DC voltage can be powered from the lower voltage tapped from the energy source. The electrical system includes: a battery having a first voltage; a controller; a load; and an energy storage device. The battery has a plurality of battery portions, each of which has a voltage less than the first voltage. Each of the battery portions is electrically connected to the controller. The load and the energy storage device (preferably a capacitor) are electrically connected in parallel with the controller. The controller includes a logic circuit such that the controller operates to sequentially connect and disconnect each battery portion to the load and the energy storage device. In this arrangement, the lower voltages from each of the battery portions are applied to the load rather than the higher first voltage of the battery thatcould burn out the electrical components or components that comprise the load. In one version of the invention, the electrical system is incorporated into a vehicle electrical system so that vehicle electrical components that cannot tolerate higher voltages, such as 36 volts from a vehicle battery, can receive lower voltages, such as 12 volts, for operation.

Description

BIDIRECTIONAL SOLID STATE DC TO DC CONVERTER
CROSS-REFERENCES TO RELATED APPLICATIONS This application claims priority from United States Provisional Patent Application No. 60/165,706 filed November 16, 1999 and United States Patent
Application No. filed October 30, 2000. BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to electrical systems including at least one battery, and more particularly, to a vehicle electrical system that includes a device that converts a first voltage from a plurality of batteries or battery sections into a second voltage for use in the vehicle electrical system.
2. Description of the Related Art
Traditionally, the electrical loads of an automobile - such as lighting systems, radio players, windshield wipers, horns, etc. - receive electrical power from an on-board electrical storage device such as a 12 volt (nominal) battery. The 12 volt battery is charged by an alternator operating at about 14 volts, and the voltage from the alternator and/or 12 volt battery is used as a standard electrical power input for the varied types of electrical loads placed on the automobile, including continuous loads, prolonged loads, and intermittent loads. In recent years, the 12 volt vehicle battery has been called upon to supply increasingly greater electrical power to more and more electrical loads.
Moreover, this demand will, no doubt, continue as new power consumers are continually added to vehicles. For example, electrically pre-heated catalytic converters, electrically power-assisted steering, and seat and windshield heaters are now commonplace, as are other power consumers. Hence, there is significant interest in replacing the 12 volt vehicle battery with a battery having a higher voltage, such a 36 volt (nominal) battery having a charging voltage of about 42 volts.
While higher voltage batteries do provide increased electrical power, many traditional electrical components cannot handle increased voltages without overheating, burning out, or both. For instance, traditional headlights and tail lights would rapidly burn out if powered by a 36 volt battery, in other words, these electrical components would essentially become a fuse for such an electrical system.
What is needed, therefore, is an electrical system that converts a higher DC voltage, such as a 36 volts nominal, into a lower DC voltage, such as 12 volts nominal, so that electrical components that cannot tolerate relatively high voltage levels can still be powered by relatively lower DC voltage levels that are tapped from the source of the relatively higher DC voltage levels. Although equally suitable for use in other contexts, such an electrical system finds particular utility in, and will be described with primary reference to, a vehicle electrical system.
SUMMARY OF THE INVENTION Accordingly, the present invention is directed to an electrical system that converts a first DC voltage from an energy source, such as a battery, into a second lower DC voltage so that electrical components that cannot tolerate the first DC voltage can be powered from the lower voltage tapped from the energy source. The electrical system includes: a battery having a first voltage; a controller; a load; and an energy storage device. The battery has a plurality of battery portions, each of which has a voltage less than the first voltage. Each of the battery portions is electrically connected to the controller. The load and the energy storage device (preferably a capacitor) are electrically connected in parallel with the controller. The controller includes a logic circuit such that the controller operates to sequentially connect and disconnect each battery portion to the load and the energy storage device. In this arrangement, the lower voltages from each of the battery portions are applied to the load rather than the higher first voltage of the battery that could burn out the electrical component or components that comprise the load.
In one version of the invention, there is provided a vehicle electrical system including: a battery having a first voltage; a controller; a load; and an energy storage device. The battery has a plurality of battery portions, each of which has a voltage less than the first voltage. The battery is connected to vehicle ground (typically, the chassis). Each of the battery portions is electrically connected to the controller. The load comprises at least one vehicle electrical component, and the load and the energy storage device (e.g., capacitor) are electrically connected in parallel to the controller. The load is not connected to vehicle ground. The controller includes a logic circuit such that the controller operates to sequentially connect and disconnect each battery portion to the ungrounded load and the energy storage device whereby the lower voltages from each of the battery portions are applied to the ungrounded load rather the higher first voltage of the battery.
The present invention as described and shown below satisfies the need for an electrical system that converts a higher DC voltage, such as a 36 volts nominal from a battery, into a lower DC voltage, such as 12 volts nominal, so that electrical components that cannot tolerate relatively high voltage levels can still be powered by relatively lower DC voltage levels that are tapped from the source of the relatively higher DC voltage levels. Such a vehicle electrical system eliminates the need for pulse width modulation and can achieve at least 97% efficiency. Furthermore, the vehicle electrical system of the present invention converts a higher DC voltage to a lower DC voltage without induction mechanisms. In addition, the vehicle electrical system of the present invention converts a higher DC voltage to a lower DC voltage with low EMI and RF generation.
BRIEF DESCRIPTION OF THE DRAWINGS The features, aspects, and advantages of the present invention will become better understood upon consideration of the following detailed description, appended claims and accompanying drawings where:
Figure 1 is a view of an electrical system constructed in accordance with the teachings of the present invention;
Figure 2 is a hardware view of an embodiment of the converter of Figure 1 ; Figure 3 is voltage diagram showing voltage levels at various operating conditions in Figure 2; and Figure 4 is a hardware view of another embodiment of the converter of Figure 1.
It should be understood that the drawings are not necessarily to scale and that the embodiments are sometimes illustrated by phantom lines, diagrammatic representations and fragmentary views. In certain instances, details which are not necessary for an understanding of the present invention or which render other details difficult to perceive may have been omitted. It should be understood, of course, that the invention is not necessarily limited to the particular embodiments illustrated herein. Like reference numerals will be used to refer to like or similar parts from
Figure to Figure in the following description of the drawings.
DETAILED DESCRIPTION OF THE INVENTION Figure 1 depicts an electrical system 10 according to the present invention. Although the electrical system 10 is depicted in the context of a vehicle electrical system, it is equally suitable for use in other electrical systems as well. As such, the electrical system 10 includes an alternator 12 outputting 42 volts nominal. The alternator 12 is connected in parallel to a high voltage DC battery 16 (preferably having a nominal voltage of 36 volts and a charging voltage of about 42 volts), and a grounded load 14 that can tolerate voltages of 42 volts and higher. Depending on the operating condition of the remainder of the electrical system 10, electrical power will be drawn to the electrical system 10 from the alternator 12, the battery 16, or both the alternator 12 and the battery 16. For example, when the voltage at the alternator 12 exceeds the voltage at the battery 16 (e.g., the car engine is running), electrical power is supplied from the alternator 12. On the other hand, when the voltage at the battery 16 exceeds the voltage at the alternator 12 (e.g., the car engine is not running or idling), electrical power is supplied from the battery 16 or both the alternator 12 and the battery 16.
The battery 16 is partitioned into a plurality of battery sections 16A,16B,16C that each preferably have a nominal voltage of 12 volts and a charging voltage of about 14 volts. The battery sections 16A,16B,16C are connected in series whereby the first battery section 16A has a first positive electrode 18 and an oppositely disposed first negative electrode 20, the second battery section 16B has a second positive electrode 22 and an oppositely disposed second negative electrode 24, and the third battery section 16C has a third positive electrode 26 and an oppositely disposed third negative electrode 28. The first negative electrode 20 and second positive electrode 22 are connected in series at a first voltage tap 30, as are the second negative electrode 24 and the third positive electrode 26 at a second voltage tap 32. The electrodes 18 and 28 generally extend outward from a battery case 34 for attachment thereof to first and second switching devices 36,38 as will be elaborated upon below. In an alternative embodiment, the individual battery sections 16A,16B,16C could comprise physically or operably distinct power supplies. Regardless, each individual battery section 16A,16B,16C is substantially identical in construction, each comprising an electroactive material disposed with the respective battery section 16A,16B,16C in order to provide electrical power to the electrical system 10 in a known manner. Since any electroactive material may be used and the electroactive material is not a part of the present invention, further details concerning such material will not be described herein. A conventional lead acid battery would be suitable for use with the invention. Batteries different than lead acid will have different cell voltages. Therefore, a nickel metal hydride battery may need ten cells to replace a six cell lead acid battery. Nevertheless, in a preferred embodiment, any of the following battery types will suffice: lead acid, nickel metal hydride, lithium, or any other battery type or alternative power supply.
The first positive electrode 18 from the first battery section 16A is connected to a first switch position 36A within the first switching device 36. Similarly, the second positive electrode 22 from the second battery section 16B is connected to a second switch position 36B within the first switching device 36, and the third positive electrode 26 from the third battery section 16C is connected to a third switch position 36C within the first switching device 36. The first switching device 36 also preferably has a fourth switch position 36D as elaborated upon below. In similar fashion, the first negative electrode 20 from the first battery section 16A is connected to a first switch position 38A within the second switching device 38. Similarly, the second negative electrode 24 of the second battery section 16B is connected to a second switch position 38B within the second switching device 38, and the third negative electrode 28 of the third battery section 16C is connected to a third switch position 38C within the second switching device 38. The second switching device 38 also preferably has a fourth switch position 38D as elaborated upon below.
The first and second switching devices 36,38 are each connected to and controlled by a controller 40 by way of an electrical connection therebetween. The controller 40 may be any of a number of well-known controllers by which the first, second, third, or fourth switching positions 36A,36B,36C,36D within the first switching device 36 and first, second, third, or fourth switching positions 38A,38B,38C,38D within the second switching device 38 may be selected.
In addition, the controller 40 also connects to and controls a third switching device 42 for selection between a first switching position 42A and a second switching position 42B within the third switching device 42. Moreover, the first and third switching devices 36,42 are electrically connected whereby electrical current flows therebetween. The third switching device 42 is also electrically connected to a fourth switching device 44 and fifth switching device 46, both of which are additionally connected to and controlled by the controller 40. More specifically, the controller 40 selects between a first switching position 44A and a second switching position 44B within the fourth switching device 44, and also between a first switching position 46A and a second switching position 46B within the fifth switching device 46. Lastly, the controller 40 also connects to and controls a sixth switching device 48 for selection between a first switching position 48A and a second switching position 48B within the sixth switching device 48.
This sixth switching device 48 is also electrically connected to the second switching device 38 whereby electrical current flows therebetween.
The third switching device 42 is also electrically connected to the positive lead of an energy storage device 50 such as a capacitor. The negative lead of the energy storage device 50 is electrically connected to the second switching device 38. Also, the fourth switching device 44 is connected to an ungrounded (floating) load 52 that is designed to handle lower voltages (12 volts nominal) but cannot tolerate higher voltage levels (36 volts nominal) from the battery 16 without blowing out Specifically, the ungrounded load 52 can tolerate relatively lower voltage levels from the individual battery sections 16A,16B,16C, preferably applied one at a time and sequentially This ungrounded load 52 is electrically connected to the second switching device 38
In a preferred embodiment, the fifth switching device 46 is also preferably connected to the positive lead of a 12 volt nominal ungrounded battery 54, the negative lead of which is electrically connected to the second switching device 38 Also in a preferred embodiment, the third switching device 42 is preferably connected to the positive lead of a 12 volt nominal grounded battery 56, the negative lead of which is electrically connected to ground such as a vehicle chassis In parallel with the 12 volt grounded battery 56 is a 12 volt nominal grounded load 58 Furthermore, the controller 40 is also connected to a ground fault sensor
60 that electrically connects to the second switching device 38 And finally, the controller 40 is also electrically connected to a first jump-aid post 62 that is electrically connected to the first switching device 36, and also to a second jump- aid post 64 that is electrically connected to the second switching device 38 The aforementioned switching devices 36, 38, 42, 44, 46 and 48 may be any switching devices known in the art, such as relays, transistors, electromechanical devices, or the like These switching devices 36, 38, 42, 44, 46 and 48 allow bi-directional electrical current flow
By this inventive arrangement, the electrical system 10 converts a higher DC voltage, such as 36 volts nominal, to a lower DC voltage, such as 12 volts nominal, so that the lower DC voltage can be used by electrical components that cannot tolerate the higher voltage inputs, such as the ungrounded loads 52 Such ungrounded loads 52 may comprise headlights, dashboard lights, cellular power outlets, electric motors, or other components that would quickly burn out under a relatively high voltage such as 36 volts from the battery 16 As such, each of the ungrounded loads 52 has a voltage capacity in that above a certain voltage, the ungrounded load 52 will burn out These ungrounded loads 52 remain ungrounded in order to prevent the 36 volts of the high voltage battery 16 from being applied thereto In any event, the controller 40 allows the ungrounded loads 52 to receive the lower voltages from a number of different voltage sources such as the individual battery sections 16A,16B,16C whereby only one battery section 16A,16B,16C is active at any given time within the electrical system 10
Three operating conditions of the electrical system 10 will now be described, with particular reference to Figures 1-2 In Figure 2, the first battery section 16A measures, with respect to ground, 36 volts at its positive post and 24 volts at its negative post Similarly, the second battery section 16B measures, with respect to ground, 24 volts at its positive post and 12 volts at its negative post, and the third battery section 16C measures, with respect to ground, 12 volts at its positive post and 0 volts at its negative post Eight transistors Q1 -Q8 and six drivers D1-D6 form the logic of the controller of Figure 1 Also in Figure 2 the positive float 66 refers to the positive output of the controller 40 and the negative float 68 refers to the negative output of the controller 40 Accordingly, the positive float 66 can be 36 volts, 24 volts, or 12 volts, and the negative float 68 can be 24 volts, 12 volts, or 0 volts with respect to ground The transistors are in a normally closed position before operation of the controller The first operating condition of the electrical system 10 will now be described Discharging the first battery section 16A is accomplished by turning on transistors Q1 and Q4 As such, transistor Q1 conducts the 36 volt side of the first battery section 16A to the positive float 66 Transistor Q4 conducts the 24 volt side of the first battery section 16A to the negative float 68 The other transistors Q2,Q3,Q4,Q5,Q6,Q7, and Q8 provide protection against two conditions first, the voltage on the positive and negative floats 66,68 is prevented from flowing into a different battery section 16B,16C and second the first battery section 16A is prevented from feeding the positive and negative floats 66,68 when there is already a voltage on it Transistor Q3 has its drain connected to the positive float 66, which is at 36 volts, thus preventing the 36 volts from feeding through the body diode of transistor Q2 into the positive post of the second battery section 16B, which is at 24 volts. Transistor Q5 has its drain connected to the positive float 66, which is at 36 volts, thus preventing the 36 volts from feeding into the positive post of the third battery section 16C, which is at 12 volts. Transistor Q7 has its drain connected to the negative float 68, which is at 24 volts, thus preventing the 24 volts from feeding through the body diode of transistor Q6 into the positive post of the third battery section 16C, which is at 12 volts. Transistor Q8 has its drain connected to the negative float 68, which is at 24 volts, thus preventing the 24 volt from feeding into the negative post of the third battery section 16C, which is at 0 volt. The result of this first operating condition is that, with respect to ground, there is 36 volts on the positive float 66 and 24 volts on the negative float 68, resulting in a voltage differential of 12 volts to the ungrounded load 52.
Functionally, this first operating condition thus creates an electrical current path from the first positive terminal 18 of the first battery section 16A to the first negative terminal 20 of the first battery section 16A in the following fashion: the first positive terminal 20 of the first battery section 16A is connected to first switching position 36A of the first switching device 36, which is connected to the second switching position 42B of the third switching device 42, which is connected to the second switching position 44B of the fourth switching device 44, which is connected to the ungrounded load 52, which is connected to the first switching position 38A of the second switching device 38, which is connected to the first negative terminal 20 of the first battery section 16A. Optionally, the second switching position 42B of the third switching device 42, can be connected to the second switching position 46B of the fifth switching device 46, which is connected to the ungrounded battery 54, which is connected to the first switching position 38A of the second switching device 38, which is connected to the first negative terminal 20 of the first battery section 16A. This permits charging of the ungrounded battery 54 from the first battery section 16A, or alternatively, charging of the first battery section 16A from the ungrounded battery 54 because the controller logic allows for bidirectional current flow, i.e. current flow to and from the battery 16. The controller 40 continuously monitors the state of charge of the first battery section 16A (using techniques known in the battery field), and will close the fifth switching device 46 into the second switching position 46B in order to charge the first battery section 16A from the ungrounded battery 54. Likewise, the controller 40 continuously monitors the state of charge of the ungrounded battery 54 and will close the fifth switching device 46 into the second switching position 46B in order to charge the ungrounded battery 54 from the first battery section 16A. In addition, the ungrounded battery 54 could also be used to start the vehicle when the battery 16 voltage is low because the controller logic allows for bidirectional current flow, i.e. current flow to and from the battery 16. The second operating condition of the electrical system 10 will now be described. Discharging the second battery section 16B is accomplished by turning on transistors Q2,Q3,Q6, and Q7. As such, transistors Q2 and Q3 conduct the 24 volt side of the second battery section 16B to the positive float 66. Transistors Q6 and Q7 conduct the 12 volt side of the second battery section 16B to the negative float 68. The other transistors Q1 ,Q4,Q5,Q6, and Q7 provide protection against two conditions: first, the voltage on the positive and negative floats 66,68 is prevented from flowing into a different battery section 16A.16C, and second, the second battery section 16B is prevented from feeding the positive and negative floats 66,68 when there is already a voltage on it. Transistor Q5 has its source connected to the positive post of the third battery section 16C, which is at 12 volts, thus preventing the 12 volts from feeding the positive float 66 when it is at 24 volts via transistors Q2 and Q3. Transistor Q8 has its source connected to the negative post of the third battery section 16C, which is at 0 volts, thus preventing the 0 volts from feeding into the negative float 68 when it is at 12 volts via Q6 and Q7. The result of this second operating condition is that, with respect to ground, there is 24 volts on the positive float 66 and 12 volts on the negative float 68, resulting in a voltage differential of 12 volts to the ungrounded load 52.
Functionally, this second operating condition thus creates an electrical current path from the second positive terminal 22 of the second battery section 16B to the second negative terminal 24 of the second battery section 16B in the following fashion: the second positive terminal 22 of the second battery section 16B is connected to second switching position 36B of the first switching device 36, which is connected to the second switching position 42B of the third switching device 42, which is connected to the second switching position 44B of the fourth switching device 44, which is connected to the ungrounded load 52, which is connected to the second switching position 38B of the second switching device 38, which is connected to the second negative terminal 24 of the second battery section 16B. Optionally, the second switching position 42B of the third switching device 42, can be connected to the second switching position 46B of the fifth switching device 46, which is connected to the ungrounded battery 54, which is connected to the second switching position 38B of the second switching device 38, which is connected to the second negative terminal 24 of the second battery section 16B. This permits charging of the ungrounded battery 54 from the second battery section 16B, or alternatively, charging of the second battery section 16B from the ungrounded battery 54. The controller 40 continuously monitors the state of charge of the second battery section 16B and will close the fifth switching device 46 into the second switching position 46B in order to charge the second battery section 16B from the ungrounded battery 54. Likewise, the controller 40 continuously monitors the state of charge of the ungrounded battery 54 and will close the fifth switching device 46 into the second switching position 46B in order to charge the ungrounded battery 54 from the second battery section 16B. The third operating condition of the electrical system 10 will now be described. Discharging the third battery section 16C is accomplished by turning on transistors Q5 and Q8. As such, transistor Q5 conducts the 12 volt side of the third battery section 16C to the positive float 66. Transistor Q8 conducts the 0 volt side of the third battery section 16C to the negative float 68. The other transistors Q1 ,Q2,Q3,Q4,Q6, and Q7 provide protection against two conditions: first, the voltage on the positive and negative floats 66,68 is prevented from flowing into a different battery section 16A,16B, and second, the third battery section 16C is prevented from feeding the positive and negative floats 66,68 when there is already a voltage on it. Transistor Q1 has its source connected to the positive post of the first battery section 16A, which is at 36 volts, thus preventing the 36 volts from feeding the positive float 66 when it is at 12 volts via transistor Q5. Transistor Q2 has its source connected to the positive post of the second battery section 16B, which is at 24 volts, thus preventing the 24 volts from feeding through the body diode of transistor Q3 into the positive float 66 when it is at 12 volts via transistor Q5. Transistor Q4 has its source connected to the positive post of the second battery section 16B, which is at 24 volts, thus preventing the 24 volts from feeding the negative float 68 when it is at 0 volts via transistor Q8. Transistor Q6 has its source connected to the positive post of the third battery section 16C, which is at 12 volts, thus preventing the 12 volts from feeding through the body diode of transistor Q7 into the negative float 68 when it is at 0 volts via transistor Q8. The result of this third operating condition is that, with respect to ground, there is 12 volts on the positive float 66 and 0 volt on the negative float 68, resulting in a voltage differential of 12 volts to the ungrounded load 52.
Functionally, this third operating condition thus creates an electrical current path from the third positive terminal 26 of the third battery section 16C to the third negative terminal 28 of the third battery section 16C in the following fashion: the third positive terminal 26 of the third battery section 16C is connected to third switching position 36C of the first switching device 36, which is connected to the second switching position 42B of the third switching device 42, which is connected to the second switching position 44B of the fourth switching device 44, which is connected to the ungrounded load 52, which is connected to the third switching position 38C of the third switching device 38, which is connected to the third negative terminal 28 of the third battery section 16C. Optionally, the second switching position 42B of the third switching device 42, can be connected to the second switching position 46B of the fifth switching device 46, which is connected to the ungrounded battery 54, which is connected to the second switching position 38B of the second switching device 38, which is connected to the third negative terminal 28 of the third battery section 16C. This permits charging of the ungrounded battery 54 from the third battery section 16C, or alternatively, charging of the third battery section 16C from the ungrounded battery 54. The controller 40 continuously monitors the state of charge of the third battery section 16C and will close the fifth switching device 46 into the second switching position 46B in order to charge the third battery section 16C from the ungrounded battery 54. Likewise, the controller 40 continuously monitors the state of charge of the ungrounded battery 54 and will close the fifth switching device 46 into the second switching position 46B in order to charge the ungrounded battery 54 from the third battery section 16C.
In a fourth operating condition, an electrical current path is created from the 12 volt grounded battery 56 to the 12 volt ungrounded load 52 in the following fashion: the negative terminal of the grounded battery 56 is connected to the second switching position 48B of the sixth switching device 48, which is connected to the ungrounded load 52, which is connected to the second switching position 44B of the fourth switching device 44, which is connected to the first switching position 42A of the third switching device 42, which is connected to positive terminal of the 12 volt grounded battery 56. Thus, the ungrounded load 52 continues to receive electrical power even if the battery 16 should fail. Such a back-up ensures that the ungrounded load 52 is never unpowered. In this operating condition, the fourth switching position 36D of the first switching device 36 is selected, as is the fourth switching position 38D of the second switching device 38.
In a fifth operating condition, an electrical current path is created from the 12 volt ungrounded battery 54 to the 12 volt ungrounded load 52 in the following fashion: the negative terminal of the ungrounded battery 54 is connected to the ungrounded load 52, which is connected to the second switching position 44B of the fourth switching device 44, which is connected to the second switching position 46B of the fifth switching device 46, which is connected to positive terminal of the 12 volt ungrounded battery 54. Thus, the ungrounded load 52 continues to receive electrical power even if the battery 16 should fail. Such a back-up ensures that the ungrounded toad 52 is never unpowered. In this operating condition, the fourth switching position 36D of the first switching device 36 is selected, as is the fourth switching position 38D of the second switching device 38.
In the transition between operating conditions of the electrical system 10, the ungrounded load 52 receives electrical power from the energy storage device 50 and/or the ungrounded battery 54. Thus, the ungrounded load 52 is never unpowered; it never fully falls off to 0 volts in the transition between operation conditions. More specifically, referring to Figure 3, a graph of voltage versus time as can be measured at the ungrounded loads 52 is shown. It can be seen that the ungrounded loads 52 receive: a voltage pulse from battery section 16A for a first time period tl 7 a voltage pulse from battery section 16B for a third time period t3, a voltage pulse from battery section 16C for a fifth time period t5 , a voltage pulse from battery section 16A for a seventh time period t7, and a voltage pulse from battery section 16B for a ninth time period t9. The controller 40 continually cycles the voltage supply source from battery section 16A to battery section 16B to battery section 16C. The duration of the voltage pulses from battery sections
16A, 16B, 16C, depicted as t,, t3> t5 , etc., in Figure 3 lasts in the range of 1-100 milliseconds.
During the transitions between the voltage pulses from battery sections 16A, 16B, 16C, voltage is supplied by energy storage device (e.g., capacitor) 50 discharging. This prevents interruption of electrical current through the ungrounded load 52 which could lead to problems such as flickering in vehicle lights. The transitions between the voltage pulses from battery sections 16A, 16B, 16C, depicted as t2, t4, t6 , etc. in Figure 3, last for a substantially shorter period of time, such as 0.5 milliseconds. Hence, there is short duration transition voltage between voltage pulses relative to the length of each voltage pulse. In the 36 volt battery system described herein, a voltage drop (VD) of about 0.5 volt is typical during the short duration transition between voltage pulses. The cycle of voltage pulses from the battery sections 16A, 16B, 16C and from the capacitor 50 continues as long as the vehicle is on. The time periods t2, t4, t6 , etc. during which the capacitor supplies voltage are necessary so that the battery sections
16A, 16B and 16C do not short together, that is, create a 24 volt voltage pulse that could blow out the ungrounded loads 52.
The time period of the voltage pulses from the battery sections 16A, 16B, 16C and the time period of the voltage pulses from the capacitor 50 can be varied by the controller 40 using means known in the art, such as a clock circuit with a counter. In this manner, the controller 40 sequentially connects battery section
16A to the ungrounded loads 52 for a time period, disconnects battery section 16A from the ungrounded loads 52 for a time period, connects battery section 16B to the ungrounded loads 52 for a time period, disconnects battery section 16B from the ungrounded loads 52 for a time period, connects battery section 16C to the ungrounded loads 52 for a time period, and disconnects battery section 16C from the ungrounded loads 52 for a time period.
In another version of the invention, the controller 40 can also cycle between two of the three battery sections 16A, 16B and 16C. If one of the battery sections 16A, 16B or 16C falls below a threshold voltage as sensed by the controller 40, the controller 40 can cycle the other battery sections until the battery section with decreased voltage exceeds the threshold voltage.
The three operating conditions of the electrical system 10 described with particular reference to Figures 1-2 above can also be implemented using the hardware shown in Figure 4. In Figure 4, the first battery section 16A measures, with respect to ground, 36 volts at its positive post and 24 volts at its negative post. Similarly, the second battery section 16B measures, with respect to ground, 24 volts at its positive post and 12 volts at its negative post, and the third battery section 16C measures, with respect to ground, 12 volts at its positive post and 0 volts at its negative post. Twelve transistors 90A-90L and six drivers 91 A-91 F form the logic of the controller of Figure 4. Also in Figure 4, the positive float 66 refers to the positive output of the controller 40 and the negative float 68 refers to the negative output of the controller 40.
As can be seen from Figure 4, the positive side of battery section 16A includes transistors 90A and 90B and the negative side of battery section 16A includes transistors 90C and 90D; the positive side of battery section 16B includes transistors 90E and 90F and the negative side of battery section 16B includes transistors 90G and 90H; and the positive side of battery section 16C includes transistors 90I and 90J and the negative side of battery section 16C includes transistors 90K and 90L. The transistors 90A to 90L are driven by drivers 91 A, 91 B, 91 C, 91 D, 91 E, and 91 F, which may be selected from MOSFET drivers known to those skilled in the art. The drivers 91 A, 91 B, 91 C, 91 D, 91 E, and 91 F are triggered by control signals from a controller subsystem 40A and enable the cycling of voltage pulses from battery sections 16A, 16B and 16C as shown in Figure 3. By arranging two transistors on the positive side and the negative side of each battery section 16A, 16B and 16C, each battery section 16A, 16B and 16C can supply current to the ungrounded loads 52, and each battery section 16A, 16B and 16C can receive current from jump aid posts 60A and 60B (shown in Figure 1 ).
Referring to Figures 1 and 4, the first operating condition of the electrical system 10 will now be described. Discharging the first battery section 16A is accomplished by turning on transistors 90A, 90B, 90C and 90D. The other transistors 90E to 90L provide protection against two conditions: first, the voltage on the positive and negative floats 66,68 is prevented from flowing into a different battery section 16B,16C, and second, the first battery section 16A is prevented from feeding the positive and negative floats 66,68 when there is already a voltage on it.
Functionally, this first operating condition thus creates an electrical current path from the first positive terminal 18 of the first battery section 16A to the first negative terminal 20 of the first battery section 16A in the following fashion: the first positive terminal 20 of the first battery section 16A is connected to first switching position 36A of the first switching device 36, which is connected to the second switching position 42B of the third switching device 42, which is connected to the second switching position 44B of the fourth switching device 44, which is connected to the ungrounded load 52, which is connected to the first switching position 38A of the second switching device 38, which is connected to the first negative terminal 20 of the first battery section 16A.
Referring to Figures 1 and 4, the second operating condition of the electrical system 10 will now be described. Discharging the second battery section 16B is accomplished by turning on transistors 90E, 90F, 90G and 90H. The other transistors 90A to 90D and 90I to 90L provide protection against two conditions: first, the voltage on the positive and negative floats 66,68 is prevented from flowing into a different battery section 16A.16C, and second, the second battery section 16B is prevented from feeding the positive and negative floats 66,68 when there is already a voltage on it.
Functionally, this second operating condition thus creates an electrical current path from the second positive terminal 22 of the second battery section 16B to the second negative terminal 24 of the second battery section 16B in the following fashion: the second positive terminal 22 of the second battery section 16B is connected to second switching position 36B of the first switching device 36, which is connected to the second switching position 42B of the third switching device 42, which is connected to the second switching position 44B of the fourth switching device 44, which is connected to the ungrounded load 52, which is connected to the second switching position 38B of the second switching device 38, which is connected to the second negative terminal 24 of the second battery section 16B.
Referring to Figures 1 and 4, the third operating condition of the electrical system 10 will now be described. Discharging the third battery section 16C is accomplished by turning on transistors 90I, 90J, 90K and 90L. The other transistors 90A to 90H provide protection against two conditions: first, the voltage on the positive and negative floats 66,68 is prevented from flowing into a different battery section 16A.16B, and second, the third battery section 16C is prevented from feeding the positive and negative floats 66,68 when there is already a voltage on it.
Functionally, this third operating condition thus creates an electrical current path from the third positive terminal 26 of the third battery section 16C to the third negative terminal 28 of the third battery section 16C in the following fashion: the third positive terminal 26 of the third battery section 16C is connected to third switching position 36C of the first switching device 36, which is connected to the second switching position 42B of the third switching device 42, which is connected to the second switching position 44B of the fourth switching device 44, which is connected to the ungrounded load 52, which is connected to the third switching position 38C of the third switching device 38, which is connected to the third negative terminal 28 of the third battery section 16C.
Referring back to Figure 1 , the ground fault sensor 60 of the vehicle electrical system 10 continuously monitors if the ungrounded load 52 is at ground and if such a condition exists, a ground fault signal is sent to the controller 40 so that the ungrounded loads 52 may be removed from the circuit. This provides additional protection to the ungrounded loads 52. While different methods for removing the ungrounded load 52 from the circuit are possible, in one version of the invention, the controller 40 moves the third switching device 42 into the first switching position 42A and the fifth switching device 46 into the second switching position 46B to disconnect the ungrounded load 52 from the battery sections 16A, 16B, 16C and to connect the ungrounded load 52 to the ungrounded battery 54.
Additional protection for the ungrounded load 52 is provided by fuse 77 which will open if the ungrounded load 52 is at ground and the ground fault sensor 60 fails to detect such a condition.
The jump aid posts 62 and 64 are provided so that the battery 16 may be by jumped from an external battery source. Jumping of the battery 16 is possible because the controller logic as shown in Figures 2 and 4 allows for bidirectional current flow, i.e. current flow to and from the battery 16. When jump starting the battery 16, the positive post of a 12 volt jumping battery could be electrically connected to the jump post 62 and the negative post of a 12 volt jumping battery could be electrically connected to the jump post 64. When this occurs, the controller 40 senses a jump is occurring and cycles the switching devices 36 and 38 into positions 36A and 38A, 36B and 38B, and 36C and 38C respectively such that the 12 volt jumping battery can charge the battery sections 16A, 16B and 16C respectively. Although the present invention has been described with reference to certain embodiments, one skilled in the art will appreciate that the present invention can be practiced by other than the described embodiments, which have been presented for purposes of illustration and not of limitation. Therefore, the scope of the appended claims should not be limited to the description of the embodiments contained herein.
Industrial Applicability The present invention may be used to control electrical power from a battery or batteries, particularly in the context of a vehicle electrical system.

Claims

CLAIMSWhat Is Claimed Is:
1. A vehicle electrical system comprising a battery (16) having a first voltage, the battery having a plurality of battery portions (16A, 16B, 16C), each battery portion having a voltage less than the first voltage, the battery being connected to vehicle ground; a controller (40) electrically connected to each battery portion; and an ungrounded load (52) and an energy storage device (50) connected in parallel with the controller, wherein the controller is operable to sequentially connect and disconnect each battery portion to the ungrounded load and the energy storage device to apply a voltage from each battery portion to the ungrounded load and the energy storage device
2. The vehicle electrical system of claim 1 further comprising an ungrounded battery (54) having a second voltage less than the first voltage, the ungrounded battery being electrically connected in parallel with the controller, the ungrounded load and the energy storage device, and a switchable device (46) electrically connected to the controller and in a circuit path from the ungrounded battery to the controller, wherein the controller operates the switchable device to sequentially connect and disconnect each battery portion to the ungrounded battery
3. The vehicle electrical system of claim 2 wherein the controller senses a state of charge for each battery portion, and the controller operates the switchable device to sequentially connect and disconnect each battery portion to the ungrounded battery in response to a sensed state of charge below a predetermined value
4. The vehicle electrical system of claim 2 wherein: the controller senses a state of charge for the ungrounded battery, and the controller operates the switchable device to sequentially connect and disconnect each battery portion to the ungrounded battery in response to a sensed state of charge below a predetermined value.
5. The vehicle electrical system of claim 2 further comprising: a second switchable device (42) electrically connected to the controller and in a circuit path from the controller to the ungrounded load and the energy storage device, wherein the controller operates the switchable device and the second switchable device to disconnect the ungrounded load and the energy storage device from the battery portions and to connect the ungrounded load and the energy storage device to the ungrounded battery.
6. The vehicle electrical system of claim 5 further comprising: a ground fault sensor (60) connected to the controller, the ground fault sensor providing a ground fault signal to the controller when the ungrounded load contacts vehicle ground, wherein the controller operates the switchable device and the second switchable device to disconnect the ungrounded load and the energy storage device from the battery portions and to connect the ungrounded load and the energy storage device to the ungrounded battery in response to receipt of the ground fault signal from the ground fault sensor.
7. The vehicle electrical system of claim 1 further comprising: a second battery (56) electrically connected to vehicle ground and to the controller, the second battery having a voltage less than the first voltage; and a second switchable device (48) electrically connected to the controller and in a circuit path from the second battery to the controller, wherein the controller operates the switchable device and the second switchable device to disconnect the ungrounded load and the energy storage device from the battery portions and to connect the ungrounded load and the energy storage device to the second battery
8 The vehicle electrical system of claim 7 further comprising a grounded load (58) electrically connected in parallel to the second battery and the controller
9 The vehicle electrical system of claim 1 further comprising a positive battery jumping connection (62) and a negative battery jumping connection (64) electrically connected to the controller, wherein the controller senses the application of a voltage across the positive battery jumping connection and the negative battery jumping connections and thereafter sequentially connects and disconnects each battery portion to the positive and the negative battery jumping connections
10 The vehicle electrical system of claim 1 wherein the energy storage device is a capacitor
11 The vehicle electrical system of claim 1 wherein the first voltage exceeds a voltage capacity of the ungrounded load
12 The vehicle electrical system of claim 1 wherein the battery has a number of cells, and the battery further includes means for partitioning the battery into the plurality of battery portions, each battery portion having less than the number of cells of the battery
13 The vehicle electrical system of claim 12 wherein the means for partitioning the battery is at least one voltage tap connected between battery portions
14. The vehicle electrical system of claim 1 wherein: each battery portion comprises a separate battery, and the battery comprises all of the separate batteries connected in series.
15. The vehicle electrical system of claim 1 further comprising: a grounded load (14) and an alternator (12) electrically connected in parallel to the battery.
16. An electrical system comprising: a battery (16) having a first voltage, the battery having a plurality of battery portions (16A, 16B, 16C), each battery portion having a voltage less than the first voltage; a controller (40) electrically connected to each battery portion; and a load (52) and an energy storage device (50) electrically connected in parallel with the controller, wherein the controller is operable to sequentially connect and disconnect each battery portion to the load and the energy storage device to apply a voltage from each battery portion to the load and the energy storage device.
17. The electrical system of claim 16 wherein: the energy storage device is a capacitor.
18. The electrical system of claim 16 further comprising: a second battery (54) having a second voltage less than the first voltage, the second battery being electrically connected in parallel with the controller, the load and the energy storage device; and a switchable device (46) electrically connected to the controller and in a circuit path from the second battery to the controller, wherein the controller operates the switchable device to sequentially connect and disconnect each battery portion to the second battery.
19. The electrical system of claim 18 further comprising: a second switchable device (42) electrically connected to the controller and in a circuit path from the controller to the load and the energy storage device, wherein the controller operates the switchable device and the second switchable device to disconnect the load and the energy storage device from the battery portions and to connect the load and the energy storage device to the second battery. 20 The electrical system of claim 15 wherein the controller senses a state of charge for each battery portion, and the controller operates the switchable device to sequentially connect and disconnect each battery portion to the second battery in response to a sensed state of charge below a predetermined value
21 The electrical system of claim 16 wherein the first voltage exceeds a voltage capacity of the load
22 The electrical system of claim 21 further comprising a second load electrically connected to the battery
23 The electrical system of claim 16 wherein the battery has a number of cells, and the battery further includes means for partitioning the battery into the plurality of battery portions, each battery portion having less than the number of cells of the battery
24 The electrical system of claim 23 wherein the means for partitioning the battery is at least one voltage tap connected between battery portions
25 The electrical system of claim 16 wherein each battery portion comprises a separate battery, and the battery comprises all of the separate batteries connected in series
PCT/US2000/031102 1999-11-16 2000-11-13 Bidirectional solid state dc to dc converter WO2001037393A1 (en)

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US16570699P 1999-11-16 1999-11-16
US60/165,706 1999-11-16
US70337500A 2000-10-30 2000-10-30
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