Battery control component for a battery system and electric powertrain of an electric vehicle

Abstract

The present disclosure relates to a battery control component for a battery system. The battery control component includes a plurality of cell-level control units, each cell-level control unit including a cell-level switching unit that is capable of operating as a cell-level inverter. The plurality of cell-level control units are arranged in three control unit strings, and the cell-level control units of each control unit string are electrically connected in series. The first end of each control unit string is electrically connected to a corresponding AC charging terminal. The second ends of the control unit strings are electrically connected in series via a first end switch and a second end switch. In addition, at least one of the control unit strings includes an internal connection terminal. Furthermore, an electric powertrain for an electric vehicle having such a battery control component is proposed.

Description

Technical Field

[0001] This disclosure relates to battery control components for battery systems.

[0002] Furthermore, this disclosure relates to an electric drive system for electric vehicles, including such a battery control assembly. Background Technology

[0003] Battery control components and drive systems are used, for example, in battery electric vehicles (BEVs), hybrid electric vehicles (HEVs), and plug-in hybrid electric vehicles (PHEVs).

[0004] When using such vehicles, users may encounter different charging conditions, such as AC (alternating current) charging or DC (direct current) charging. Different charging voltages may also be found. Therefore, from the user's perspective, it is desirable to have battery control components and drivetrains that are compatible with different charging conditions.

[0005] From the perspective of manufacturers of battery control components, powertrains, or vehicles having such powertrains or battery control components, the goal is to produce powertrains and battery control components that can be used in a variety of vehicles. Additionally, manufacturers aim for low manufacturing costs, which often results in the goal of having as few components as possible within the powertrain of an electric vehicle.

[0006] Therefore, both users and manufacturers aim for widespread availability of battery control components and powertrains. Clearly, the perspectives of vehicle users and manufacturers imply a conflict of goals. Summary of the Invention

[0007] One objective of this disclosure is to at least partially resolve this conflict of objectives.

[0008] This problem is addressed or mitigated at least in part by the subject matter of the independent claims of this disclosure, wherein further examples are incorporated into the dependent claims.

[0009] According to a first aspect, a battery control assembly for a battery system is provided, the battery control assembly including a plurality of cell-level control units, wherein each of the cell-level control units is electrically connected to an associated individual battery cell or to a group of associated battery cells. Furthermore, each of the cell-level control units includes a cell-level switching unit capable of operating as a cell-level inverter. The plurality of cell-level control units are arranged in three control unit strings, wherein the cell-level control units of each control unit string are electrically connected in series. Furthermore, each of the control unit strings includes a first terminal and a second terminal, the second terminal being electrically opposite to the first terminal. The first terminal of each control unit string is electrically connected to a corresponding AC charging terminal. The second terminals of the three control unit strings are electrically connected in series via a first terminal switch and a second terminal switch. Furthermore, at least one of the control unit strings includes an internal connection terminal, the internal connection terminal being arranged such that at least one cell-level control unit forming part of the corresponding control unit string is arranged on each side of the internal connection terminal. The internal connection terminal is capable of connecting to a DC charging or discharging terminal or another internal connection terminal.

[0010] For the interconnection between cell-level control units, each cell-level control unit may include two connection terminals. These connection terminals may be separate from the connection terminals that connect individual battery cells or groups of battery cells to the respective cell-level control unit.

[0011] The cell-level switching unit may include an H-shaped circuit, wherein a switch is located in each of the four legs of the H-shape. The switch may be implemented using a transistor. Connection terminals for connecting the cell-level control units to each other may be arranged in the middle portion of the H-shaped circuit. In such a configuration, each of these connection terminals may be connected via a first switch to the positive terminal of the corresponding battery cell or group of battery cells and via a second switch to the negative terminal of the corresponding battery cell or group of battery cells. Depending on the switching state of the switches, the cell-level control units may be in a state that maintains the polarity of the connected battery cells or groups of battery cells. In different states, the polarity of the battery cells or groups of battery cells may be inverted by the switching unit of the cell-level control unit. Depending on how the switches are operated, DC current or AC current may be provided; that is, the switching unit may operate as an inverter. Furthermore, it is possible for the switching state in which the battery cells or groups of battery cells that can be connected to the cell-level control unit are bypassed. In another alternative state, the connection terminals for connecting individual battery cells or groups of battery cells are electrically disconnected from the cell-level control unit. The switching unit includes a control unit for operating the switches.

[0012] Furthermore, each of the cell-level control units may include a DC-DC converter. Such a DC-DC converter is decoupled from the remaining current of the corresponding cell-level control unit via a transformer. Therefore, it can provide or receive a DC voltage different from the voltage of the battery cell or group of battery cells connected to the cell-level control unit.

[0013] Therefore, by using a cell-level control unit, the corresponding battery cell or group of battery cells can be used to provide DC or AC current. Furthermore, the cell-level control unit makes it possible to charge the corresponding battery cell or group of battery cells using either AC or DC current. Considering all cell-level control units together and all battery cells that can be connected to them, it is clear that a battery system equipped with the battery control assembly of the present invention is flexible in terms of charging and discharging. Moreover, the at least one internal connection terminal provides further options for charging and discharging. In summary, the battery system is versatile due to the battery control assembly.

[0014] The cell-level control unit can be configured as a semiconductor assembly, i.e., an assembly including at least one semiconductor portion. The semiconductor portion can be arranged on a circuit board such that each cell-level control unit includes a main circuit board on which the at least one semiconductor portion and / or auxiliary circuit board are mechanically arranged and electrically contacted.

[0015] In one example, the battery control component is configured as a module or a mounting unit. Therefore, the battery system equipped with it comprises very few parts and is thus simple in structure. The battery control component according to this disclosure can even be used as an integrated part of a battery system.

[0016] Note that the battery control system can be connected to the battery system of an electric vehicle, such as a HEV, PHEV, or BEV. However, the battery control component of this disclosure can also be connected to a backup power unit in a house.

[0017] In one example, each first terminal is electrically connected to a corresponding AC charging terminal via a corresponding AC terminal switch. Therefore, the battery control assembly makes it possible to charge the battery cells connected to it via a flexible number of AC charging terminals, varying between single-phase and three-phase charging. Of course, all AC charging terminals can also be electrically disconnected when AC charging is not desired.

[0018] In one example, at least one of the second terminals is electrically connected to the neutral terminal via a neutral terminal switch. Therefore, the neutral terminal can also be electrically disconnected if desired.

[0019] The neutral terminal and the AC charging terminal together form an interface for AC charging. As mentioned earlier, this interface is suitable for single-phase charging, two-phase charging, and three-phase charging. It can also be completely disconnected.

[0020] In one example, each of the first terminals is electrically connectable to a corresponding first AC motor terminal for connecting the first AC motor to the battery control assembly. The battery control assembly is thus configured to connect the first AC motor to the battery cell associated with the battery control assembly. This is useful if the battery control assembly is used in an electric vehicle. It should be noted that in the current context, the term "first" is used for ease of explanation only. It does not imply a number of AC motors.

[0021] In another example, at least two of the first terminals are electrically connected to the corresponding first AC terminal via a corresponding first AC terminal switch and a corresponding second AC terminal switch. Therefore, the corresponding AC terminal can be electrically disconnected from the remainder of the battery control assembly if desired. If the first AC motor is electrically and mechanically connected to the battery control assembly, it can be switched off via the first and second AC terminal switches.

[0022] In one example, each of the second terminals is electrically connected to a corresponding second AC motor terminal for connecting the second AC motor to the battery control assembly. The battery control assembly is thus configured to connect the second AC motor to the battery cell associated with it. This is useful if the battery control assembly is used in an electric vehicle. Again, it should be noted that in the current context, the term "second" is used for ease of explanation only. It does not imply a number of AC motors.

[0023] In one example, the battery control component can be configured for use in the drivetrain of a 2WD (two-wheel drive) electric vehicle. In such a case, a second AC motor can be connected to a second AC motor terminal.

[0024] In another example, the battery control component can be configured for use in the powertrain of a 4WD (four-wheel drive) electric vehicle. In such a case, both the first AC motor and the second AC motor can be connected to their respective terminals.

[0025] In one example, at least one of the control unit strings includes a DC output interface having a first DC output terminal and a second DC output terminal. The DC output interface can be arranged such that it can provide a DC voltage for a single battery cell or a group of battery cells. The battery cells forming a group can be electrically connected in parallel or in series. Furthermore, due to the switching characteristics described above, depending on the desired conditions, the first DC output terminal can be positive, and the second DC output terminal can be negative, and vice versa. Therefore, the desired polarity can be used to provide the desired DC voltage. This is useful for powering auxiliary drives, such as air conditioning, heating units, or ventilation units in electric vehicles equipped with the battery control components according to this disclosure.

[0026] In one example, more than one DC output interface is provided in one of the control unit strings. These DC output interfaces may have the same voltage. Therefore, the DC output interfaces are provided redundantly within the control unit string, thereby enhancing the operational reliability of such output interfaces.

[0027] In another example, more than one control unit string has a DC output interface. Again, these DC output interfaces can provide the same voltage. Therefore, in this case as well, the DC output interfaces are provided redundantly.

[0028] In one example, at least two of the first terminals are electrically connected via a switch at the third terminal. Therefore, the corresponding terminals can be electrically connected in series, thereby connecting the corresponding control units in series and parallel. Thus, the battery control assembly can be adapted to different AC charging conditions.

[0029] In one example, the first terminal is electrically connected in series via a third terminal switch and a fourth terminal switch. This further enhances the flexibility of the battery control components relative to different AC charging conditions.

[0030] In one example, each control unit string includes an internal connection terminal, and the internal connection terminal is electrically connected in series via a corresponding first internal switch and a corresponding second internal switch. This is useful for selectively using battery control components in 4WD vehicles.

[0031] In one example, at least one of the internal connection terminals or the first terminal is electrically connected to the first DC charging and discharging terminal. This facilitates DC charging of the battery cells electrically connected to the battery control assembly.

[0032] In another example, at least one of the first terminals and / or at least one of the second terminals are connected to a second DC charging and discharging terminal. This configuration also facilitates DC charging.

[0033] According to the second aspect, an electric drive system for electric vehicles is provided, having a battery control component according to this disclosure. Such a drive system can be used very flexibly in a wide range of applications, such as DC charging, AC charging, AC discharging, and DC discharging.

[0034] In one example, the electric drivetrain includes a first AC motor electrically connected to the battery control unit via a first AC motor terminal, and / or a second AC motor connected to the battery control unit via a second AC motor terminal. Therefore, the drivetrain is suitable for both 4WD and 2WD vehicles. It should be noted that the battery control unit does not need to be changed in this case.

[0035] In another example, individual battery cells or groups of battery cells are electrically connected to each of them in a cell-level control unit. The battery cells and battery control components can thus form a battery system or battery pack. Such a battery system essentially forms a single mounting unit and is therefore easy to manipulate and assemble into the corresponding vehicle.

[0036] It should be noted that the above examples can be combined with each other, regardless of the aspect in question. Accordingly, the battery control components can be combined with the features of the electric drive system, and similarly, the electric drive system can be combined with the features described above regarding the battery control components.

[0037] These and other aspects of this disclosure will become apparent from the examples described below and will be illustrated with reference to the examples described below. Attached Figure Description

[0038] Examples of this disclosure will now be described with reference to the accompanying drawings.

[0039] Figure 1 An electric drive system according to a first example is shown, having a battery control assembly according to the first example.

[0040] Figure 2 It is shown in isolated representation Figure 1 The cell-level control unit of the battery control assembly.

[0041] Figure 3 A table is shown illustrating the control logic of the battery control assembly according to the first example.

[0042] Figure 4 An electric drive system according to a second example is shown, having a battery control assembly according to a second example.

[0043] Figure 5 A table is shown illustrating the control logic of the battery control component according to the second example.

[0044] Figure 6An electric drive system according to a third example is shown, having a battery control assembly according to the third example, and

[0045] Figure 7 A table is shown illustrating the control logic of the battery control component according to the third example.

[0046] The accompanying drawings are merely schematic representations and are intended to illustrate this disclosure only. In principle, identical or equivalent elements have the same reference numerals. Detailed Implementation

[0047] Figure 1 An electric drivetrain 10 for a 2WD electric vehicle is shown. In this example, it drives the rear axle of the electric vehicle.

[0048] The electric drive system 10 includes an AC motor 12, which in this example is a permanent magnet synchronous motor (PMSM). Alternatively, an AC motor that is an asynchronous motor (ASM) can be used. Since the AC motor 12 drives the rear axle, it can also be referred to as an electric rear axle drive (ERAD).

[0049] In addition, AC motor 12 is a three-phase AC motor.

[0050] In the remainder of this disclosure, AC motor 12 is designated as a second AC motor.

[0051] The drivetrain 10 also includes a battery 14, which in Figure 1 The image is schematically represented only by a plurality of battery cells 16 forming battery 14. For better visibility, only... Figure 1 Some of the battery cells 16 are equipped with attached diagram markings.

[0052] In addition, the electric drive system includes a battery control assembly 18.

[0053] The battery 14 and the battery control assembly 18 together form the battery system 19.

[0054] AC motor 12 is connected to battery 14 formed by battery cells 16 via battery control assembly 18.

[0055] More specifically, the AC motor 12 is electrically connected to the battery control assembly 18 via corresponding AC motor terminals 12a, 12b, and 12c.

[0056] Regarding battery 14, battery cell 16 is arranged in group 20 of battery cells 16. Figure 1 In the example, each group 20 includes four battery cells 16 connected in series.

[0057] If we assume that each battery cell 16 can provide a voltage of 3.7V, then the group 20, which includes four battery cells 16, will provide a voltage of 14.8V.

[0058] It is important to note that the group 20 with four battery cells is purely illustrative. Depending on the target application, the number of battery cells forming group 20 can be adjusted to achieve the desired voltage resolution and performance of the corresponding battery system. Other exemplary groups include three, two, or even a single battery cell 16.

[0059] The battery control assembly 18 includes multiple cell-level control units 22.

[0060] Each of the cell-level control units 22 is electrically connected to the associated group 20 of battery cells 16. This allows for... Figure 2 The best view is in the middle.

[0061] In addition, each of the cell-level control units 22 includes a cell-level switching unit 24, which is capable of operating as a cell-level inverter.

[0062] For this purpose, the switching unit 24 uses the DC voltage of the associated battery cell group 20 as the input voltage.

[0063] As an output interface, the switching unit 24 has two output terminals 24a and 24b, which also serve as output terminals for the cell-level control unit 22. Therefore, output terminals 24a and 24b are used to connect the cell-level control unit 22 to one or two adjacent cell-level control units 22.

[0064] Within the switching unit 24, the output terminal 24a is connected to the positive terminal of the group 20 of battery cells 16 via a first switch implemented by a transistor. Alternatively, the output terminal 24a is connected to the negative terminal of the group 20 of battery cells 16 via a second switch also implemented by a transistor.

[0065] In the same manner, output terminal 24b is connected to the positive terminal of group 20 of battery cell 16 via a third switch implemented by a transistor. Furthermore, output terminal 24b is connected to the negative terminal of group 20 of battery cell 16 via a fourth switch also implemented by a transistor.

[0066] Therefore, by controlling the switch accordingly, the switching unit 24 can be operated as an inverter.

[0067] Alternatively, DC voltage can be provided at terminals 24a and 24b by connecting terminal 24a to the positive terminal of group 20 of battery cell 16 via a first switch. The second switch is open in this configuration. Terminal 24b is connected to the negative terminal of group 20 of battery cell 16 via a fourth switch. Simultaneously, the third switch is open.

[0068] Obviously, if the second and third switches are closed and the first and fourth switches are open, DC voltages of opposite polarity can also be provided at terminals 24a and 24b.

[0069] Furthermore, the battery cell 16 group 20 can be electrically disconnected from the battery control assembly 22 by turning on all switches.

[0070] A so-called bypass mode can also be achieved by connecting terminals 24a and 24b to the positive terminal of group 20 of battery cell 16 by closing the first and third switches, or by connecting terminals 24a and 24b to the negative terminal of group 20 of battery cell 16 by closing the second and fourth switches.

[0071] The switching unit 24 includes a control unit 26 for controlling the switch in the manner described above.

[0072] In the battery control assembly 18, the plurality of cell-level control units 22 are arranged in three control unit strings 28, 30, and 32.

[0073] Within each of the control unit strings 28, 30, and 32, the cell-level control unit 22 is electrically connected in series via corresponding terminals 24a and 24b (see connection details). Figure 1 and Figure 2 ).

[0074] Each of the control unit strings 28, 30, and 32 includes a corresponding first terminal 28a, 30a, and 32a, and a corresponding second terminal 28b, 30b, and 32b.

[0075] The second terminals 28b, 30b, and 32b are electrically opposite to the corresponding first terminals 28a, 30a, and 32a.

[0076] Furthermore, each of the control unit strings 28, 30, and 32 includes internal connection terminals 28c, 30c, and 32c, which are arranged such that portions of the cell-level control unit 22 forming portions of the respective control unit strings 28, 30, and 32 are arranged on each side of the internal connection terminals 28c, 30c, and 32c.

[0077] In addition, each of the second terminals 28b, 30b, and 32b is electrically connected to a corresponding one of the AC motor terminals 12a, 12b, and 12c, in this example, the AC motor 12 is connected to that AC motor terminal.

[0078] More specifically, the second terminal 28b is electrically connected to AC terminal 12a, the second terminal 30b is electrically connected to AC terminal 12b, and the second terminal 32b is electrically connected to AC terminal 12c.

[0079] The first terminals 28a, 30a, and 32a of each control unit string 28, 30, and 32 are electrically connected to the corresponding AC charging terminals 34a, 34b, and 34c.

[0080] More specifically, the first terminal 28a is electrically connected to the AC charging terminal 34a via the AC terminal switch 36a.

[0081] The first terminal 30a is electrically connected to the AC charging terminal 34b via the AC terminal switch 36b.

[0082] The first terminal 32a is electrically connected to the AC charging terminal 34c via the AC terminal switch 36c.

[0083] Alternatively, the second terminal 28b is electrically connected to the neutral terminal 38 via the neutral terminal switch 40.

[0084] AC charging terminals 34a, 34b, and 34c together with neutral terminal 38 form AC charging interface 42.

[0085] Alternatively, the first terminal 32a is electrically connected to the first DC charging and discharging terminal 44a.

[0086] In this electrical connection, a first DC charging switch 46a is provided, such that the first terminal 32a is electrically connected to the first DC charging and discharging terminal 44a via the first DC charging switch 46a.

[0087] In addition, the second terminal 32b is electrically connected to the second DC charging and discharging terminal 44b.

[0088] As previously described, a switch is provided in this electrical connection. Therefore, a second DC charging switch 46b is provided such that the second terminal 32b is electrically connected to the second DC charging and discharging terminal 44b via the second DC charging switch 46b.

[0089] The first DC charging and discharging terminal 44a and the second DC charging and discharging terminal 44b together form the DC charging and discharging interface 48 of the battery control assembly 18.

[0090] Alternatively, each of the control unit strings 28, 30, and 32 includes several DC output interfaces having a corresponding first DC output terminal and a corresponding second DC output terminal. This is explained in an exemplary manner for control unit string 28. Control unit strings 30 and 32 are configured in the same manner.

[0091] In the first control unit string 28, several cell-level control units include a DC output interface generally designated 50, which has a first DC output terminal 50a and a second DC output terminal 50b. For better visibility, only some of the first DC output terminals 50a and only some of the second DC output terminals 50b are equipped with reference numerals.

[0092] The DC output interface 50 can be configured to provide a voltage corresponding to the voltage of the associated group 20 of battery cells 16, such as 14.8V as described above. However, if the cell-level control unit 22 includes a DC-DC converter, any desired DC voltage can be provided at the DC output interface 50. The DC output interface 50 can be used to power auxiliary drives within an electric vehicle.

[0093] Alternatively, each of the control unit strings 28, 30, and 32 includes an additional DC output interface 52 having a corresponding first DC output terminal 52a and a corresponding second DC output terminal 52b. This is explained in an exemplary manner for control unit string 28. Control unit strings 30 and 32 are configured in the same manner.

[0094] Compared to the DC output interface 50 described above, the additional DC output interface 52 is formed by a group of adjacent cell-level control units 22 connected in series.

[0095] The additional DC output interface 52 is therefore configured to provide a voltage that corresponds to a multiple of the voltage of the associated group 20 of battery cells 16. Alternatively, if at least one of the cell-level control units includes a DC-DC converter, any desired DC voltage may be provided at the DC output interface 52.

[0096] In one example, 27 groups of 20 can be connected in series to provide a DC voltage of approximately 400V. Such a DC output interface can be used to power the air conditioning, ventilation, or heating units of an electric vehicle. In another example, three groups of 20 can be connected in series to provide a DC voltage of approximately 44V. If a DC-DC converter is used, 48V can also be provided. Such a DC output interface can be used to power the headlights and / or taillights of an electric vehicle. Of course, different DC voltage amplitudes can be achieved by connecting an appropriate number of groups of 20 in series.

[0097] exist Figure 1 In the example, the second terminals 28b, 30b, and 32b of the three control unit strings 28, 30, and 32 are electrically connected in series via the first terminal switch 54 and the second terminal switch 56.

[0098] In addition, the first terminals 28a, 30a, and 32a of the three control unit strings 28, 30, and 32 are connected in series to ground via the third terminal switch 58 and the fourth terminal switch 60.

[0099] The battery control component 18 can therefore control, such as combining Figure 3As explained in the table shown. In the header column, note the different usage scenarios of electric vehicles equipped with such a battery control assembly 18. In the header row of the corresponding column, the different switches of the battery control assembly 18 are identified.

[0100] Figure 3 The table thus shows the corresponding switch states, where "1" means the corresponding switch is closed, i.e., an electrical connection is formed. An empty table element means the corresponding switch is open, i.e., an electrical interruption is formed.

[0101] Assume the switch is on by default.

[0102] If the electric vehicle is parked, the battery system 19, which includes the battery control assembly 18, is switched off. This means that all switches are on, thus creating a power outage.

[0103] The same applies if the vehicle is parked and in workshop service mode. In this use case, all switches are open, thus creating a power interruption. Of course, this does not preclude the possibility of closing one or more switches in the workshop to perform diagnostic procedures related to battery system 19.

[0104] Before starting the drive, the vehicle can enter standby mode, in which the battery system 19 must be switched on. In this use case, the third-terminal switch 58 and the fourth-terminal switch 60 are closed.

[0105] In drive mode, the third-terminal switch 58 and the fourth-terminal switch 60 are also closed. Therefore, the AC motor 12 can be powered by the battery 14.

[0106] By closing the third-terminal switch 58 and the fourth-terminal switch 60, a neutral point is generated at the first terminal 30a. At this time, the total current is zero when operating the AC motor 12. Therefore, it is necessary to close the third-terminal switch 58 and the fourth-terminal switch 60 to complete this type of current cancellation.

[0107] The battery control assembly 18 also supplies DC charging functionality. Therefore, a vehicle equipped with it can be in DC charging mode, where the charging voltage is, for example, 400V. In this mode, the first terminal switch 54, the second terminal switch 56, the third terminal switch 58, and the fourth terminal switch 60 are closed. Furthermore, the first DC charging switch 46a and the second DC charging switch 46b are closed. Therefore, when viewed from the DC charging and discharging terminals 44a and 44b, the control units 28, 30, and 32 are connected in parallel.

[0108] The vehicle can also be charged using different charging voltages, such as 800V. The switch position remains unchanged compared to charging with 400V DC.

[0109] Alternatively, the vehicle can be charged using AC. In the first use case, only one phase is available for AC charging. In the current example, it is the phase connected to AC charging terminal 34a. Therefore, AC terminal switch 36a is closed. Furthermore, first terminal switch 54, second terminal switch 56, third terminal switch 58, and fourth terminal switch 60 are closed. Neutral terminal switch 40 is also closed. Therefore, from the perspective of AC charging terminal 34a and neutral terminal 38, control unit strings 28, 30, and 32 are electrically connected in parallel, and the corresponding battery cells 16 or groups 20 of battery cells 16 are charged in this configuration. Cell-level control unit 22 operates as a rectifier in this context.

[0110] If three-phase AC charging is applicable, then the first terminal switch 54 and the second terminal switch 56 are closed. Additionally, AC terminal switches 36a, 36b, 36c and the neutral terminal switch 40 are closed. Therefore, control unit string 28 is electrically connected to AC charging terminal 34a, control unit string 30 is electrically connected to AC charging terminal 34b, and control unit string 32 is electrically connected to AC charging terminal 34c. All control unit strings 28, 30, and 32 are electrically connected to the neutral terminal 38.

[0111] Figure 4 An electric drive system 10 according to a second example is shown, which has a battery control assembly 18 according to a second example. Hereinafter, only the differences from the electric drive system 10 according to the first example having a battery control assembly 18 according to the first example will be explained.

[0112] In the second example, each of the first terminals 28a, 30a, and 32a may be additionally electrically connected to the corresponding AC terminal 62a, 62b, and 62c.

[0113] In this context, AC terminal 62a is connected to the first terminal 28a via AC terminal switch 64a.

[0114] In the same manner, AC terminal 62c is connected to the first terminal 32a via AC terminal switch 64c.

[0115] AC terminal 62b is directly connected to the first terminal 30a, meaning there is no switch.

[0116] In the drivetrain 10 according to the second example, the AC motor 66 is connected to AC machine terminals 62a, 62b and 62c.

[0117] AC Motor 66 is a three-phase motor.

[0118] In the transmission system 10 according to the second example, the AC motor 66 is an asynchronous motor.

[0119] The AC motor 66 drives the front axle, and therefore it can also be called an electric front axle drive (EFAD).

[0120] In the second example, AC motor 66 is designated as the first AC motor and AC motor 12 is designated as the second AC motor.

[0121] Another difference from the first example is that in the second example, the internal connection terminals 28c, 30c, and 32c are electrically connected in series via a corresponding first internal switch 68 and a corresponding second internal switch 70.

[0122] Figure 5 The table below again shows the switching states of the battery control component 18, where "1" means the corresponding switch is closed, i.e., an electrical connection is formed. An empty table element means the corresponding switch is open, i.e., an electrical interruption is formed. It is assumed that the switch is open by default.

[0123] If the vehicle is parked, the battery system 19, which includes the battery control assembly 18, is switched off. This means that all switches are on, thus creating a power outage.

[0124] The same applies if the vehicle is parked and in workshop service mode. Additionally, in this use case, all switches are on, creating a power outage.

[0125] Before starting the drive, the vehicle can enter a standby mode, in which the battery system 19 must be switched on. In this use case, the third-terminal switch 58 and the fourth-terminal switch 60 are closed. Therefore, the battery control system 18 is configured to drive the second AC motor 12. As previously mentioned, in this configuration, the neutral point is formed at the first terminal 30a.

[0126] In 2WD drive mode, the third terminal switch 58 and the fourth terminal switch 60 are also closed. Therefore, the AC motor 12 can be powered by the battery 14.

[0127] Note that an alternative 2WD drive mode is also available, in which the first internal switch 68 and the second internal switch 70 are closed instead of the third terminal switch 58 and the fourth terminal switch 60. When this is done, losses in each of the control unit strings 28, 30, and 32 are reduced because the operating portions of the control unit strings 28, 30, and 32 include fewer transistors.

[0128] The vehicle can also be operated in 4WD drive mode. Then, the first internal switch 68, the second internal switch 70, the AC terminal switch 64a, and the AC terminal switch 64c are closed.

[0129] In order to electrically connect the first AC motor 66 to the battery control assembly 18, it is obviously necessary to close the AC motor terminal switches 64a and 64c.

[0130] By closing the first internal switch 68 and the second internal switch 70, the battery control assembly 18 and the corresponding battery cell 16 or battery cell group 20 are divided into two parts.

[0131] exist Figure 4 The first part is shown below the internal connection terminals 28c, 30c, and 32c. This part is used to supply power to the first AC motor 66. A neutral point is now formed at the internal connection terminal 30c.

[0132] exist Figure 4 The second part is located above the internal connection terminals 28c, 30c, and 32c. This part is used to supply power to the second AC motor 12. The neutral point is also formed at the internal connection terminal 30c.

[0133] The battery control assembly 18 also supplies DC charging functionality. Therefore, a vehicle equipped with it can be in DC charging mode, where the charging voltage is, for example, 400V. In this mode, the first terminal switch 54, the second terminal switch 56, the third terminal switch 58, and the fourth terminal switch 60 are closed. Furthermore, the first DC charging switch 46a and the second DC charging switch 46b are closed. Therefore, when viewed from the DC charging and discharging terminals 44a and 44b, the control units 28, 30, and 32 are connected in parallel.

[0134] The vehicle can also be charged using different charging voltages, such as 800V. The switch position remains unchanged compared to charging with 400V DC.

[0135] Alternatively, the vehicle can be charged using AC. In the first use case, only one phase is available for AC charging. In the current example, it is the phase connected to AC charging terminal 34a. Therefore, AC terminal switch 36a is closed. Furthermore, first terminal switch 54, second terminal switch 56, third terminal switch 58, and fourth terminal switch 60 are closed. Neutral terminal switch 40 is also closed. Therefore, the battery cells 16 or groups 20 of battery cells in the corresponding control unit series 28, 30, 32 are charged in parallel.

[0136] If three phases are suitable for AC charging, only the first terminal switch 54 and the second terminal switch 56 are closed. Additionally, AC terminal switches 36a, 36b, 36c and the neutral terminal switch 40 are closed.

[0137] Figure 6An electric drive system 10 according to a third example is shown, which has a battery control assembly 18 according to a third example. Similarly, the battery control assembly 18 forms part of a battery system 19, which is part of the electric drive system 10. Hereinafter, only the differences between the electric drive system 10 according to the first example having the battery control assembly 18 according to the first example and the electric drive system 10 according to the second example having the battery control assembly 18 according to the second example will be explained.

[0138] Compared to the previous example, the battery control component 18 in the third example does not include an AC terminal.

[0139] Therefore, in the third example, the motor can be connected to the battery control unit using the first DC charging and discharging terminal 44a and the second DC charging and discharging terminal 44b. It is understood that if the AC motor is connected to the DC charging and discharging terminals 44a, 44b, an inverter unit needs to be plugged in.

[0140] Furthermore, in the third example, the fourth terminal switch 60 is missing compared to the previous examples.

[0141] Alternatively, the connection of the control unit strings 28, 30, and 32 to the AC charging interface 42 can be changed. Therefore, the corresponding first terminals 28a, 30a, and 32a now represent... Figure 6 At the top, where the corresponding second ends 28b, 30b, and 32b indicate in Figure 6 The lower part.

[0142] Furthermore, in the third example, the internal connection terminal 30c is electrically connected to the first DC charging and discharging terminal 44a via the first DC charging switch 46a.

[0143] The second DC charging and discharging terminal 46b is connected to the second terminal 32b via the second DC charging switch 46b.

[0144] Alternatively, the second DC charging and discharging terminal 46b is electrically connected to the first terminal 28a via a third DC charging switch 46c.

[0145] Figure 7 The table below again shows the switching states of the battery control component 18, where "1" means the corresponding switch is closed, i.e., an electrical connection is formed. An empty table element means the corresponding switch is open, i.e., an electrical interruption is formed. It is assumed that the switch is open by default.

[0146] If the vehicle is parked, the battery system 19, which includes the battery control assembly 18, is switched off. This means that all switches are on, thus creating a power outage.

[0147] Furthermore, in the third example, the battery control assembly 18 supplies the battery pack with heat dissipation functionality. In this use case, DC charging switches 46b and 46c are closed. The first terminal switch 54 and the third terminal switch 58 are also closed. Therefore, all control unit strings 28, 30, and 32 are electrically connected in series and form a short circuit. This results in the generation of the desired heat.

[0148] In drive mode using a motor or an inverter for the motor, the motor is connected to a first DC charging and discharging terminal 44a and a second DC charging and discharging terminal 44b, and optionally, a first DC charging switch 46a is closed. Therefore, DC charging switches 46a, 46b, 46c, a third terminal switch 58, and a first terminal switch 54 are closed. The three control unit strings 28, 30, and 32 are thus subdivided into two parts electrically connected in parallel. The first part includes control unit string 28 and a portion representing control unit string 30 below the internal connection terminal 30c. The second part includes control unit string 32 and a portion representing control unit string 30 above the internal connection terminal 30c.

[0149] The battery control assembly 18 also provides DC charging functionality. Therefore, vehicles equipped with this assembly can be in DC charging mode, where the charging voltage is, for example, 400V. The charging voltage is supplied by DC charging and discharging terminals 44a and 44b.

[0150] In this mode, the switching is the same as in drive mode. The only difference is that the power flow is inverted.

[0151] The vehicle can also be charged using different charging voltages, such as 800V. The switch position remains unchanged compared to DC charging at 400V.

[0152] Alternatively, the vehicle can be charged using AC. In the first use case, only one phase is available for AC charging. In the current example, it is the phase connected to AC charging terminal 34a. Therefore, AC terminal switch 36a is closed. In addition, first terminal switch 54 and third terminal switch 58 are closed. Neutral terminal switch 40 is also closed. Therefore, control unit strings 28, 30, and 32 are connected in series.

[0153] If all three phases are suitable for AC charging, then the first terminal switch 54 and the second terminal switch 56 are closed. Furthermore, AC terminal switches 36a, 36b, 36c and the neutral terminal switch 40 are closed. Therefore, each of the control unit strings 28, 30, and 32 is electrically connected to one of the AC terminal switches 36a, 36b, and 36c.

[0154] Note that the electrical arrangement of the cell-level control unit 22 in the three control unit strings 28, 30, and 32 does not necessarily mean that they are mechanically positioned in the same way. Figure 6The battery control assembly 18 is an illustrative example. The cell-level control units 22 of the control unit string 28 and the cell-level control units 22 of the control unit string 30 below the internal connection terminal 30c can be mechanically arranged in one row, while the remaining cell-level control units 22 can be arranged in a separate second row.

[0155] Those skilled in the art, when practicing the claimed disclosure, can understand and implement other variations of the disclosed examples by studying the drawings, the disclosure, and the appended claims. In the claims, the word "comprising" does not exclude other elements or steps, and the indefinite articles "a" or "an" do not exclude multiple. A single processor or other unit can perform the functions of several items or steps recited in the claims. The fact that certain measures are enumerated in mutually different dependent claims does not mean that a combination of these measures cannot be used advantageously. Computer programs can be stored / distributed on suitable media, such as optical storage media or solid-state media supplied together with or as part of other hardware, but can also be distributed in other forms, such as via the Internet or other wired or wireless telecommunications systems. Any reference signs in the claims should not be construed as limiting the scope of the claims.

[0156] List of reference numerals

[0157] 10. Electric Drive System

[0158] 12 AC motor

[0159] 12a AC terminal

[0160] 12b AC terminal

[0161] 12c AC terminal

[0162] 14 batteries

[0163] 16 battery cells

[0164] 18 Battery Control Components

[0165] 19 Battery System

[0166] 20 Battery cell assembly

[0167] 22 Cell-level control units

[0168] 24 Switching Units

[0169] 26 Control Unit

[0170] 28 control unit strings

[0171] 28a First End

[0172] 28b second end

[0173] 28c Internal Connection Terminal

[0174] 30 control unit strings

[0175] 30a First End

[0176] 30b second end

[0177] 30c Internal Connection Terminal

[0178] 32 control unit strings

[0179] 32a First End

[0180] 32b second end

[0181] 32c internal connection terminal

[0182] 34A AC charging terminal

[0183] 34b AC charging terminal

[0184] 34C AC charging terminal

[0185] 36A AC terminal switch

[0186] 36b AC terminal switch

[0187] 36c AC terminal switch

[0188] 38 Neutral Terminals

[0189] 40 Neutral terminal switch

[0190] 42 AC charging ports

[0191] 44a First DC charging and discharging terminal

[0192] 44b Second DC charging and discharging terminal

[0193] 46a First DC Charging Switch

[0194] 46b Second DC Charging Switch

[0195] 46c Third DC Charging Switch

[0196] 48 DC charging and discharging ports

[0197] 50 DC output interface

[0198] 50a First DC Output Terminal

[0199] 50b Second DC Output Terminal

[0200] 52DC output interface

[0201] 52a First DC Output Terminal

[0202] 52b Second DC Output Terminal

[0203] 54 First Terminal Switch

[0204] 56 Second Terminal Switch

[0205] 58 Third-terminal switch

[0206] 60 Fourth terminal switch

[0207] 62a AC terminal

[0208] 62b AC terminal

[0209] 62c AC terminal

[0210] 64A AC terminal switch

[0211] 64c AC terminal switch

[0212] 66 AC motor

[0213] 68 First internal switch

[0214] 70 Second internal switch

Claims

1. A battery control assembly (18) for a battery system (19), the battery control assembly (18) comprising: Multiple cell-level control units (22), each of which is electrically connectable to an associated individual battery cell (16) or to a group (20) of associated battery cells (16), and each of the cell-level control units (22) includes a cell-level switching unit (24) capable of operating as a cell-level inverter, the cell-level switching unit (24) having two output terminals (24a, 24b) configured for connecting a cell-level control unit (22) to one or two adjacent cell-level control units (22). The plurality of cell-level control units (22) are arranged in three control unit strings (28, 30, 32). The cell-level control units (22) in each control unit string (28, 30, 32) are electrically connected in series. Each of the control unit strings (28, 30, 32) includes a first end (28a, 30a, 32a) and a second end (28b, 30b, 32b). The second end (28b, 30b, 32b) is arranged electrically opposite to the first end (28a, 30a, 32a). The first end (28a, 30a, 32a) of each control unit string (28, 30, 32) is electrically connected to the corresponding AC charging terminal (34a, 34b, 34c). The second ends (28b, 30b, 32b) of the three control unit strings (28, 30, 32) are electrically connected in series via the first terminal switch (54) and the second terminal switch (56). At least one of the control unit strings (28, 30, 32) includes an internal connection terminal (28c, 30c, 32c) arranged such that at least one cell-level control unit (22) forming part of the respective control unit string (28, 30, 32) is arranged on each side of the internal connection terminal (28c, 30c, 32c), and the internal connection terminal (28c, 30c, 32c) is connectable to a DC charging or discharging terminal (44a, 44b) or another internal connection terminal (28c, 30c, 32c).

2. The battery control assembly (18) according to claim 1, wherein, Each first terminal (28a, 30a, 32a) is electrically connected to the corresponding AC charging terminal (34a, 34b, 34c) via the corresponding AC terminal switch (36a, 36b, 36c).

3. The battery control assembly (18) according to claim 1 or claim 2, wherein, At least one of the second terminals (28b, 30b, 32b) is electrically connected to the neutral terminal (38) via the neutral terminal switch (40).

4. The battery control assembly (18) according to any one of the preceding claims, wherein, Each of the first terminals (28a, 30a, 32a) is electrically connected to the corresponding first AC motor terminal (62a, 62b, 62c) to connect the first AC motor (66) to the battery control assembly (18).

5. The battery control assembly (18) according to claim 4, wherein, At least two of the first terminals (28a, 30a, 32a) are electrically connected to the corresponding first AC terminal (62a, 62b, 62c) via the corresponding first AC terminal switch (64a) and the corresponding second AC terminal switch (64c).

6. The battery control assembly (18) according to any one of the preceding claims, wherein, Each of the second terminals (28b, 30b, 32b) is electrically connected to the corresponding second AC motor terminal (12a, 12b, 12c) to connect the second AC motor (12) to the battery control assembly (18).

7. The battery control assembly (18) according to any one of the preceding claims, wherein, At least one of the control unit strings (28, 30, 32) includes a DC output interface (50, 52) having a first DC output terminal (50a, 52a) and a second DC output terminal (50b, 52b).

8. The battery control assembly (18) according to any one of the preceding claims, wherein, At least two of the first terminals (28a, 30a, 32a) are electrically connected via the third terminal switch (58).

9. The battery control assembly (18) according to claim 8, wherein, The first terminal (28a, 30a, 32a) is connected to ground in series via the third terminal switch (58) and the fourth terminal switch (60).

10. The battery control assembly (18) according to any one of the preceding claims, wherein, Each control unit string (28, 30, 32) includes an internal connection terminal (28c, 30c, 32c), and the internal connection terminals (28c, 30c, 32c) are electrically connected in series via a corresponding first internal switch (68) and a corresponding second internal switch (70).

11. The battery control assembly (18) according to any one of the preceding claims, wherein, At least one of an internal connection terminal (28c, 30c, 32c) or a first terminal (28a, 30a, 32a) is electrically connected to a first DC charging and discharging terminal (44a).

12. The battery control assembly (18) according to any one of the preceding claims, wherein, At least one of the first terminals (28a, 30a, 32a) and / or at least one of the second terminals (28b, 30b, 32b) are connected to the second DC charging and discharging terminal (44b).

13. An electric drive system (10) for an electric vehicle, having a battery control assembly (18) according to any one of the preceding claims.

14. The electric drive system (10) according to claim 13, comprising: A first AC motor (66) is electrically connected to a battery control assembly (18) via a first AC motor terminal (62a, 62b, 62c). and / or The second AC motor (12) is electrically connected to the battery control assembly (18) via the second AC motor terminals (12a, 12b, 12c).

15. The electric drive system (10) according to claim 13 or claim 14, wherein, A single battery cell (16) or a group (20) of battery cells (16) is electrically connected to each of the cell-level control units (22).

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