EP2490918A2 - Procédé et commande de charge pour augmenter la durée de vie d'accumulateurs - Google Patents

Procédé et commande de charge pour augmenter la durée de vie d'accumulateurs

Info

Publication number
EP2490918A2
EP2490918A2 EP10750087A EP10750087A EP2490918A2 EP 2490918 A2 EP2490918 A2 EP 2490918A2 EP 10750087 A EP10750087 A EP 10750087A EP 10750087 A EP10750087 A EP 10750087A EP 2490918 A2 EP2490918 A2 EP 2490918A2
Authority
EP
European Patent Office
Prior art keywords
charging
charge
driving
state
time
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP10750087A
Other languages
German (de)
English (en)
Inventor
Roland Norden
Jochen Fassnacht
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2490918A2 publication Critical patent/EP2490918A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/16—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to battery ageing, e.g. to the number of charging cycles or the state of health [SoH]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/875—Charging or discharging for charge maintenance, battery initiation or rejuvenation
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using 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 invention relates to an improved charging strategy for avoiding aging processes in accumulators used for the traction of electric vehicles and hybrid vehicles.
  • the object is achieved by the method according to claim 1 and by the charge control according to claim 8.
  • a significant proportion of the aging processes which lead to a lower availability and accumulator capacity, are caused by certain aging parameters, which are determined by a suitable Significantly reduce charging strategy.
  • the cycle stroke, d. H. the charging energy with which the accumulator is brought to a higher state of charge, as well as the time during which the accumulator has a high state of charge, since e.g. the electrolyte of the accumulator decomposes at a high state of charge, for example, in a fully charged accumulator, much faster than at a lower state of charge.
  • the parameters of the charging strategy i.e., duration, onset, transferred charging energy and others
  • the parameters of the charging strategy are provided such that the aging parameters such as high state of charge or cycle stroke life are minimized.
  • At least one driving phase specification is detected, for example the driving time (or, as an equivalent: the driving time)
  • the driving time (or the range) is associated with a minimum state of charge, which in turn defines the minimum charge energy to be transmitted
  • an upper limit can be derived from the driving time, according to which the charging energy is adjusted.
  • the charging energy is minimized in that only a minimum amount of charge energy is transferred to the accumulator, which is barely sufficient or ensures that the traction battery delivers sufficient power to the drive of the electric or hybrid vehicle for the detected driving time. Therefore, only the minimum necessary amount of energy is transferred to the traction accumulator during the charging process according to the invention, thereby minimizing the cycle stroke.
  • a range of the vehicle may also be predetermined, whereby both driving duration as well as range of the vehicle are associated with a state of charge that allows this range or driving time.
  • the link between driving time (or range) and state of charge can be provided via an estimate, or by empirical data, where due to scatters, if necessary, an additional safety margin in the form of an additional charging energy value is added to the necessary charging energy, even if the estimates are too positive the range to ensure a sufficient range or meet the recorded driving phase specification.
  • the accumulator is charged only to the extent required by the driving phase specification and in particular the driving time or range, which can minimize aging processes caused by the cycle stroke (ie the change from a low to a high state of charge).
  • the traction battery will not be completely charged at a low state of charge, but will only be charged to such an extent that the charging state resulting after charging fulfills the range specification.
  • the start of driving is also detected, whereby the charging process according to the invention can be adapted to the start of driving, thereby minimizing the time interval as an aging parameter. It has therefore been recognized according to the invention that the accumulator ages significantly, especially when fully charged or with a high state of charge, so that to reduce the aging of the accumulator has only as short as necessary a high state of charge. Therefore, according to the driving phase specification (in particular according to the start of driving), at least a portion of the charging process is delayed so long that the end of the charging process in the
  • the driving time is also taken into account in the delay of the state of charge, resulting from the driving time, the still necessary charging energy to guarantee the given
  • Driving time is required.
  • the charging energy in turn, together with the charging current or the charging power, the still required charging time, so that based on the predetermined start of driving, taking into account the charging time of the charging can be calculated.
  • the loading process is oriented in its length and in terms of its beginning at the start of driving and on the charging time, which in turn is a function of the driving time (and the state of charge); the beginning
  • the charging process therefore results from the predefined start of the drive, which is advanced by the charging time (and optionally an additional safety margin) to ensure that the accumulator has a charge state for the given start of the vehicle, which corresponds to the predetermined driving time (or the predetermined range). does justice.
  • the charging process can also be divided into two, wherein a first section of the charging process does not align with the aging parameters, as provided by the invention, but a subsequent second or further section provides a delayed charge or a reduced charging energy to a state of charge is minimized in terms of driving time or range, thereby achieving the minimization of the aging parameter according to the invention.
  • the first section is executed with a loading stroke or with a charging energy, which does not lead to a high state of charge.
  • the first section serves to guarantee a minimum state of charge, so that it is based, for example, on a charge state specification (for example 20 or 50%) which, in principle, enables the vehicle to be available even before the predefined start of the journey, albeit not with a particularly high range ,
  • the second or further section of the charging is based on the driving phase specification and minimizes the associated aging parameters by delaying the start of charging, the second
  • Section is assigned, as well as by minimizing the charging energy according to a predetermined driving time or predetermined range.
  • the method according to the invention thus provides for increasing the service life of a traction battery by first detecting a driving phase specification which includes a driving phase specification
  • Driving time (respectively a range), a start of driving or both includes.
  • This driving phase default may be derived from previous, performed driving phases, may be provided by user input, or both.
  • the current state of charge of the traction battery is detected, for example by means of the terminal voltage or an internal resistance, which can be determined by the terminal voltage and the flowing current or by a combination of these variables with the temperature.
  • Numerous methods for detecting the state of charge are possible, including model-related states of charge, wherein a model replicates essential chemical processes within the accumulator and this model is tracked using externally recognized measures, the measured variables include terminal voltage, current and temperature.
  • the loading The state can be estimated or extrapolated based on the model and / or on the measured variables.
  • the detected current state of charge serves to estimate the still necessary charge or the still necessary charging energy, which is required to reach the predetermined driving time.
  • the life is inventively increased by an aging parameter is minimized, wherein the aging parameter reflects the time interval to a charging process or comprises the charging energy.
  • the time interval until a charging process corresponds to the duration during which the traction battery has a low state of charge, with low states of charge reducing aging and high states of charge increasing aging.
  • the minimization of an aging parameter representing the time interval until the charging process corresponds to a maximization of this duration.
  • the aging parameter thus reflects the duration in complementary form.
  • a complementary variable can be used, i. H. the time interval until the start of the journey, provided that the time interval until the start of the journey begins with the end of the transfer of the recharging energy.
  • the time interval until the start of driving is an aging parameter to be minimized, which increases along with the aging since the period during which the battery has a high state of charge increases along with the aging. If, however, the time interval is used up to a charging process and reproduced as an aging parameter, the aging decreases with increasing time interval until the charging process, because the traction battery is less exposed to a long duration with a high state of charge, the greater the time interval up to one Charging process is.
  • the time interval up to a charging process therefore relates to the duration during which the traction battery has a low state of charge and thus ages much less than when the state of charge is high.
  • the invention provides for minimizing the charging energy with which the traction battery is to be charged, in accordance with the at least one driving phase specification.
  • the recharging energy corresponds to the cycle stroke and can be minimized according to the duration of travel, so that the recharging energy ensures the given driving time, but is only as low as possible above the value that would ensure exactly the driving time.
  • the minimization is provided according to the driving phase specification.
  • the time interval is maximized to a charging process, whereby the associated (associated with complementary) aging component is minimized by the start of driving is taken into account and the charging is delayed so far that the desired charging energy is transmitted as exactly as possible to the start of driving.
  • the method further comprises the step of carrying out the charging process according to the minimized aging parameter.
  • the charging process is carried out according to the maximized temporal
  • the driving time is detected by the driving time itself or in particular the planned range is entered.
  • the still necessary recharging energy is calculated.
  • the charging energy still to be supplied connected with the planned range is taken into account by taking into account the charging time associated with the charging energy in providing the start of the charging process.
  • the charging energy is minimized by means of the range, wherein in particular the current state of charge (before the charging process) is detected in order to provide the remaining, necessary charging energy until a desired state of charge that corresponds to the range is reached.
  • the charge energy is estimated depending on the range and provided by means of a link.
  • the link is provided, for example, by an approximate formula, a ratio of state of charge reduction to traveled distance of a past journey (ie the consumption value of a past journey), an interpolation or by means of a look-up table.
  • the traction battery is then charged with the minimized charge energy. Alternatively, the traction battery is charged with the minimized recharging energy increased by an availability safety margin.
  • the availability security margin thus also covers variations or ranges that (slightly) exceed the planned range.
  • the driving start is detected as driving phase specification.
  • the start of driving is detected by inputting a planned start of driving, for example via a user interface, or by retrieving at least one start of driving of past journeys, for example an averaging or extrapolation starting from the driving starts of past journeys.
  • the minimization is provided by minimizing the time interval at the beginning of the charging process based on the driving start and an estimated charging time.
  • the charging time is dependent on a charging error or of the charging energy, which is necessary for a given range or driving time.
  • the time interval at the beginning of the charging process is further estimated on the basis of an available charging power, which indicates the ratio of the amount of charging energy to the charging time required for this purpose. If, for example, the energy loss or the charging energy is indicated in Ah, the charging power in the form of a current (ie in the form of A) reflects the energy flow, if a constant terminal voltage is assumed.
  • the charging time then results from the quotient of charging energy or charging error and charging power.
  • the charging deficit is comparable to the charging energy required to provide a desired amount of available energy at the end of the charging process.
  • the charging amount corresponds to the difference between a predetermined minimum state of charge and the current state of charge.
  • the predetermined minimum state of charge is specified, in particular, by a range or by a travel time for which the traction battery must at least be available or must have energy ready.
  • the minimum state of charge is provided depending on the range, for example by estimation.
  • a link is used between the minimum state of charge and the range that reflects a value for the vehicle's consumption (required)
  • the association between minimum state of charge and range is provided by an approximate formula, a ratio of state of charge reduction and distance traveled, interpolation or look-up table, or any combination thereof.
  • the ratio of state of charge reduction to distance traveled corresponds to the consumption that has occurred in past journeys, which can be averaged for past trips or can be extrapolated therefrom, possibly taking into account a consumption class that is associated with the route of a past journey (for example a higher speed ride, such as one
  • the inventive method comprises according to a further embodiment of
  • the Invention detecting the temperature of the traction battery. If the temperature is too low, the charging process is not carried out completely or not in accordance with the invention to prevent damage to the accumulator due to operating temperatures that are too low. Therefore, the temperature is compared to a minimum temperature preset and the charging process is performed according to the minimized aging parameters only if the step of comparing reveals that the detected temperature is equal to or above the minimum temperature preset. Likewise, the step of minimizing and the step of detecting the current state of charge or the step of detecting at least one driving phase specification may be performed only when the detected temperature is above or equal to the minimum temperature specification, one or more of these steps not when the step of comparing reveals that the detected temperature is below the minimum temperature preset.
  • the method according to the invention provides for a one-part or multiple-part charging process, with at least one section, in particular the last section of the charging process, being carried out according to the invention in a multi-part charging process. Therefore, a first portion of the charging process is not performed according to the minimized aging parameter. Due to the at least one first section, which is not carried out in accordance with the minimized aging parameter, it is possible to increase the availability for journeys which are not carried out according to the planned driving time or the planned driving start by the increase in state of charge thereby effected.
  • At least one other, second portion of the loading process is performed according to the minimized aging parameter.
  • the at least one further, second section of the charging process is therefore carried out with a minimized time duration between the end of the charging process and the start of the journey or with minimized supercharging energy.
  • the one or more second portions are executed after the one or more first portions, either after the termination of the first
  • Accumulator is available to allow trips that are not based on the planned driving time or the planned start of driving, whereby the availability is increased, but without increasing the aging to the same extent.
  • the first section of the charging process is provided by charging the traction battery to a predetermined minimum charging value or to a state of charge that corresponds to a predetermined minimum range, whereby the minimum availability is also increased outside the planned journey.
  • the first section is preferably performed immediately after connecting the electric or hybrid vehicle or a traction battery charging device to a utility power network, but not according to the minimized aging parameter (ie, a maximum delayed start of the charging process).
  • the (at least one) second portion of the loading process includes minimizing and performing at least this portion according to the minimized aging parameter.
  • the second section of the loading process is in accordance with the start of the journey (the dedauer) and the driving time delayed.
  • the at least one second portion may be executed in accordance with a charging energy that is minimized according to the running time and the reach, respectively.
  • the second section can both be delayed according to the start of the drive and the driving time to minimize the aging parameters, as well as be carried out in accordance with a minimized supercharging energy, which is minimized in terms of driving time or range.
  • the invention is further realized by a charge control for a traction battery of an electric or hybrid vehicle, which comprises an input interface, a charge state detection device and a minimization device.
  • the input interface is set up for inputting a driving phase specification that includes a travel duration or a start of driving or both.
  • the charging state detecting device is configured to detect a current state of charge of the traction battery.
  • the charging controller may comprise an interface which is set up by the traction battery such as terminal voltage, current and / or voltage
  • the charge state detection device may have a link between these measurement quantities and the charge states, for example in the form of an approximation, a look-up table, an interpolation device or a model, preferably a combination thereof.
  • the minimization device is set up to minimize an aging parameter according to the driving phase specification and the state of charge.
  • the aging parameter represents the time interval up to a charging process or, in complementary execution, corresponds to a time interval between the charging process (the end of the charging process) and the start of driving.
  • the aging which represents the aging parameter, increases with decreasing time interval up to a charging process or with an increasing time interval between the charging process and the start of the driving.
  • the aging represented by the aging parameter increases with the recharge energy as the cycle cycle associated therewith increases.
  • the charging energy is based on the minimum amount of energy required for the predetermined driving time, with minimization of the aging parameter corresponding to maximizing the time interval until a charging process or minimizing the interval between the charging process and the start of the vehicle, as a result of which the duration, in which the accumulator has a high state of charge, is minimized together with the aging.
  • the minimization device is accordingly set up to optimize the time interval up to a charging process according to the driving time and / or according to the start of the journey. Furthermore, the minimization device set up to optimize the charging energy according to the duration of travel, ie to minimize.
  • Optimizing the time interval to a charging process corresponds to maximizing the time interval between the charging process and the start of the journey or minimizing the time interval between (end of) the charging process (es) to the start of the journey.
  • charging energy and also the time interval are optimized.
  • the charging controller further includes an output configured to deliver a charging signal or charging current that is responsive to the optimized aging parameter.
  • the charging signal or the output of the charging current in this case depends on the minimum charging time, a minimized charging energy and as far as possible delayed charging process with a maximum time interval to a charging process or a minimum time interval between the charging process and the start of driving.
  • the minimization device set up for this optimization controls the output of the charging control, so that a charger that can be connected thereto or a traction accumulator that can be connected to it is loaded according to the optimized data.
  • the charging control comprises a memory which is set up for storing values of past, detected travel times or driving start times. Such driving times or driving start times can be specified by the vehicle electronics of the vehicle, which enter the beginning, the duration and / or the end of the driving operation via an input interface of the charging control in the memories of the charging control.
  • the charging controller is further configured to interpolate or average these stored values for inputting them to the input interface of the charge controller, in particular the minimization device, to provide them with the drive phase default.
  • the driving phase default is not supplied by a direct user input of the charging controller, but is determined by detected, past trips of the vehicle.
  • the past driving times and / or driving start times are taken into account in the minimization according to the driving phase specification.
  • the past driving times and driving start times take the place of the driving phase specification.
  • the charging control is able to learn the user behavior from past journeys and to provide a driving phase specification from what has been learned.
  • a further embodiment of the invention provides that a clock is part of the charging control in order to deliver the current time to the minimization device, which can then provide the time interval between the charging process and the start of the journey in order to execute the charging process in accordance with the mined data ,
  • FIG. 1 shows, by way of example, the charging processes according to the prior art and according to the invention.
  • FIG. 1 shows the course of the state of charge (SOC) as a function of the time course t.
  • SOC state of charge
  • the charging energy is minimized so that although charging is started at time T 0 to provide an increase 20 of the state of charge, the increase is not performed to the maximum state.
  • the charge represented by the boost 20 is terminated when a predetermined charge level corresponding to a predetermined charge energy is reached. This level corresponds in the example of
  • Figure 1 is a state of charge of 80%, so that upon reaching this state of charge the charging is completed and a state of charge level 22 is maintained until reaching the time t- ⁇ .
  • This charging curve consisting of the curve sections 20 and 22 shows a minimization of the charging energy, so that the aging is reduced, since the accumulator is provided at the time t-1 at a lower charging state 22. The aging is thus reduced.
  • the exemplary charge state of 80% which corresponds to the level 22, corresponds to the travel time or the range that the traction battery must at least provide.
  • the time interval up to a charging process is maximized or the distance between the charging process and the start of driving is minimized.
  • the associated charging curve initially shows a constant level 30, which results directly at time t 0 and corresponds to a state of charge, which prevails after the end of the last drive.
  • the state 30 is maintained as long as possible, so that the charging process, as represented by the state of charge increase 32, used as late as possible.
  • the charging process represented by boost 32 is thus delayed as much as possible so that during level 30 the traction battery has a low state of charge associated with low aging.
  • the beginning of the charging ie the base of the increase 32, corresponds to the start of driving t- ⁇ , which was advanced by a time occupied by the charging process.
  • the time taken by the charging process results from the difference between the state of charge at time t 0 and the state of charge, which corresponds to the driving time or range (in this case: 80%), and from the charging power with which the state of charge is related to the associated period of time is increased. Since the rate of increase of the increase 32 is known, can thus, starting from the start of driving t- ⁇ , calculate the necessary beginning of the charging process.
  • a further embodiment of the invention is provided by the course 40, 42, 5 in which the charging process is carried out in two parts.
  • a first charge begins according to the state of charge increase 40 'directly to the time t 0 .
  • This first section of the charging process 40 ' serves to provide a predetermined minimum state of charge (in this case: 50%), so that a minimum charging energy is provided even in the case of an advanced start of driving, for example in the middle between t 0 and t- 1 , which means a minimum driving time or a minimum range guaranteed.
  • the minimum state of charge which corresponds to the minimum range or the minimum charging energy is reached, the state of charge remains constant at the level 40.
  • a second section of the charging process 42 is designed according to the invention that this as far as possible verzoll.5 gert is to provide a minimum period of time between the end of the charging process (ie the end of the second section of the charging process) and the start of driving t- ⁇ .
  • the beginning of the second section results from the slope of the second section 42, which is caused for example by the charging current, as well as by the difference between the charging energy or the state of charge, the driving time or 20 range to start driving t- ⁇ corresponds, and the minimum state of charge to the end of the first section 40 ', which corresponds to a predetermined minimum range.
  • this embodiment allows a long period of the accumulator, which is associated with a low state of charge.
  • the second section 42 of the charging process does not end at a maximum possible state of charge, but at a state of charge, which corresponds to a driving time or 30 a range. This also reduces the cycle stroke, which can reduce aging.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Secondary Cells (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention concerne un procédé pour augmenter la durée de vie d'un accumulateur de traction d'un véhicule électrique ou hybride. Le procédé comprend les étapes consistant à : détecter au moins une consigne de phase de déplacement contenant un temps de trajet, un temps de démarrage ou les deux; et détecter un état de charge actuel de l'accumulateur de traction. Au moins un paramètre de vieillissement est réduit au minimum, ledit paramètre comportant l'écart temporel entre un processus de charge et le démarrage ou l'énergie de charge à céder à l'accumulateur de traction conformément à ladite au moins une consigne; et le processus de charge est exécuté conformément au paramètre de vieillissement réduit au minimum. L'invention concerne une commande de charge pour l'exécution du procédé selon l'invention.
EP10750087A 2009-10-19 2010-08-26 Procédé et commande de charge pour augmenter la durée de vie d'accumulateurs Withdrawn EP2490918A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009045784A DE102009045784A1 (de) 2009-10-19 2009-10-19 Verfahren und Ladesteuerung zur Erhöhung der Lebensdauer von Akkumulatoren
PCT/EP2010/062428 WO2011047907A2 (fr) 2009-10-19 2010-08-26 Procédé et commande de charge pour augmenter la durée de vie d'accumulateurs

Publications (1)

Publication Number Publication Date
EP2490918A2 true EP2490918A2 (fr) 2012-08-29

Family

ID=43798702

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10750087A Withdrawn EP2490918A2 (fr) 2009-10-19 2010-08-26 Procédé et commande de charge pour augmenter la durée de vie d'accumulateurs

Country Status (5)

Country Link
US (1) US20120262125A1 (fr)
EP (1) EP2490918A2 (fr)
CN (1) CN102574477A (fr)
DE (1) DE102009045784A1 (fr)
WO (1) WO2011047907A2 (fr)

Families Citing this family (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011086358B4 (de) * 2011-11-15 2026-05-07 Bayerische Motoren Werke Aktiengesellschaft Elektronischer Energiespeichermanager zur Steuerung der Energieaufnahme und Energieabgabe eines Energiespeichers
DE102012204413A1 (de) 2012-03-20 2013-09-26 Ford Global Technologies, Llc Verfahren und Vorrichtung zum Steuern des Ladezustands einer Traktionsbatterie
DE102012007126A1 (de) 2012-04-07 2013-10-10 Volkswagen Aktiengesellschaft Verfahren und System zum Steuern des Aufladevorgangs eines elektrischen Energiespeichers, insbesondere in einem Fahrzeug
FR2989839B1 (fr) * 2012-04-19 2016-01-01 Peugeot Citroen Automobiles Sa Procede d'optimisation de la recharge de batteries en cours de stockage
DE102012214877A1 (de) * 2012-08-22 2014-02-27 Robert Bosch Gmbh Nutzungsverfahren für elektrische Energiespeicher, Anordnung zur Ausführung eines solchen Nutzungsverfahrens, Batterie und Kraftfahrzeug mit einer solchen Batterie
FR2997509B1 (fr) * 2012-10-25 2014-11-28 IFP Energies Nouvelles Procede pour definir un profil optimal d'utilisation d'un systeme de stockage d'energie electrique
DE102013007140A1 (de) 2013-04-24 2014-10-30 Daimler Ag Verfahren zum Laden einer Batterie
CN103401037B (zh) * 2013-08-09 2015-10-14 深圳威迈斯电源有限公司 一种牵引蓄电池的充电方法
US10026998B2 (en) * 2014-05-15 2018-07-17 Ford Global Technologies, Llc Electric vehicle operation to manage battery capacity
JP6090265B2 (ja) * 2014-08-29 2017-03-08 トヨタ自動車株式会社 車両
US10118499B2 (en) * 2014-09-23 2018-11-06 Ford Global Technologies, Llc Distance until charge prediction for vehicles
US9731617B2 (en) * 2014-12-04 2017-08-15 Ford Global Technologies, Llc Pattern based charge scheduling
DE102015001050A1 (de) * 2015-01-29 2016-08-04 Man Truck & Bus Ag Verfahren und Vorrichtung zur Steuerung und/oder Regelung mindestens eines einen Alterungszustand eines elektrischen Energiespeichers beeinflussenden Betriebsparameters des elektrischen Energiespeichers
CN105196887B (zh) * 2015-10-13 2019-02-22 北京新能源汽车股份有限公司 电动汽车的充电控制方法和充电控制系统
EP3203574A1 (fr) * 2016-02-08 2017-08-09 Siemens Aktiengesellschaft Commande de duree de vie pour accumulateur d'energie
DE102017209133A1 (de) * 2017-05-31 2018-12-06 Audi Ag Verfahren zum Planen eines Ladevorganges zum Laden einer Energiespeichereinrichtung eines Kraftfahrzeugs, Ladeplanungseinrichtung, und Kraftfahrzeug
DE102017209489A1 (de) * 2017-06-06 2018-12-06 Robert Bosch Gmbh Verfahren und Ladeeinheit zum Laden eines elektrischen Energiespeichers
CN107742754B (zh) * 2017-09-26 2020-11-17 深圳市国创动力系统有限公司 一种钛酸锂动力电池系统的状态评估方法
DE102020206257B3 (de) * 2020-05-19 2021-06-24 Volkswagen Aktiengesellschaft Verfahren zum Vorschlagen einer Ladestrategie für ein alterungsoptimiertes Laden eines Energiespeichers eines Kraftfahrzeugs, Ladevorrichtung und Kraftfahrzeug
CN112512860B (zh) * 2020-07-30 2021-12-03 华为技术有限公司 充电控制方法、装置、服务器、系统及介质
CN113232553B (zh) * 2021-05-24 2022-11-11 东软睿驰汽车技术（沈阳）有限公司 一种加热电动汽车电池组的方法、装置、设备及可存储介质
US20230022465A1 (en) * 2021-07-20 2023-01-26 Rivian Ip Holdings, Llc Controllers, systems, vehicles, and methods for accelerated charging events
DE102024113459A1 (de) * 2024-05-14 2025-11-20 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Aufladen eines elektrischen Energiespeichers für einen elektrisch betreibbaren Kraftwagen sowie Ladesystem

Family Cites Families (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19503917C2 (de) * 1995-02-07 1996-11-21 Mc Micro Compact Car Ag Elektronische Batterieüberwachungseinrichtung
US5659240A (en) * 1995-02-16 1997-08-19 General Electric Company Intelligent battery charger for electric drive system batteries
US5594318A (en) * 1995-04-10 1997-01-14 Norvik Traction Inc. Traction battery charging with inductive coupling
US5761072A (en) * 1995-11-08 1998-06-02 Ford Global Technologies, Inc. Battery state of charge sensing system
DE19921450C5 (de) * 1999-05-08 2006-08-03 Daimlerchrysler Ag Elektrischer Fahrzeugantrieb
CN1349274A (zh) * 2000-10-18 2002-05-15 北京嘉昌机电设备制造有限公司 综合充电模式
DE10312591B4 (de) * 2003-03-21 2014-07-31 Volkswagen Ag Ladeverfahren für eine wiederaufladbare Batterie
US7360615B2 (en) * 2004-06-09 2008-04-22 General Motors Corporation Predictive energy management system for hybrid electric vehicles
KR100956172B1 (ko) * 2005-01-27 2010-05-06 파나소닉쿠 이브이에나지 가부시키가이샤 2차 전지의 충방전 전기량 추정 방법 및 장치, 2차 전지의분극 전압 추정 방법 및 장치, 및 2차 전지의 잔존 용량추정 방법 및 장치
DE102007031568A1 (de) * 2007-07-06 2009-01-08 Robert Bosch Gmbh Vorrichtung, insbesondere Ladegerätvorrichtung, zum Laden eines Akkumulators
US7782021B2 (en) * 2007-07-18 2010-08-24 Tesla Motors, Inc. Battery charging based on cost and life
JP4932810B2 (ja) * 2008-10-20 2012-05-16 マツダ株式会社 電動車両用バッテリの充電方法およびその装置
DE102009000682A1 (de) * 2009-02-06 2010-08-12 Robert Bosch Gmbh Traktionsbatterie mit erhöhter Zuverlässigkeit
DE102009025132A1 (de) * 2009-06-17 2010-12-23 Bayerische Motoren Werke Aktiengesellschaft Energiespeicher-Ladesystem
DE102009059240B4 (de) * 2009-12-21 2013-08-01 Webasto Ag Kraftfahrzeug-Kühlsystem
US8692507B2 (en) * 2010-07-28 2014-04-08 Jack Yajie Chen Multiple stage heterogeneous high power battery system for hybrid and electric vehicle

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2011047907A2 *

Also Published As

Publication number Publication date
WO2011047907A3 (fr) 2011-11-24
CN102574477A (zh) 2012-07-11
WO2011047907A2 (fr) 2011-04-28
US20120262125A1 (en) 2012-10-18
DE102009045784A1 (de) 2011-04-21

Similar Documents

Publication Publication Date Title
WO2011047907A2 (fr) Procédé et commande de charge pour augmenter la durée de vie d'accumulateurs
WO2011061231A2 (fr) Procédé et dispositif destinés à améliorer le rendement de véhicules électriques
DE112009004957B4 (de) Batteriesysteme und Fahrzeuge, die mit diesen Batteriesystemen ausgestattet sind
DE102015118112B4 (de) Motorgetriebenes Fahrzeug und Steuerverfahren zum Laden und Entladen einer in dem Fahrzeug angeordneten Sekundärbatterie mittels Rekuperation
EP2896105B1 (fr) Procédé et dispositif de charge de batteries
AT508875B1 (de) Betrieb eines elektrischen energiespeichers für ein fahrzeug
DE112010002716T5 (de) Obergrenzen-Ladungszustandsschätzeinrichtung undVerfahren zum Schätzen eines Obergrenzen-Ladungszustands
EP2404186B1 (fr) Procédé et dispositif de détermination d'une grandeur caractéristique afin de détecter la stabilité du réseau de bord
DE102015218674A1 (de) Batteriealterungsbestimmungseinrichtung, batteriealterungsbestimmungsverfahren und fahrzeug
WO2012007206A1 (fr) Procédé pour déterminer la durée de vie probable d'au moins un élément de batterie, batterie équipée d'une pluralité d'éléments de batterie et véhicule automobile
EP1941288A1 (fr) Procede et dispositif pour commander le point de fonctionnement d'une batterie
DE102017112654A1 (de) Spannungssteuersystem, Brennstoffzellensystem und Steuerverfahren für ein Spannungssteuersystem
WO2013097967A1 (fr) Procédé de régulation de la température d'au moins un élément de batterie, batterie et véhicule équipé d'une telle batterie
EP3708416A1 (fr) Procédé et dispositif de charge permettant de déterminer une capacité d'accumulation maximale d'un accumulateur d'énergie
WO2012072434A1 (fr) Procédé pour déterminer la tension en circuit ouvert d'une batterie, batterie pourvue d'un module pour déterminer la tension en circuit ouvert et véhicule automobile équipé d'une batterie correspondante
DE102015006454A1 (de) Verfahren und Steuervorrichtung zur Rekuperation von Energie in einem Hybridfahrzeug
DE102013225884A1 (de) Vorladen eines elektrischen Zwischenkreisspeichers
DE102010027006B4 (de) Verfahren zum Laden eines an eine elektrische Ladungsquelle angeschlossenen Akkumulators
EP3720733B1 (fr) Procédé de commande d'une installation électrique d'un véhicule à moteur à entraînement électrique, dotée de plusieurs batteries et installation électrique d'un véhicule à entraînement électrique
DE102016001123A1 (de) Verfahren zum Laden einer Batterie eines Kraftfahrzeugs mittels einer kraftfahrzeugseitigen Solareinrichtung und Kraftfahrzeug
DE102007023901A1 (de) Fahrzeugbatterievorrichtung
DE102005046342A1 (de) Verfahren zur Regelung einer Ausgangsspannung eines Generators
DE102013220613A1 (de) Verfahren zum Ansteuern eines Kraftstoffinjektors
EP4138258B1 (fr) Procédé de commande d'une valeur limite de courant de charge pour un système de gestion de batterie, système de gestion de batterie
DE102019121396A1 (de) Ladevorrichtung für ein Fahrzeug

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20120524

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

DAX Request for extension of the european patent (deleted)
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20130103