US20160107535A1 - Method and system for charging a motor vehicle battery according to temperature - Google Patents

Method and system for charging a motor vehicle battery according to temperature Download PDF

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Publication number
US20160107535A1
US20160107535A1 US14/787,364 US201414787364A US2016107535A1 US 20160107535 A1 US20160107535 A1 US 20160107535A1 US 201414787364 A US201414787364 A US 201414787364A US 2016107535 A1 US2016107535 A1 US 2016107535A1
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Prior art keywords
frequency
battery
impedance
charge transfer
charging
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US14/787,364
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English (en)
Inventor
Bruno Delobel
Julien Marie
Anais RICAUD
Juan-Pablo SOULIER
Laureline MARCHAL
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Renault SAS
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Renault SAS
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    • B60L11/1861—
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • B60L11/1838—
    • 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
    • B60L58/12—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]
    • B60L58/15—Preventing overcharging
    • 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
    • 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
    • H01M10/443—Methods for charging or discharging in response to temperature
    • 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
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • 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
    • 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
    • H02J7/485—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries with provisions for charging different types of batteries
    • 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
    • H02J7/90—Regulation of charging or discharging current or voltage
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations

Definitions

  • the technical field of the invention is the control of charging of batteries of a motor vehicle, and more particularly the charging of such batteries at low temperatures.
  • the performance of a battery is very sensitive to operating temperature. At low temperature, the battery has less power, delivers less energy and is subject to degradation during charging, while at high temperature the battery has optimum performance in terms of power and energy.
  • Patent application JP2001037093A discloses the use of a charge current oscillating at a frequency between 103 Hz and a few hundred Hz, with an amplitude of a few mV.
  • This teaching cannot be applied to Li-Ion batteries insofar as the specified frequency of 1 kHz is too high. In fact this frequency corresponds to the inductive part of the impedance spectrum, or the impedance of the metal parts (i.e. current collector) and electronic conductive compounds (i.e. conductive carbon). Furthermore, this patent application mainly describes the improvement at a constant voltage with a voltage oscillation of the order of a few mV, which improves the storage performance of the cell.
  • An object of the invention is a method for charging a motor vehicle battery, during which the following steps are used:
  • the electrolyte resistance frequency can be determined as the impedance frequency with a zero value of its imaginary part and the lowest value of the actual part, and the charge transfer resistance frequency as the impedance frequency with a minimal value of its imaginary part and the highest value of the actual part.
  • the electrolyte resistance frequency can be determined as the frequency for which the phase shift is cancelled out, and the charge transfer resistance frequency as the frequency for which the derivative of the phase shift as a function of frequency is cancelled out.
  • the electrolyte resistance frequency can be determined as the frequency for which the imaginary part is cancelled out, and the charge transfer resistance frequency as a frequency for which the derivative of the imaginary part as a function of frequency is cancelled out.
  • the charge current frequency may lie between 10 Hz and 300 Hz, preferably equal to 100 Hz.
  • New battery electrolyte resistance and battery charge transfer resistance frequencies may be determined when the temperature changes.
  • Another object of the invention is a system for charging a motor vehicle battery, comprising a means for determining the electrolyte resistance frequency of the battery,
  • the system may comprise a means for adjusting the charge current frequency as a function of the battery temperature, the adjustment means being able to control the determination means such that the battery electrolyte resistance frequency and the battery charge transfer resistance frequency are determined again when the temperature changes.
  • the means for determining the battery electrolyte resistance frequency and the means for determining the battery charge transfer resistance frequency may each comprise a map of the charge current frequency as a function of temperature.
  • the means for determining the battery electrolyte resistance frequency and the means for determining the battery charge transfer resistance frequency may each comprise a battery impedance spectrography device.
  • FIG. 1 shows a representation of the impedance in the complex space as a function of frequency
  • FIG. 2 shows diagrammatically the impedance in the complex space as a function of frequency
  • FIG. 3 shows a representation of the impedance as a function of the phase shift
  • FIG. 4 shows a representation of the imaginary part over the cell impedance as a function of frequency
  • FIG. 5 shows the effects of a current with a frequency equal to 100 Hz on a battery cell
  • FIG. 6 shows the development of the phase shift as a function of frequency at different temperatures.
  • the method for controlling the battery charging allows an improvement in the battery charging at low temperature.
  • the principle is based on the use of impedance spectroscopy to estimate the charge current frequency to be applied.
  • An impedance spectroscopy may be performed either on board the vehicle using the method described in the prior art (Impedance Spectroscopy by Voltage-Step Chronoamperometry Using the Laplace Transform Method in a Lithium-Ion Battery, Journal of The Electrochemical Society, 147 (3) 922-929 (2000)) or in advance using an impedance measurement.
  • the impedance spectroscopy consists of varying the battery charge current frequency while measuring the impedance of said battery. This gives a variation in battery impedance as a function of frequency.
  • the impedance spectroscopy performed on board allows determination of the charging frequency.
  • the charging frequency to be used is determined and set at the time of design of the charging system, in order to improve the battery charging under particular conditions.
  • the charging frequency is determined from the impedance spectrum.
  • the charging frequency to be used is determined from the impedance spectrum.
  • FIG. 1 is a representation of the impedance in the complex space as a function of frequency.
  • FIG. 1 shows a set of points, the coordinates of which are the imaginary part and the actual part of the impedance, each point representing a different frequency of the charge current.
  • FIG. 1 also illustrates the variation in impedance of the battery cell at a temperature of 0°.
  • the first characteristic point corresponds to an impedance for which the imaginary part is zero. It is identified on FIG. 1 by the reference “Frequency 1 ” and, in the case illustrated by FIG. 1 , corresponds to a frequency of 0.9 kHz. The frequency associated with this point will be referred to below as the electrolyte resistance frequency.
  • the second characteristic point corresponds to an impedance for which the imaginary part is minimal for an actual part which is greater than the actual part of the impedance associated with the first characteristic point. It is identified on FIG. 1 by the reference “Frequency 2 ” and, in the case illustrated in FIG. 1 , corresponds to a frequency of 0.15 Hz. The frequency associated with this point will be referred to below as the charge transfer resistance frequency.
  • FIG. 2 illustrates such an impedance development diagrammatically.
  • the first minimum of the imaginary part of the impedance corresponds to the impedance associated with the electrolyte resistance frequency (i.e. R electrolyte ).
  • the last minimum before the diffusion zone corresponds to an impedance associated with the charge transfer resistance frequency RCT.
  • the impedance of the charge transfer resistance is linked by the following equation to the impedance associated with the electrolyte resistance frequency and to the impedances of the other minima (marked R 1 , R 2 and R 3 ).
  • R 1 may be considered as the resistance of the SEI (solid electrolyte interphase)
  • R 2 may be the charge transfer resistance of the positive electrode
  • R 3 may be the charge transfer resistance of the negative electrode ( FIG. 2 ). It is possible to consider there to be a greater number of RC circuits in series. Thus the charge transfer resistance frequency RCT will be the sum of these various contributions. From another aspect, the charge transfer resistance frequency RCT could be regarded as the frequency just before the diffusion phenomena, characterized by the diffusion zone more commonly known as the Warburg zone or Warburg line ( FIG. 2 ).
  • the electrolyte resistance frequency and the charge transfer resistance frequency may be determined as a function of the phase shift of the voltage at the impedance terminals relative to the current circulating between the impedance terminals.
  • FIG. 3 shows a representation of the impedance as a function of the phase shift. From such a representation, the electrolyte resistance frequency is determined as the frequency for which the phase shift is cancelled out, and the charge transfer resistance frequency as the frequency for which the derivative of the phase shift as a function of frequency is cancelled out.
  • the electrolyte resistance frequency and the charge transfer resistance frequency may be determined as a function of the contribution of the imaginary part over the cell impedance as a function of frequency.
  • FIG. 4 depicts a representation of the imaginary part over the cell impedance as a function of frequency. From this representation, the electrolyte resistance frequency is determined as the frequency for which the imaginary part is cancelled out, and the charge transfer resistance frequency as the frequency for which the derivative of the imaginary part as a function of frequency is cancelled out.
  • the method must be implemented with minimum disruption to the voltage measurement allowing determination of the impedance.
  • the impedance corresponds to the ratio of voltage over current at the terminals of the element measured.
  • the charge transfer resistance frequency is potentially usable, it has been found that this brings too great a risk of disrupting the voltage measurement.
  • the electrolyte resistance frequency has the lowest impedance modulus, but this high frequency may be difficult to control with power electronics.
  • the use of low frequencies may be harmful since power electronics requires switching at frequencies which may range from a few Hz to few kHz.
  • the use of a high frequency will not be of great benefit since, at this frequency, only the electrolyte will be used, while it is more useful to mobilize the other parts of the cell for charging, such as the active material and more particularly the surface of active materials (i.e. the double layer capacitor).
  • a current frequency is preferred which is higher that the electrolyte resistance frequency (Frequency 1 ) and lower than the charge transfer resistance frequency (Frequency 2 ).
  • FIG. 5 illustrates the effects of a current with frequency equal to 100 Hz on a battery cell.
  • FIG. 6 illustrates the development of the phase shift as a function of frequency when the temperature varies. As can be seen, irrespective of battery temperature the general form of the spectrum and the determination of the characteristic frequencies remain the same. It is also clear that the frequency of the charge current develops between 10 Hz and 300 Hz when the temperature varies from 9° C. to ⁇ 30° C.
  • the charging method also allows an improvement in the life of graphite-based Li-Ion batteries, and the performance of deeper charging. It has been found that a pulsed current allows a charging deeper by the order of 10% or more. This is reflected by a gain in autonomy of the battery.
  • the depth of charge means the ability to store a greater or lesser quantity of energy (in Ah) for the same battery cell. The greater the quantity, the deeper the charge.
  • the charging method is applicable to graphite-based Li-Ion batteries with negative electrode, but also to Li-Ion batteries based on silicone (Si), germanium (Ge), tin (Sn), titanate in the form of TiO 2 or Li 4 Ti 5 O 12 , or ternary carbonated composites based on transition metals and tin.
  • the advantages may be an improvement in life, a shorter charging time, or an increase in battery autonomy (+10% capacity).
  • the charge current may be of the slot type, triangular, sinusoidal or other. However observation of the frequency setpoint takes priority over the current form.
  • the charge current may have an offset such that it does not pass through a value of zero. It is however preferred to minimize the continuous current component.
  • the charging method allows application of a current with a periodicity in order to improve the life of the battery, to increase the depth of charge or to shorten the charging time, while using a higher mean charging power than when charging the battery with continuous current, for an identical degradation of the battery life.
  • the system for charging a motor vehicle battery comprises a means for determining the battery electrolyte resistance frequency and a means for determining the battery charge transfer resistance frequency, connected to a means for controlling the battery charge current.
  • the means for determining the battery electrolyte resistance frequency and the means for determining the battery charge transfer resistance frequency each comprise a battery impedance spectrography device or a map of frequency as a function of temperature. Alternately, the determination means may share a single spectrography device.
  • the means for controlling the battery charge current is able to control the battery charging by a current with a frequency which is higher than the battery electrolyte resistance frequency and lower than the battery charge transfer resistance frequency.
  • the charging system may also comprise a means for adjusting the charge current frequency as a function of battery temperature.
  • the adjustment means is able to control the determination means such that the battery electrolyte resistance frequency and the battery charge transfer resistance frequency are determined again when the temperature changes. The new frequencies thus determined allow determination of a new charge current frequency.
  • the charging system may also be deactivated such that the battery charger functions with a continuous charge current.
  • the charging system and method therefore allow determination of the characteristic frequencies of the battery to be charged, and determination of the charge current frequency to be used. This determination is independent of the battery used and allows the effects of temperature to be taken into account so as to improve the charge and duration of life of the battery.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • General Chemical & Material Sciences (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • Manufacturing & Machinery (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Secondary Cells (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
US14/787,364 2013-04-29 2014-04-28 Method and system for charging a motor vehicle battery according to temperature Abandoned US20160107535A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR1353914A FR3005216B1 (fr) 2013-04-29 2013-04-29 Procede et systeme de charge d'une batterie de vehicule automobile en fonction de la temperature
FR1353914 2013-04-29
PCT/FR2014/051014 WO2014177799A1 (fr) 2013-04-29 2014-04-28 Procede et systeme de charge d'une batterie de vehicule automobile en fonction de la temperature

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
PCT/FR2014/051014 A-371-Of-International WO2014177799A1 (fr) 2013-04-29 2014-04-28 Procede et systeme de charge d'une batterie de vehicule automobile en fonction de la temperature

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US15/867,271 Continuation US10023067B2 (en) 2013-04-29 2018-01-10 Method and system for charging a motor vehicle battery according to temperature

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US20160107535A1 true US20160107535A1 (en) 2016-04-21

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US14/787,364 Abandoned US20160107535A1 (en) 2013-04-29 2014-04-28 Method and system for charging a motor vehicle battery according to temperature
US15/867,271 Active US10023067B2 (en) 2013-04-29 2018-01-10 Method and system for charging a motor vehicle battery according to temperature

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US (2) US20160107535A1 (fr)
EP (1) EP2992584B1 (fr)
JP (1) JP6356226B2 (fr)
KR (1) KR102056644B1 (fr)
CN (1) CN105308823B (fr)
FR (1) FR3005216B1 (fr)
WO (1) WO2014177799A1 (fr)

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US20220407338A1 (en) * 2021-06-17 2022-12-22 Contemporary Amperex Technology Co., Limited Charging control method and apparatus, battery management system and readable storage medium
JP2024521716A (ja) * 2021-05-20 2024-06-04 イオントラ インコーポレイテッド バッテリパック充電平衡化のためのシステムおよび方法
US12092681B2 (en) 2020-12-28 2024-09-17 Lg Energy Solution, Ltd. Battery management apparatus and method
US20240359596A1 (en) * 2023-04-26 2024-10-31 GM Global Technology Operations LLC System for heating a lithium-ion battery using alternating current and a vehicle having the same
US12134337B2 (en) 2020-08-27 2024-11-05 Ningbo Geely Automobile Research & Dev. Co., Ltd. Power supply system capable of switching between a charging mode and a power supply mode for an electric vehicle drivetrain

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EP3893316A1 (fr) * 2020-04-08 2021-10-13 ABB Schweiz AG Estimation d'état d'une batterie à l'aide d'un convertisseur de puissance
WO2021212002A1 (fr) * 2020-04-17 2021-10-21 Iontra LLC Systèmes et procédés de charge de batterie
KR102562103B1 (ko) * 2020-11-27 2023-08-02 (주)엘탑 재사용 배터리 진단 장치 및 방법
WO2022231062A1 (fr) * 2021-04-26 2022-11-03 국민대학교 산학협력단 Procédé de charge de batterie et dispositif de charge de batterie
WO2023095263A1 (fr) * 2021-11-25 2023-06-01 株式会社 東芝 Procédé de diagnostic de batterie, dispositif de diagnostic de batterie, système de gestion de batterie et programme de diagnostic de batterie

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KR102056644B1 (ko) 2019-12-17
CN105308823B (zh) 2019-04-02
FR3005216B1 (fr) 2015-04-10
EP2992584B1 (fr) 2017-12-20
EP2992584A1 (fr) 2016-03-09
FR3005216A1 (fr) 2014-10-31
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WO2014177799A1 (fr) 2014-11-06

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