• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for controlling the temperature of a battery of a vehicle by means of a tempering device for cooling and / or warming the battery to bring the temperature of the battery in the range of a defined target temperature (Tz) or to keep at the defined target temperature (Tz). In order to temper the battery in the simplest possible way it is provided that the temperature of the battery is based on at least one predictive information of the battery or the vehicle.
    公开号:AT519890A1
    申请号:T50342/2017
    申请日:2017-04-26
    公开日:2018-11-15
    发明作者:Ing Theo Volck Dipl；Alexander Harrich Dr；Dipl Ing Fabian Luttenberger Msc；Dr Bernhard Brunnsteiner Mmag；Ing Bernhard Dunkl Dipl；Ing Daniele Suzzi Dr
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a method for tempering a battery of a vehicle by means of a tempering device for cooling and / or heating the battery in order to bring the temperature of the battery into the range of a defined target temperature or to keep it at the defined target temperature.
    A heating device or a
    Understanding cooling device or a device that enables both cooling and heating.
    Batteries, especially high-voltage batteries for driving vehicles, such as Li-ion batteries, have a certain permissible temperature range for optimal operation. It is known to preheat batteries in (partially) electric vehicles, similar to a parking heater, at a standstill at the charging station, in order to enable rapid power availability at low outside temperatures. US 2016 229 411 A1 describes an energy storage system for a hybrid vehicle, the temperature of the battery being raised by means of a battery heating device during a charging process. US Pat. No. 8,948,952 B2 or US 2010 140 246 A1 also describes a hybrid vehicle with a battery which can be charged from the outside, the battery being able to be heated if necessary. In US 7 413 827 B2 the vehicle battery is heated with heating devices depending on the temperature of the battery and the ambient temperature.
    The problem of derating also arises when the battery temperature is too high. Especially at high outside temperatures, the battery heats up very much and cannot provide its full performance without premature cooling. An increased cooling requirement also arises with high performance requirements while driving and also when the battery is being charged quickly. It is known to provide additional cooling power for the battery externally. In particular, it is known to cool the battery through the charging station during charging. JP 2011 259 672 A2 discloses a method for charging a battery of a vehicle, the battery being cooled by means of a cooling fan during the charging process.
    / 16
    The cooling or heating of the battery usually takes place exclusively on the basis of the current operating state of the battery. This means that the full power of the battery is only available with a time delay when the battery is at the optimum operating range. Rapid temperature control of the battery can usually only be achieved by suitably large dimensions of the heating or Cooling system take place, which however has a disadvantageous effect on the cost and the necessary construction volume and thus on the power density of the battery.
    This results in a need to cool or heat the battery in a wide variety of operating states in order to keep it within the permissible temperature range.
    The object of the invention is to avoid these disadvantages and to temper the battery in the simplest possible way.
    This object is achieved according to the invention in that the temperature of the battery is based on at least one predictive piece of information from the battery or the vehicle.
    Temperature control of the battery - in particular a high-voltage battery for driving at least one electric drive motor of the vehicle - is understood here to mean a measure which actively supplies heat to the battery. Temperature control of the battery is also understood here to mean a measure which actively extracts heat from the battery.
    It is preferably provided that for the predictive information for at least one defined target time in the future, an operating mode of the vehicle and / or the battery and the heat release and / or temperature of the battery to be expected in this operating mode is determined. The expected heat release and / or temperature of the battery can be simulated or determined, for example, using a thermal model of the battery on the basis of physical laws and / or empirical information. Algorithms can expediently be used here.
    Operating modes of the vehicle are, for example, maximum speed trips, full load trips, partial load trips, mountain trips, valley trips, stop and go operation, / 16
    City trips or the like. Operating modes of the battery are, for example, discharging processes or charging processes.
    It is particularly advantageous if, based on the heat release to be expected and / or the temperature of the battery on the one hand and a known cooling or heating capacity of the temperature control device on the other hand, a start of temperature control before the target point in time for initiating the temperature control is determined.
    The predictive information thus flows into the heating / cooling strategy of the battery. In particular, the start of tempering is determined on the basis of the predictive information. The start of temperature control is the point in time at which the temperature control measure is activated or increased. The start of temperature control is selected so that between the start of temperature control and the target time, sufficient heat can be supplied to the battery or can be dissipated from the battery in order to reach the target target temperature at the target time.
    The battery is preferably preheated before the defined target time such that at the defined target time the actual temperature of the battery corresponds at most to the defined target temperature. The defined target temperature is advantageously within the permissible temperature range, preferably also within the optimal temperature range of the battery. Due to the thermal inertia of the battery cells, the defined target temperature can also be above the optimal temperature range of the battery, thereby permitting the optimum temperature range to be exceeded at the target time for a short time, for example, to complete the charging process within a predetermined electrical charging break of the vehicle.
    In addition to internal factors such as the state of charge and / or the temperature of the battery, the operation of the battery or the vehicle at a future target time may also depend on external performance requirements such as the course of the road, traffic conditions or weather conditions, ambient temperature, etc. A further development of the present invention therefore provides that the operating mode is determined as a function of at least one environmental parameter, preferably at least one environmental parameter having topographic and / or meteorological information and / or traffic information. Today's connectivity services for vehicles - coupled with navigation systems, / 16 topographical data and locations of charging stations - provide the necessary predictive information to predict the operation of the vehicle or the battery at a defined target time.
    The invention is explained in more detail below on the basis of the exemplary embodiments illustrated in the non-limiting figures. Show in it
    Fig. 1 shows the time course of the state of charge of the battery and temperature of the battery during a charging process when using the inventive method and
    2 shows a comparison of the method according to the invention with the prior art.
    1 shows an example of a load case for an electric vehicle using the method according to the invention. The state of charge SOC of the battery of the vehicle, the temperature T of the battery (cell temperature) and the cooling requirement CD of the battery are plotted against time t before, during and after a battery charging process. Driving phases D are shown before and after the charging phase C of the battery. ATopt is the optimal temperature range in which full battery power is expected. ATzul is the permissible temperature range of the battery in which charging or discharging of the battery is permitted. In order to enable a short charging phase C for the battery to be charged as fully as possible, a target temperature Tz of the battery is defined at a target time tz assigned to the charging end tC2 of the charging phase C.
    For example, the electric vehicle travels on a freeway and on average requires approximately 40% of the maximum cooling capacity CDmax of the battery to keep it in the optimal temperature window. Based on the stored navigation data and the current state of charge SOC, the control unit of the vehicle can calculate an available remaining time or remaining driving distance. The vehicle's navigation system then outputs information to the driver to go to the next known charging station, whereby recommendations for charging stations can be made according to certain criteria - such as accessibility, availability, suitability, utilization, etc. If the driver follows the recommendation, the target temperature Tz of the battery is determined at the target time tz, the target time tz resulting from the expected start of charging toi and the predicted charging time AtC. Depending on the available / 16
    Cooling capacity of the temperature control device of the battery, the current temperature T of the battery and the target temperature Tz of the battery at the target time tz or the end of charging tC2, the control unit of the vehicle determines the time at which the temperature control begins to initiate the temperature control and the temperature control at the time to is switched on or off increased to a maximum. Between the start of temperature control to and the start of charging tci, a predictive temperature control PT - in the present case predictive cooling - is carried out and the temperature T of the battery is thus reduced to a value Tmin that is below the optimal temperature range ATopt with the cooling capacity still available. It is thereby achieved that a certain target temperature Tz is reached or not exceeded despite the heating of the battery by the charging process at the end of charging tc2. This target temperature Tz is chosen such that, despite a cooling capacity that is not sufficient for complete heat dissipation during the (rapid) charging process, the maximum cell temperature Tmax is only reached after the charging process C has been completed.
    2 shows the method according to the invention and a method according to the prior art during a charging process of the battery, temperature T and state of charge SOC of the battery, cooling power CD, charging power PC of the battery and driving distance s being plotted over time t. The time profiles for the method according to the invention are shown in solid lines and in dashed lines for the prior art. It can clearly be seen that with the method according to the invention a charging time Atc which is significantly reduced compared to the prior art can be achieved.
    The advantages of the method according to the invention are a time saving during charging of, for example, 10 to 20 minutes, since the charging power does not have to be throttled, on the other hand, the cooling system can be designed with a lower maximum power, which brings cost and weight advantages and reduces the required space.
    However, the method according to the invention can be used not only to shorten the charging times in the case of rapid charging processes of the battery, but also for other modes of operation of the vehicle or the battery, for example when higher performance requirements / 16 are predicted by the available topography data. Thus, the cooling system of the battery can also be influenced accordingly, for example before longer mountain trips or before high-speed trips, in order to pre-cool the temperature of the battery even before the actual increase in performance begins.
    The advantages of the method according to the invention are, on the one hand, a saving of time in charging, for example 10 to 20 minutes, since the charging power does not have to be reduced. This makes it possible to shorten travel times and downtimes for electrically powered vehicles. On the other hand, the cooling system can be designed with a lower maximum output, which brings cost and weight advantages and reduces the required space. Furthermore, the performance of the battery can be increased in certain operating states.
    权利要求:
    Claims (9)
    [1]
    P A T E N T A N S P R Ü C H E
    1. A method for tempering a battery of a vehicle by means of a tempering device for cooling and / or warming up the battery in order to bring the temperature of the battery into the range of a defined target temperature (Tz) or to keep it at the defined target temperature (Tz) that the temperature of the battery is based on at least predictive information from the battery or the vehicle.
    [2]
    2. The method according to claim 1, characterized in that for the predictive information for at least one future target time (tz) lying in the future, an operating mode of the vehicle and / or the battery and the heat release and / or temperature to be expected in this operating mode ( T) the battery is determined.
    [3]
    3. The method according to claim 2, characterized in that the expected heat release and / or temperature (T) of the battery is simulated or determined by means of a thermal model of the battery on the basis of physical laws and / or empirical information.
    [4]
    4. The method according to claim 2 or 3, characterized in that on the one hand on the basis of the expected heat release to be expected and / or the temperature (T) of the battery and a known cooling or heating capacity of the temperature control device a before the target time (tz) lying tempering start (tü) is determined to initiate the tempering.
    [5]
    5. The method according to any one of claims 2 to 4, characterized in that the battery is preheated before the defined target time (tz) so that at the defined target time (tz) the actual temperature (T) of the battery is at most the defined target temperature ( Tz) corresponds.
    [6]
    6. The method according to any one of claims 2 to 5, characterized in that the operating mode is determined as a function of at least one operating parameter of the battery and / or the vehicle.
    8/16
    [7]
    7. The method according to claim 6, characterized in that at least one operating parameter information about the current or future operating state of the battery - preferably the state of charge (SOC) of the battery and / or the temperature (T) of the battery - and / or the current or future Operating mode of the vehicle.
    [8]
    8. The method according to any one of claims 2 to 7, characterized in that the operating mode is determined as a function of at least one environmental parameter.
    [9]
    9. The method according to claim 8, characterized in that at least one environmental parameter has topographic and / or meteorological information and / or traffic information.
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    同族专利:
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    引用文献:
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    DE102012001820A1|2011-02-04|2012-08-09|GM Global Technology Operations LLC |METHOD FOR CONTROLLING A CHARGING CONDITION OF A VEHICLE BATTERY|
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    DE102015115072A1|2014-09-17|2016-03-17|GM Global Technology Operations LLC |SYSTEMS AND METHOD FOR ESTIMATING THE TEMPERATURE OF A BATTERY SYSTEM|
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    US10279684B2|2008-12-08|2019-05-07|Ford Global Technologies, Llc|System and method for controlling heating in a hybrid vehicle using a power source external to the hybrid vehicle|
    JP5696377B2|2010-06-11|2015-04-08|トヨタ自動車株式会社|VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50342/2017A|AT519890B1|2017-04-26|2017-04-26|METHOD FOR TEMPERING A BATTERY OF A VEHICLE|ATA50342/2017A| AT519890B1|2017-04-26|2017-04-26|METHOD FOR TEMPERING A BATTERY OF A VEHICLE|
    DE102018206256.0A| DE102018206256A1|2017-04-26|2018-04-24|METHOD FOR TEMPERING A BATTERY OF A VEHICLE|
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