• 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:
    A device (DC) controls the temperature of a battery (B1) delivering a variable electrical power to supply at least one electrical equipment (EQ) of a vehicle (V) comprising an air conditioning circuit (CC) exchanging calories with this battery (B1) via a valve (VC), depending on commands. This device (DC) comprises control means (MC) arranged to determine a gradient of the electric power delivered by the battery (B1) in a selected period, then to determine a duration of taking into account as a function of the determined gradient, then to determine a representative value of electrical powers that has just been delivered by the battery (B1) during this determined period of taking into account, then to determine each command according to a last measurement of the temperature of the battery (B1) and of this determined value.
    公开号:FR3057998A1
    申请号:FR1660321
    申请日:2016-10-25
    公开日:2018-04-27
    发明作者:Sebastien Laurent；Cyril Bykoff；Stephane Guichard
    申请人:Peugeot Citroen Automobiles SA；
    IPC主号:
    专利说明:

    Holder (s): PEUGEOT CITROEN AUTOMOBILES SA Société anonyme.
    Extension request (s)
    Agent (s): PEUGEOT CITROEN AUTOMOBILES SA Public limited company.
    DEVICE AND METHOD FOR CONTROLLING THE TEMPERATURE OF A BATTERY AS A FUNCTION OF THE GRADIENT OF THE ELECTRIC POWER SUPPLIED.
    FR 3 057 998 - A1
    A device (DC) controls the temperature of a battery (B1) delivering variable electrical power to supply at least one electrical equipment (EQ) of a vehicle (V) comprising an air conditioning circuit (CC) exchanging calories with this battery (B1) via a valve (VC), depending on commands. This device (DC) comprises control means (MC) arranged to determine a gradient of the electric power delivered by the battery (B1) in a chosen period, then to determine a duration of taking into account as a function of the determined gradient, then to determine a value representative of the electrical powers which have just been delivered by the battery (B1) during this determined time taken into account, then to determine each command as a function of a last measurement of the temperature of the battery (B1) and of this determined value.
    i
    DEVICE AND METHOD FOR CONTROLLING THE TEMPERATURE OF A BATTERY AS A FUNCTION OF THE GRADIENT OF THE ISSUED ELECTRICAL POWER
    The invention relates to the field of batteries, possibly of the multicellular type, which are fitted to certain vehicles, and more precisely the temperature control of such batteries.
    As those skilled in the art are aware, certain vehicle batteries need to be checked almost permanently so that their life and performance can be optimized. This control relates not only to the voltages at their terminals, but also to their internal temperature, as described in patent document FR 2974922. This is particularly the case, although not limited to, batteries with electrochemical cells, such as for example those lithium-ion (or Li-ion) type.
    In order to allow the temperature control of these batteries, and more precisely the maintenance of their temperature within a predefined range, they generally include a housing coupled to an air conditioning circuit in which a fluid (liquid or gaseous) circulates and the operation of which East
    0 controlled by at least one command. It will be understood that this fluid is used either to capture the calories produced by the battery when it delivers a high electrical power following a strong current demand by at least one electrical equipment of the vehicle (such as for example an electric drive machine of the powertrain ( or GMP)), or to transfer calories to the battery when it needs to be reheated.
    Initially, each command of the air conditioning circuit was determined by control means of a control device on board the vehicle, possibly in a computer, according to the last measurement of the temperature of the battery and the last value of the
    0 electrical power delivered by the battery.
    This method of determining each command had a significant drawback in certain situations, in particular when large current calls were made continuously by electrical equipment on board the vehicle. Indeed, in these situations the average (internal) temperature of the battery increases progressively, more slowly than the evolution of the electric power delivered, and therefore it frequently happens that the temperature measurement used at a given instant does not correspond to the electrical power which is delivered by the battery at this given time due to a delay in the temperature revolution level.
    In order to improve the situation, it has been proposed that the control means determine each command periodically, for example every 120 seconds, using as the electric power value an average of all the electric powers having been delivered by the battery during the last period. However, it frequently happens that each command determined at the end of a period is no longer in line with the real need for cooling or heating current of the battery due to the averaging of the electrical powers delivered over the past period. It will be understood that this averaging does not make it possible to know at the instant considered if one is in a phase where the demand for electric power is increasing (which risks
    0 to induce an increase in temperature) or in a phase where the demand for electrical power is decreasing (which may induce a decrease in temperature).
    To improve the situation, we could use a value representative of a sliding average of the electric powers, calculated continuously over the last N seconds. However, this solution has two drawbacks. Indeed, it requires a memorization of a large number of electrical power measurements, which is difficult, if not impossible, to be carried out by means of the current computers of certain vehicles, notably automobiles. In addition, that we are in a request phase for
    0 increasing electrical power or in a phase of decreasing electrical power demand, the determined commands will be the same for the same tempretaur measurement, which does not make it possible to adapt the reactivity of the cooling as a function of the actual electrical power demand requested from battery.
    The invention therefore aims in particular to improve the situation.
    It proposes in particular for this purpose a device, on the one hand, intended to control the temperature of a battery delivering variable electrical power 5 to supply at least one electrical equipment of a vehicle which comprises an air conditioning circuit exchanging calories with this battery via a valve, as a function of commands, and, on the other hand, comprising control means arranged to determine each command as a function of a last measurement of the temperature of the battery and of a value which is representative electrical powers (instantaneous) just delivered by the battery.
    This device is characterized by the fact that its control means are arranged to determine a gradient of the electric power delivered by the battery in a chosen period, then to determine a duration of taking into account as a function of this determined gradient, then to determine the value from electrical powers (instantaneous - that is to say all or only some) delivered by the battery during the determined taking into account.
    This use of different consideration times depending on the
    0 gradient of the electric power advantageously makes it possible to adapt the reactivity of the pump of the air conditioning circuit and of the valve, and therefore the air conditioning of the battery, according to the real need for electric power requested from the battery, which allows take into account the inertia of temperature revolution.
    The device according to the invention may include other characteristics which can be taken separately or in combination, and in particular:
    its control means can be arranged to determine either a first predefined duration of taking into account when the determined gradient is positive, or a second duration of taking into account
    0 predefined, different from the first time taken into account, when the determined gradient is negative;
    > its means of control can be arranged to use a first duration of taking into account which is strictly less than the second duration of taking into account;
    • its control means can be arranged to use a first duration of consideration which is between one second and several minutes;
    • its control means can be arranged to use a second duration of consideration which is between a few seconds and ten minutes;
    its control means can be arranged to determine each command as a function of a table establishing a correspondence between, on the one hand, couples each comprising a measurement of the temperature of the battery and a value representative of the electrical powers delivered by the battery , and, on the other hand, controls of the air conditioning circuit and of the valve which controls the flow rate of the battery coolant.
    The invention also proposes a computer, on the one hand, intended to equip a vehicle comprising a battery delivering variable electrical power to supply at least one on-board electrical equipment and an air conditioning circuit exchanging calories with this battery via a valve, in control function, and, on the other hand, comprising a control device of the type presented above.
    The invention also provides a vehicle, possibly of the automobile type, and comprising a battery delivering variable electrical power to supply at least one on-board electrical equipment, an air conditioning circuit exchanging calories with this battery via a valve, according to commands, and a computer of the type presented above or a control device of the type presented above.
    Such a vehicle can, for example, comprise a powertrain (or GMP) comprising at least one piece of electrical equipment arranged in the form of an electric drive machine. In this case, the GMP can be of the all-electric or hybrid type.
    The invention also proposes a method, on the one hand, intended to allow the temperature control of a battery delivering variable electrical power to supply at least one electrical equipment of a vehicle comprising an air conditioning circuit exchanging calories with this battery via a valve, as a function of commands, and, on the other hand, comprising a step in which each command is determined as a function of a last measurement of the temperature of the battery and of a value representative of electrical powers coming to be delivered by the battery.
    This process is characterized in that in its step, a gradient of the electric power delivered by the battery is determined in a chosen period, then a duration of taking into account is determined as a function of this determined gradient, then the value is determined. aforementioned from the electrical powers delivered by the battery during this determined taking into account.
    Other characteristics and advantages of the invention will appear on examining the detailed description below, and the attached drawings, in which:
    - Figure 1 schematically and functionally illustrates an example of a vehicle comprising a hybrid GMP and a battery coupled to an air conditioning circuit controlled by an example of a control device according to
    0 the invention and electrical equipment, and
    - Figure 2 schematically illustrates in a time evolution diagram of an example of real electric power (c1) of a hybrid vehicle, of an example of electric power (c2) determined from c1 as a function the duration of consideration, and an example of average electrical power (c3), here averaged over 120 s.
    The object of the invention is in particular to propose a DC control device, and an associated control method, intended to control within a vehicle V the temperature of a battery B1 responsible for delivering variable electric power to supply at least an equipment
    0 on-board electric EQ.
    In what follows, it is considered by way of nonlimiting example that the battery B1 is part of a vehicle of the automobile type, such as for example a car. However, the invention is not limited to this type of vehicle. It concerns in fact any type of land or sea (or river) vehicle.
    Furthermore, it is considered in what follows, by way of nonlimiting example, that the vehicle comprises a powertrain (or GMP) of the hybrid type. But its GMP could be of the all-electric type, for example.
    The invention relates in particular to vehicle batteries which can be subject to large temperature variations due to significant variations in the electrical power required by one or more on-board electrical equipment. This is particularly the case for batteries in GMP vehicles of the hybrid or all-electric type.
    Schematically shown in Figure 1 a vehicle V comprising a hybrid transmission chain (here parallel by way of example), and a DC control device according to the invention.
    The transmission chain (here parallel hybrid) comprises a hybrid powertrain (or GMP) whose operation is supervised (or managed) by a supervision computer not shown, a first coupling member OC, a gearbox BV, and a any MCD coupling / decoupling means.
    The GMP (here hybrid) includes in particular an MT heat engine, an electric motor EQ, and a battery B1.
    0 Here, the term “MV heat engine” means an engine consuming fuel or chemicals.
    The MT heat engine includes a crankshaft (not shown) which is fixedly secured to an engine shaft in order to drive the latter in rotation.
    The BV gearbox is, for example, manual. It comprises at least one input shaft (or primary) intended to receive the torque produced by the heat engine MT via the coupling member OC, and an output shaft intended to receive this torque via the input shaft in order to communicate it to a transmission shaft to which it is coupled and which is indirectly coupled
    0 to the wheels (here from the front axle TV of vehicle V), preferably via a front differential DV.
    For example, the coupling member OC is a clutch comprising a flywheel fixedly attached to the engine shaft and a clutch disc fixedly attached to the input shaft of the gearbox BV.
    The electric drive machine EQ is intended to provide torque to move the vehicle V, either alone or in addition to the heat engine MT. To this end, the electric drive machine EQ is coupled to the battery B1, possibly via an inverter (not shown). For example, the battery B1 is of the low voltage type (for example and without limitation approximately 220 V or 100 V).
    By way of nonlimiting example, the battery B1 can be of the multicell type. In this case, it includes a box containing cells for storing electrical energy, for example of the lithium-ion (or Li-ion) or Ni-Mh or lead type.
    This box is coupled to an air conditioning circuit CC in which a fluid (liquid or gaseous) circulates intended to exchange calories with the battery B1, and the operation of which is controlled by at least one command determined by the DC control device according to the invention, to which we will return later. For example, this air conditioning circuit CC includes first and second sub-circuits.
    The first sub-circuit is coupled to the battery case B1 and includes a heat exchanger EC and an electric pump PE charged
    0 to circulate the heat exchange fluid in the housing and in the EC heat exchanger.
    The calorie exchange fluid is used either to capture the calories produced by the battery B1 when it delivers a high electrical power following a strong current demand by at least one electrical equipment of the vehicle V, or to transfer calories to the B1 battery when it needs to be reheated.
    The second sub-circuit is coupled to the heat exchanger EC and comprises, for example and in particular, an EV evaporator and a CMP compressor, for example with variable displacement or with clutch, and responsible for supplying
    0 the EC heat exchanger and the EV evaporator with another heat transfer fluid.
    It will be noted that the air conditioning circuit CC is at least arranged so as to cool the battery B1, and that it can also be and possibly arranged so as to heat the battery B1 if necessary.
    It should also be noted that there is a valve VC between the outlet of the air conditioning circuit CC and the battery B1. This valve VC is responsible for controlling the flow rate of the cooling fluid which supplies the battery B1. Its operation is controlled by a command determined by the DC control device.
    Furthermore, the battery B1 is equipped with a temperature sensor CT responsible for measuring its internal temperature in at least one chosen location, io and with a power sensor CP responsible for measuring the instantaneous electric power eg that it delivers ( output) to supply at least one on-board electrical equipment, and in particular, here, the electric drive machine EO.
    The possible MCD coupling / decoupling means can be responsible for coupling / decoupling the electric motor EO to a / from a drive shaft in order to communicate the torque that it produces thanks to the energy stored in the battery B1 . This drive shaft is responsible for rotating the wheels of a train. This possible means of coupling / decoupling
    MCD is for example a clutch mechanism or a clutch.
    0 It will be noted that in the embodiment illustrated without limitation in FIG. 1, the coupling / decoupling means MCD is responsible for coupling / decoupling the electric drive machine EO to a / of a transmission shaft which is different from that to which the heat engine MT is coupled (via the OC coupling member). This coupling / decoupling is done here on the rear axle TR of the vehicle V, via a rear differential DR, by way of illustrative example. But in a variant embodiment not illustrated, the coupling / decoupling means MCD could be responsible for coupling / decoupling the electric drive machine EO to / from the transmission shaft to which the thermal engine MT is coupled (via the
    0 OC coupling), downstream of the gearbox BV.
    The transmission chain also includes an electric machine AD (starter or alternator-starter) which is coupled to the thermal engine MT, in particular to start it during a start. This electric machine AD can be coupled to a service battery B2, for example of the very low voltage type (for example 12 V, 24 V or 48V), as illustrated without limitation in FIG. 1. But as a variant, this electric machine AD could be coupled to battery B1.
    It is also possible to provide a CV converter of the DC / DC type between the battery B1 and the service battery B2, so as to supply the on-board network RB of the vehicle V if the electric machine AD operates at 220 V.
    As illustrated without limitation in FIG. 1, a DC control device according to the invention mainly comprises control means MC.
    It will be noted that in the nonlimiting example illustrated in FIG. 1, the DC control device is part of a CA computer. The latter (CA) may be dedicated to controlling the temperature of the battery B1 or else be dedicated to several functions (thus, it could be the GMP supervision computer or the on-board computer). However, the DC control device could be equipment possibly including a computer. Consequently, the DC control device can be produced in the form of software modules (or computer modules or even "software"), or else a
    0 combination of electronic circuits (or "hardware") and software modules.
    The control means MC are arranged to determine each command of the air conditioning circuit CC as a function of the last measurement of the temperature of the battery B1 (delivered by the temperature sensor
    CT) and a value v PE which is representative of instantaneous electrical powers (all or only some) which have just been delivered by the battery B1 (and measured by the power sensor CP).
    To do this, the control means MC are arranged to determine a gradient g PE of the electric power which is delivered by the
    0 battery B1 in a chosen period, then to determine a duration of taking into account df as a function of this determined gradient g PE , then to determine the value v PE from electrical powers (instantaneous) which are delivered by the battery B1 for the duration of taking into account df déterminéeο determined. It will be understood that this value v PE is used with the last measurement of the temperature of the battery B1 to determine each command of the air conditioning circuit CC.
    The chosen period is equal to an integer multiple of the time interval (or no measurements) between two successive measurements made by the power sensor CP. For example, it can be between 100 ms and 1 s.
    When the chosen period is equal to t2 -11, the gradient g PE is equal to [e (t2) - pe (t1)] / [t2 - t1], or pe (t2) is the instantaneous electrical power îo measured at l 'instant t2 and pe (t1) is the instantaneous electric power measured at instant t1.
    Thanks to this use of different durations of taking into account df according to the gradient of the electrical power g PE , it is now possible to adapt the reactivity of the PE pump and of the VC valve, and therefore the air conditioning of the battery B1 ( and in particular its cooling) as a function of the real need for electrical power which is requested from the battery B1 (in particular by the electric drive machine EQ). This advantageously makes it possible to take into account the inertia of the temperature change and therefore to significantly reduce the time difference between
    0 the moment when the air conditioning system actuators must be operated
    DC and when we actually need to cool (or heat) the B1 battery. In addition, it allows the B1 battery to operate in its optimal temperature zone, which increases its performance and its lifespan.
    For example, the value v PE can be determined as a function of the electrical powers (instantaneous) pe which are delivered by the battery B1 during the duration of taking into account df determined and which correspond to the gradient g PE determined.
    For example, the control means MC can be arranged to
    0 determine each command of an actuator of the air conditioning circuit CC as a function of a table which establishes a correspondence between, on the one hand, couples each comprising a temperature measurement of the battery B1 and a value v PE representative of powers electrics supplied by the battery B1, and, on the other hand, commands from the air conditioning circuit CC and the valve VC. This correspondence table (or mapping) is for example stored in a memory (possibly software) of the control device DC, and possibly forming part of the control means MC.
    It will be noted that the air conditioning circuit CC can be controlled by one or more actuators each controlled by a command to be determined by the control means MC. For example, a first command can be intended for the actuator of the PE electric pump, and a second command can be intended for the actuator of the heat exchanger EC. Likewise, the valve VC is controlled by an actuator controlled by a command to be determined by the control means MC.
    When using N commands (with N> 2), it is possible to provide either a single table (or cartography) establishing a correspondence between, on the one hand, couples each comprising a temperature measurement of the i5 battery B1 and a value v PE representative of the electrical powers delivered by the battery B1, and, on the other hand, muliplets of N commands of the air conditioning circuit CC, ie N sub-tables (or maps) each establishing a correspondence between, on the one hand , couples each comprising a temperature measurement of the battery B1 and a
    0 value v PE representative of electrical powers delivered by the battery
    B1, and, on the other hand, controls of one of the N actuators of the air conditioning circuit CC.
    The table (or mapping) can be determined on a test bench in the laboratory, or during a test campaign on the road or test track. Furthermore, the table is a function at least of the arrangement of the battery B1 and of the arrangement of the air conditioning circuit CC of the vehicle V in question, as well as possibly of the environment of the battery B1.
    In a particular embodiment, the control means MC can be arranged to determine either a first duration of taking into account.
    0 predefined df1 count when the determined gradient g PE is positive (i.e. g PE >
    0), or a second duration of taking into account df2 predefined when the determined gradient g PE is negative (ie g PE <0). In other words, in this option the control means MC only take into consideration the current sign of the determined gradient pe, in order to determine whether there is an increase in the electric power delivered (gpE> 0 ) or a reduction in the electrical power delivered (gpE <0).
    In the presence of the option described above, the control means MC can be arranged to use a first duration of taking into account df 1 (associated with çpe> 0), strictly less than the second duration of taking into account df2 ( associated with çpe <0), i.e. df 1 <df2. It is thus considered that an increase in the electric power delivered will induce an increase in the internal temperature of the battery B1 to which it is immediately necessary to oppose by anticipatory cooling. On the other hand, a reduction in the electric power delivered does not risk inducing an increase in the internal temperature of the battery B1, even if a small increase remains possible due to the inertia, and therefore the need for cooling of the battery. is less.
    For example, the control means MC can be arranged to use a first duration of taking into account df1 of between one second and several minutes.
    Also for example, the control means MC can be arranged to use a second duration of taking into account df2 included
    0 between a few seconds and ten minutes.
    FIG. 2 schematically illustrates a diagram of temporal evolution of an example of real electric power c1 of a hybrid vehicle, of an example of electric power c2 resulting from the choice of duration of taking into account made from c1 by a DC control device (with df1 = 50 s, df2 = 100 s and period (or no measurements) equal to 100 ms), and an example of electrical power c3 resulting from an average carried out on c1 over periods of 120 s by a control device of the prior art.
    This example shows the significantly higher reactivity resulting
    0 of the action of the DC control device compared to that obtained with a control device of the prior art. This is more particularly noticeable during a phase of low demand for electric power between the times t1 = 230 and t2 = 280 because c2 corresponds fairly well to c1 (after the choice of duration of taking into account) while the average of c3 remains too large, and during a phase of average demand for electrical power after time t3 = 410 because c2 corresponds fairly well to c1 (after the choice of time taken into account) while the average of c3 remains too low .
    It is important to note that the invention can also be considered from the point of view of a control method, which can in particular be implemented by means of a DC control device of the type of that presented above. The functionalities offered by the implementation of the method according to the invention being identical to those offered by the DC control device presented above, only the combination of main functionalities offered by the method is presented below.
    This control process includes a step in which:
    - a gradient of the electric power delivered by the battery 15 B1 is determined in a chosen period, then
    - a duration of taking into account is determined as a function of this determined gradient, then
    - a value representative of electrical powers (all or some) which have just been delivered by the battery B1 is determined during this determined taking into account, then
    - each command is determined based on a last measurement of the temperature of the battery B1 and of this determined value.
    权利要求:
    Claims (9)
    [1]
    1. Device (DC) for controlling the temperature of a battery (B1)
    5 delivering variable electrical power to supply at least one electrical equipment (EQ) of a vehicle (V) comprising an air conditioning circuit (CC) exchanging calories with said battery (B1) via a valve (VC), depending on commands, said device (DC) comprising control means (MC) arranged to determine each command as a function of a last measurement of said temperature of the battery (B1) and of a value representative of electrical powers having just been delivered by said battery (B1), characterized in that said control means (MC) are arranged to determine a gradient of said electric power delivered by said battery (B1) in a chosen period, then for
    15 determining a duration of taking into account as a function of said determined gradient, and then for determining said value from electrical powers delivered by said battery (B1) during said determined taking into account duration.
    [2]
    2. Device according to claim 1, characterized in that said
    2 0 control means (MC) are arranged to determine either a first predefined duration of taking into account when said determined gradient is positive, or a second predefined duration of taking into account, different from said first duration of taking into account, when said determined gradient is negative.
    25 3. Device according to claim 2, characterized in that said control means (MC) are arranged to use a first duration of taking into account strictly less than said second duration of taking into account.
    4. Device according to claim 3, characterized in that said
    [3]
    3 0 control means (MC) are arranged to use a first time taken into account between one second and several minutes.
    [4]
    5. Device according to one of claims 3 and 4, characterized in that said control means (MC) are arranged to use a second time taken into account between a few seconds and ten minutes.
    [5]
    6. Device according to one of claims 1 to 5, characterized in that said control means (MC) are arranged to determine each
    5 control as a function of a table establishing a correspondence between, on the one hand, couples each comprising a temperature measurement of said battery (B1) and a value representative of the electrical powers delivered by said battery (B1), and, d on the other hand, commands from said air conditioning circuit (CC).
    îo
    [6]
    7. Computer (CA) for a vehicle (V) comprising i) a battery (B1) delivering variable electrical power to supply at least one on-board electrical equipment (EQ) and ii) an air conditioning circuit (CC) exchanging calories with said battery (B1) via a valve (VC), according to commands, characterized in that it comprises a device for
    15 control (DC) according to one of the preceding claims.
    [7]
    8. Vehicle (V) comprising i) a battery (B1) delivering variable electrical power to supply at least one on-board electrical equipment (EQ) and ii) an air conditioning circuit (CC) exchanging calories with said battery (B1) a valve (VC), depending on commands,
    2 0 characterized in that it further comprises a computer (CA) according to claim 7 or a control device (DC) according to one of claims 1 to 6.
    [8]
    9. Vehicle according to claim 8, characterized in that it comprises a powertrain comprising at least one electrical equipment
    25 (EQ) arranged in the form of an electric motor.
    [9]
    10. Method for controlling the temperature of a battery (B1) delivering variable electrical power to supply at least one electrical equipment (EQ) of a vehicle (V) comprising an air conditioning circuit (CC) exchanging calories with said battery (B1) via a valve (VC),
    3 0 control function, said method (DC) comprising a step in which each command is determined as a function of a last measurement of said temperature of the battery (B1) and of a value representative of electrical powers having just been delivered by said battery (B1), characterized in that in said step a gradient of said electrical power delivered by said battery (B1) is determined in a chosen period, then a duration of taking into account is determined as a function of said determined gradient, then said value is determined from powers
    5 electrical delivered by said battery (B1) during said determined taking into account.
    1/1
    50 100 150 200 250 300 350 400 t (s)
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    同族专利:
    公开号 | 公开日
    WO2018078233A1|2018-05-03|
    EP3532336A1|2019-09-04|
    CN109890653A|2019-06-14|
    EP3532336B1|2020-11-25|
    FR3057998B1|2018-11-30|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP0617846A1|1991-12-21|1994-10-05|Dieter Braun|Device for improving the current output of a chargeable battery at low outside temperatures.|
    CA2313527A1|1997-12-12|1999-06-24|Hydro-Quebec|Lithium-polymer type battery and control system|
    EP2321142A1|2008-09-11|2011-05-18|Peugeot Citroën Automobiles Société Anonyme|Method for controlling a thermoregulation device for a power supply battery of an electric traction vehicle|
    US20140091772A1|2012-09-24|2014-04-03|Robert Del Core|Adaptive thermal management of an electric energy storage method and system apparatus|
    US20160185250A1|2014-12-24|2016-06-30|Toyota Jidosha Kabushiki Kaisha|Control system for hybrid vehicle|FR3097172A1|2019-06-14|2020-12-18|Psa Automobiles Sa|THERMAL MANAGEMENT PROCESS OF A BATTERY ALLOWING TO ADAPT THE THERMAL REGULATION TRIP THRESHOLD ACCORDING TO THE TRANSFERRED ELECTRICAL POWER|FR2819345B1|2001-01-05|2003-09-05|Renault|METHOD FOR CONTROLLING THE COOLING DEVICE OF AN ACCUMULATOR BATTERY AND VEHICLE FOR IMPLEMENTING IT|
    FR2973298B1|2011-04-01|2014-03-28|Peugeot Citroen Automobiles Sa|METHOD FOR THERMALLY REGULATING A HIGH VOLTAGE TENSION BATTERY OF A HYBRID VEHICLE|
    FR2974922B1|2011-05-04|2013-04-26|IFP Energies Nouvelles|OPTIMIZED METHOD FOR THE THERMAL MANAGEMENT OF AN ELECTROCHEMICAL STORAGE SYSTEM|
    US20120321928A1|2011-06-16|2012-12-20|Coda Automotive, Inc.|Mechanism to reduce thermal gradients in battery systems|
    US20150032318A1|2012-02-21|2015-01-29|Magna E-Car Systems Of America, Inc.|Determination and display of expected range of vehicle having electric traction motor|
    FR3005208B1|2013-04-30|2015-04-24|Renault Sa|METHOD FOR CONTROLLING THE TEMPERATURE OF A BATTERY OF AN ELECTRIC OR HYBRID VEHICLE.|
    DE102014221468A1|2014-10-22|2016-04-28|Ford Global Technologies, Llc|Method for monitoring the condition of a battery in a motor vehicle|CN111114379B|2019-12-31|2021-12-21|铜陵市优车科技有限公司|Battery control method, device and system and vehicle|
    CN111370812B|2020-02-21|2022-01-14|吉利汽车研究院（宁波）有限公司|Battery heating control method, device and system and storage medium|
    法律状态:
    2017-09-20| PLFP| Fee payment|Year of fee payment: 2 |
    2018-04-27| PLSC| Search report ready|Effective date: 20180427 |
    2018-09-19| PLFP| Fee payment|Year of fee payment: 3 |
    2019-09-19| PLFP| Fee payment|Year of fee payment: 4 |
    2020-09-17| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1660321|2016-10-25|
    FR1660321A|FR3057998B1|2016-10-25|2016-10-25|DEVICE AND METHOD FOR CONTROLLING THE TEMPERATURE OF A BATTERY BASED ON THE GRADIENT OF THE ELECTRICAL POWER DELIVERED|FR1660321A| FR3057998B1|2016-10-25|2016-10-25|DEVICE AND METHOD FOR CONTROLLING THE TEMPERATURE OF A BATTERY BASED ON THE GRADIENT OF THE ELECTRICAL POWER DELIVERED|
    PCT/FR2017/052738| WO2018078233A1|2016-10-25|2017-10-05|Device and method for controlling the temperature of a battery as a function of the electric power output gradient|
    EP17787508.5A| EP3532336B1|2016-10-25|2017-10-05|Device and method for controlling the temperature of a battery as a function of the electric power output gradient|
    CN201780066484.1A| CN109890653A|2016-10-25|2017-10-05|According to the device and method of the temperature of the gradient control battery of conveying electrical power|
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