CN110785313A - 用于预热电运行式机动车的蓄电池的方法以及充电装置 - Google Patents
用于预热电运行式机动车的蓄电池的方法以及充电装置 Download PDFInfo
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Abstract
本发明涉及一种用于预热电驱动式机动车(2)、尤其是电动车辆或混合动力车辆的蓄电池(4)的方法,其中,控制蓄电池(4)的充电过程和放电过程,使得在机动车(2)的启程时间(tA)时达到蓄电池(4)的最低温度(Tmin)。此外,本发明涉及这种机动车(2)的充电装置(6)以及包括这种充电装置(6)的机动车(2)。
Description
技术领域
本发明涉及一种用于预热电运行式机动车、尤其是电动车辆或混合动力车辆的蓄电池的方法。此外,本发明涉及这种机动车的充电装置以及包括这种充电装置的机动车。
背景技术
在电驱动式机动车中、如在电动车辆中亦或在包括电驱动装置的混合动力车辆中,安装有可重复充电的蓄电池。所述蓄电池在需要时借助充电装置连接到电网上并且被充电。以可设想的方式,在此,蓄电池的充电过程直接在连接到电网上之后开始。如果车辆在相对长的持续时间内未被利用、例如在夜晚未被利用,则充电过程因此可在启程时间时已经结束了一段相对长的持续时间。
在DE 10 2009 038 431 A1中公开了一种方法,其中,预计的启程时间由用户来设定。在此,根据所设定的启程时间这样控制充电过程、尤其是蓄电池的充电电流的时间历程,使得充电过程是尽可能成本有利的并且在启程时间时达到蓄电池的尽可能满的充电状态。
充电电流在充电过程中尤其是具有递减的历程,从而充电电流在临近充电过程结束时减小。由此和/或如果充电过程已经结束了一段相对长的持续时间,则蓄电池具有周围环境温度。如果这时周围环境温度以及因此蓄电池的温度低、例如在5℃以下,则这种蓄电池的功率和容量相对变差。由此,蓄电池只能相对效率低地且不经济地运行。
此外,借助机动车的蓄电池通常为其他的用电器供应能量、例如为照明设备、加热器或空调设备供应能量,从而机动车的续驶里程减小。如果这些用电器在例如5℃以下的低的周围环境温度下运行,则机动车的续驶里程由于效率低的蓄电池运行而对应地附加地减小。
一方面,尤其是在周围环境温度低时机动车被相对频繁地利用。另一方面,应避免低的蓄电池温度和蓄电池的随之而来的不经济的且效率低的运行。为此可设想,预热蓄电池或在运行开始之后尽可能快速地加热蓄电池。因此,例如可行的是,借助附加的加热装置、例如借助相对效率低的燃烧加热器、电加热元件或附加的热交换器来加热蓄电池。然而,在这些措施中不利地产生附加的运行成本,或者需要附加的部件。
发明内容
本发明基于如下目的:给出一种特别适合的用于预热蓄电池的方法,其中,机动车的蓄电池的温度在启程时间时应具有适合的温度。此外,应给出一种特别适合用于实施所述方法的充电装置以及一种对应的包括这种充电装置的机动车。
关于所述方法,所述目的按照本发明利用权利要求1的特征来实现。关于所述装置,所述目的按照本发明通过具有权利要求7的特征的充电装置来实现,并且关于所述机动车,所述目的按照本发明利用权利要求10的特征来实现。有利的设计方案和进一步改进方案是从属权利要求的技术方案。在此,结合所述方法的实施方案按意义也适用于充电装置以及适用于机动车并且反之亦然。
所述方法用于预热电驱动式机动车的可重复充电的蓄电池。在所述方法中,不仅控制蓄电池的充电过程而且控制其放电过程,使得在机动车的启程时间达到或调整到蓄电池的最低温度。通过预热蓄电池,即使在周围环境温度相对低时也能够改进机动车的续驶里程。
所述机动车尤其是包括至少一个用于驱动的电动机的电动车辆或混合动力车辆(插电式混合动力车辆),其中,机动车的蓄电池可以借助电网充电。
本发明基于如下认识:在蓄电池的温度(蓄电池温度)处于优化的运行温度之下时,蓄电池的容量以及功率减少并且因而机动车的续驶里程也减少。在此,低的周围环境温度例如是5℃以下的温度,从而周围环境温度小于蓄电池的优化的运行温度。
蓄电池温度在机动车被利用之后或在蓄电池的充电过程结束之后适应于周围环境温度。即使在充电过程还未结束时,对蓄电池的加热也在临近充电过程结束时减少:在此,充电电流具有尤其是递减的历程,也就是说充电电流的电流强度和在蓄电池上的由此由运行决定的加热功率在临近充电过程结束时减少,从而蓄电池基本上具有周围环境温度。
由此,在机动车的启程时间时,在周围环境温度相对低时蓄电池温度小于优化的运行温度。由此,不仅蓄电池的容量而且其功率都相对减少,并且由此所述机动车的续驶里程相对减少。通过预热蓄电池,在机动车的启程时间时达到蓄电池的最低温度,其中,基本上避免了蓄电池的功率和容量损耗。
在一种适合的实施方式中,在充电过程中以及在放电过程中控制蓄电池的充电电流和放电电流的时间历程。由于充电电流并且也由于放电电流,蓄电池由运行决定地得到加热,其中,这样进行电流控制,使得蓄电池在启程时间时达到最低温度,并且充电过程和放电过程是尽可能保护蓄电池的,从而避免蓄电池出现损伤。
在此,蓄电池以适合的顺序被充电和放电。以适合的方式,蓄电池首先在第一充电过程中基本上被完全充电并且接着例如被交替放电和充电。
在一种优选的实施方案中,在第一运行方式中,由用户设定启程时间。替代地,由用户行为自动地确定启程时间。根据启程时间控制充电过程和放电过程。在此,第一充电过程具有适合的时间历程,从而充电过程尽可能以保护蓄电池和/或节约成本的方式进行。例如可以优选使用来自电网的相对有利的夜间电流。
替代地,在第二运行方式中,预热蓄电池,使得达到最低温度并且接着连续地维持该最低温度。由此,蓄电池即使在启程时间时未限定、亦即未确定时也有利地在启程时间时是被预热的。
以适合的方式,各运行方式的变换可由用户实现或由用户行为自动地调整。在两个运行方式中,蓄电池的紧接着第一充电过程的放电及其跟随着该放电的充电以有利的方式这样进行,使得蓄电池具有尽可能高的充电状态。
蓄电池以适合的方式借助机动车的充电装置连接到电网上。在此,在蓄电池的放电过程中,由所述蓄电池给电网供应电能。如果电网具有与电网的其他耗电器和/或发电器并且与机动车的充电装置的控制单元耦联的控制装置,则蓄电池能按照用于电网的中间蓄存器或缓冲器的型式来有利地利用。
在电网的耗电器对能量需求相对高时,为此能由蓄电池将能量供应给电网。反之,能量能由电网的发电器供应给蓄电池并且能借助该蓄电池来蓄存。在考虑到电网的供电情形的情况下这样控制充电过程和放电过程,使得蓄电池对应于运行方式、尤其是在启程时间时达到并且维持最低温度。以有利的方式,在此可以借助电网控制装置及其与充电装置的控制单元的耦联来满足电网的当前的和/或预测的供电要求。
按照一种实施方式,测量蓄电池的温度并且根据所测量的温度开环控制或闭环控制充电过程和/或放电过程。在此,将所测量的温度与最低温度进行比较。如果所测量的温度小于最低温度,则蓄电池被适当地放电和充电,从而蓄电池在启程时间时达到最低温度。
替代地或附加地,预定蓄电池的最高温度,在充电过程中以及在放电过程中不高于所述最高温度,从而避免蓄电池出现损伤。由此,蓄电池可以继续放电和充电以及例如按照电网的蓄能器或缓冲器的型式来利用。
在一种替代的实施方案中,由充电电流和放电电流的时间历程借助充电装置的控制单元确定蓄电池温度,以及根据该蓄电池温度控制充电过程和放电过程。
电驱动式车辆的充电装置具有用于将蓄电池连接到电网上的接头。此外,充电装置也构成用于预热蓄电池。为此,充电装置具有第一接口、第二接口和控制单元。第一接口针对设置在蓄电池上或中的温度传感器而设置或制造,借助所述温度传感器测量蓄电池的温度。第二接口用于接收所设定的启程时间。第二接口例如构造为通向无线网络(WLAN、UMTS、BLUETOOTH等)的无线电接口和/或构造为通向在机动车的驾驶舱中的操作装置的接口。
控制单元与第一接口和第二接口耦联,从而控制单元借助检测到的温度和所设定的启程时间适当地开环控制或闭环控制充电过程和放电过程。这样借助充电装置可实现:蓄电池在启程时间时达到最低温度或(在避免高于最高温度的情况下)高于最低温度。控制单元例如具有(微)控制器、“现场可编程门阵列”(FPGA)或“专用集成电路”(ASIC)。用户输入或用户行为以适合的方式存储或能存储在控制单元的存储器中,从而蓄电池可以对应于输入或用户行为被预热。
按照一种有利的实施方式,所述充电装置具有通向机动车控制器的第三接口。由此,对机动车中的用电器的适合的控制以及运行能借助蓄电池在放电过程中实现。例如通过将充电装置与机动车的控制器耦联能实现:根据启程时间运行机动车的空调设备。此时,蓄电池是通过放电过程预热的,并且机动车的内部空间在启程时间时是经空气调节的。
按照一种适宜的进一步改进方案,所述充电装置具有通向电网控制装置的第四接口。借助所述第四接口能实现在充电装置与电网控制装置之间进行数据交换。由此,蓄电池的充电过程和放电过程与用户的行为和/或与借助用户对启程时间的设定相适配,其中,可以在电网的耗电器配置文件或发电器配置文件中考虑到充电过程和放电过程。有利地,由此可以节省成本,其方式为,例如优选利用成本有利的夜间电费。
所述机动车具有按照上文所描述的变型方案之一所述的充电装置。借助充电装置,蓄电池以特别有利的方式被预热和/或能被预热。以有利的方式,蓄电池的容量和功率以及机动车的续驶里程由此即使在周围环境温度低时在启程时间时也不减少。在此,蓄电池的预热能与用户的行驶配置文件相适配。为了预热蓄电池,在此在机动车中不需要附加的构件或部件、例如电加热装置或燃烧加热器,这节省结构空间和成本。此外,蓄电池在充电装置与电网控制装置耦联时被这样预热,使得由蓄电池供应给电网的能量可以被电网中的耗电器利用,从而为了预热蓄电池不会产生附加的成本。
附图说明
下面依据附图详细解释本发明的实施例。附图中:
图1示出包括蓄电池和充电装置的机动车的示意性侧视图;以及
图2至4示出蓄电池的温度的时间历程,其中,在启程时间时达到蓄电池的最低温度。
彼此对应的部件在所有图中设有相同的附图标记。
具体实施方案
在图1中示意性示出包括蓄电池4的电驱动式机动车2。电驱动式机动车2可以是包括电驱动装置的电动车辆或混合动力车辆。此外,机动车2具有包括接头8的充电装置6,借助所述接头,充电装置6可以连接到电网10上。此外,充电装置6具有通向温度传感器14的第一接口12。借助温度传感器14测量蓄电池4的温度T。借助充电装置6的第二接口16接收所设定的启程时间tA。
在图1的实施例中,第二接口16构造为通向无线网络的无线电接口。就此,启程时间tA可以例如对于用户而言舒适地借助移动电话来设定。
充电装置6的控制单元18不仅接收蓄电池4的借助温度传感器14所测量的温度T而且接收由用户所设定的启程时间tA。替代地,启程时间tA也能由存储在控制单元18中的用户行为来确定。
借助充电装置6的控制单元18,根据所设定的启程时间tA并且借助所测量的温度T来调整蓄电池4的充电过程和放电过程的时间历程。在此,这样控制充电过程和放电过程,使得蓄电池4在启程时间tA时是被预热的并且在启程时间tA时达到蓄电池4的最低温度Tmin。由此,即使在周围环境温度相对低时也避免蓄电池4的功率和容量减少。
为了预热机动车2的蓄电池4,所述蓄电池借助充电电流以及借助放电电流由于所产生的欧姆损耗以及由于热力学效应、尤其是由于在充电过程中和在放电过程中存在热化学反应时蓄电池4的熵的改变而由运行决定地得到加热。以适合的方式,这样控制在充电过程或在放电过程中充电电流和放电电流的时间历程,使得在启程时间tA时达到蓄电池2的最低温度Tmin。
此外,充电装置6具有通向机动车2的控制器22的第三接口20。放电过程由此能有利地被用于运行机动车2的用电器,其中,这样控制放电过程,使得蓄电池4被适当地预热。
用电器在图1的实施例中构造为空调设备24。利用所述空调设备,可以这样对机动车2的内部空间进行空气调节,使得在那里在启程时间tA时调整到被用户感觉为舒适的温度。替代地或附加地,用电器可以提高机动车2的安全性,例如其方式为,借助加热装置对结冰的玻璃进行除冰。在用电器运行时,根据启程时间tA预热蓄电池2。
充电装置6的第四接口26构造为无线电接口。第四接口26用于将机动车2的充电装置6与电网10的控制装置28耦联。
机动车2的蓄电池4借助充电装置6连接到电网10上。在此,通过将充电装置6与电网10耦联可实现:对充电过程和放电过程的控制起优化成本的作用并且蓄电池4在启程时间tA时是被预热的。例如,为了给蓄电池充电优选可以利用有利的夜间电费。在放电过程中,替代于用来运行机动车2中的用电器,蓄电池4将电能供应给电网10。在此,这样控制放电过程的时间历程,使得根据启程时间tA适当地加热蓄电池4,并且蓄电池4对应于电网10的耗电器配置文件将能量供应给该电网。蓄电池4这样可以被用作用于电网10的附加的蓄能器。
在图2至4中勾画蓄电池4的温度T的时间历程。在此,蓄电池4的充电过程和放电过程被这样控制,使得蓄电池4在启程时间tA时达到最低温度。
此外,借助温度传感器14测量蓄电池4的温度T。充电过程和放电过程根据所测量的温度T和启程时间tA开环控制或闭环控制。在此,将所测量的温度T与最低温度Tmin进行比较。如果所测量的温度T小于最低温度Tmin,则对蓄电池4进行放电和充电,从而蓄电池4在启程时间tA时达到最低温度Tmin。关于最低温度Tmin对温度T的这种控制在图2和3中被勾画为温度T的波浪形的历程。
此外,在图2至4中示出在启程时间tA时之后蓄电池4的关于时间t增加的温度T。对此的原因是,由运行决定地,对蓄电池4的功率要求在行驶运行期间提高,从而蓄电池4的温度T升高。
在第一运行方式中,由用户设定启程时间tA,或者由用户行为确定启程时间tA。由此,充电过程和放电过程被这样闭环控制或开环控制,使得蓄电池4尽可能以保护蓄电池和/或节约成本的方式得到利用、例如被用作电网10的蓄能器。在此,蓄电池4的温度T应基本上在启程时间tA时才达到最低温度Tmin。
在第二运行方式中,这样预热蓄电池4,使得达到最低温度Tmin并且接着连续地维持该最低温度。由此,蓄电池4即使在启程时间tA时未限定时也实际上在每个时间t都有利地是被预热的。
在图3中,对此示例性地示出蓄电池4的温度T的时间历程,其中,温度T相对快速地达到最低温度Tmin。接着通过适当地开环控制或闭环控制充电过程和放电过程,蓄电池4的温度T被维持在最低温度Tmin上。
在图4中勾画蓄电池4的温度T的时间历程,其中,温度T首先大于最低温度Tmin。例如机动车2在此在相对短的时间之前已被关停。蓄电池4的温度T适应于周围环境温度并且由此降低。
在第二运行方式中,通过对应地开环控制或闭环控制充电过程和放电过程来避免蓄电池4冷却到最低温度Tmin之下,这在图4中作为温度4的点虚线的控制历程示出。
在第一运行方式中,在这里首先使蓄电池4冷却到最低温度Tmin之下。根据启程时间tA对充电过程和/或放电过程进行开环控制或闭环控制,从而在启程时间tA时才须达到最低温度Tmin。
充电过程和放电过程在两种运行方式中被这样控制,使得在启程时间tA时达到最低温度Tmin,并且通过充电过程和放电过程不高于蓄电池4的最高温度Tmax。在此,蓄电池4例如按照电网10的缓冲器或蓄能器的型式来利用和/或给用电器、例如机动车2的空调设备24供应能量。
本发明不局限于上文所描述的实施例。相反地,本领域技术人员也可以由此导出本发明的其他变型方案,而不会离开本发明的主题。尤其是,此外所有结合实施例所描述的单个特征也能以其他方式相互组合,而不会离开本发明的主题。
附图标记列表
2 机动车
4 蓄电池
6 充电装置
8 接头
10 电网
12 第一接口
14 温度传感器
16 第二接口
18 充电装置的控制单元
20 第三接口
22 机动车的控制器
24 空调设备
26 第四接口
28 电网控制装置
tA 启程时间
T 温度
Tmin 最低温度
Claims (10)
1.用于预热电驱动式机动车(2)、尤其是电动车辆或混合动力车辆的蓄电池(4)的方法,
-其中,不仅控制蓄电池(4)的充电过程而且控制其放电过程,使得在机动车(2)的启程时间(tΑ)时达到蓄电池(4)的最低温度(Tmin)。
2.按照权利要求1所述的方法,
其特征在于,
在蓄电池(4)的充电过程中及在其放电过程中,控制蓄电池(4)的充电电流的和放电电流的时间历程,并且借助所述充电电流以及借助所述放电电流加热蓄电池(4)。
3.按照权利要求1或2所述的方法,
其特征在于,
-由用户设定机动车(2)的启程时间(tΑ),并且
-根据启程时间(tΑ)预热蓄电池(4)。
4.按照权利要求1或2所述的方法,
其特征在于,
预热蓄电池(4),使得连续地维持蓄电池(4)的最低温度(Tmin)。
5.按照权利要求1至4之一所述的方法,
其特征在于,
由借助机动车(2)的充电装置(6)连接到电网(10)上的蓄电池(4)在放电过程中将电能供应给电网(10)。
6.按照权利要求1至5之一所述的方法,
其特征在于,
测量蓄电池(4)的温度(T)并且根据所测量的温度(T)开环控制或闭环控制充电过程和/或放电过程。
7.电驱动式机动车(2)的充电装置(6),所述充电装置尤其是用于执行按照权利要求1至6之一所述的方法,所述充电装置
-包括通向温度传感器(14)的第一接口(12),所述温度传感器用于测量蓄电池(4)的温度(T),并且
-包括第二接口(16),以用于接收所设定的启程时间(tA),以及
-包括控制单元(18),以用于借助检测到的温度(T)和所设定的启程时间(tΑ)来调整蓄电池(4)的充电过程和放电过程。
8.按照权利要求7所述的充电装置(6),
其特征在于设有通向机动车控制器(22)的第三接口(20),尤其是用于在放电过程期间运行空调设备(24)。
9.按照权利要求7或8所述的充电装置(6),
其特征在于设有通向电网(10)的控制装置(28)的第四接口(26)。
10.包括按照权利要求7至9之一所述的充电装置(6)的机动车(2)。
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Application Number | Priority Date | Filing Date | Title |
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DE102017210747.2A DE102017210747A1 (de) | 2017-06-27 | 2017-06-27 | Verfahren zum Vorwärmen einer Batterie eines elektrisch betriebenen Kraftfahrzeugs sowie Ladevorrichtung |
PCT/EP2018/066929 WO2019002193A1 (de) | 2017-06-27 | 2018-06-25 | Verfahren zum vorwärmen einer batterie eines elektrisch betriebenen kraftfahrzeugs sowie ladevorrichtung |
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DE102019212784B3 (de) * | 2019-08-27 | 2021-02-25 | Volkswagen Aktiengesellschaft | Verfahren zum Laden einer Fahrzeugbatterie eines Kraftfahrzeugs |
CN112824138A (zh) * | 2019-11-21 | 2021-05-21 | 北京宝沃汽车股份有限公司 | 车辆动力电池温度控制方法、装置、存储介质及车辆 |
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CN111907375B (zh) * | 2020-06-29 | 2022-03-29 | 东风商用车有限公司 | 一种动力电池预热方法及系统 |
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US11325501B2 (en) | 2022-05-10 |
WO2019002193A1 (de) | 2019-01-03 |
US20200130535A1 (en) | 2020-04-30 |
CN110785313B (zh) | 2023-05-23 |
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