EP1303765A1 - Electronic unit for identifying the charged state and/or the wear and tear of a motor vehicle battery - Google Patents

Electronic unit for identifying the charged state and/or the wear and tear of a motor vehicle battery

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Publication number
EP1303765A1
EP1303765A1 EP01957974A EP01957974A EP1303765A1 EP 1303765 A1 EP1303765 A1 EP 1303765A1 EP 01957974 A EP01957974 A EP 01957974A EP 01957974 A EP01957974 A EP 01957974A EP 1303765 A1 EP1303765 A1 EP 1303765A1
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EP
European Patent Office
Prior art keywords
wear
battery
motor vehicle
electronic unit
state
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Withdrawn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
EP01957974A
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German (de)
French (fr)
Inventor
Florian Traub
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
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Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP1303765A1 publication Critical patent/EP1303765A1/en
Withdrawn legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
    • G01R31/382—Arrangements for monitoring battery or accumulator variables, e.g. SoC
    • G01R31/3835—Arrangements for monitoring battery or accumulator variables, e.g. SoC involving only voltage measurements

Definitions

  • Electronic unit for detecting the state of charge and / or wear of a motor vehicle battery
  • the invention relates to an electronic unit and a method for detecting the state of charge and / or wear of a motor vehicle battery according to the preamble of patent claim 1.
  • the invention is based on the knowledge that the battery voltage or the battery voltage drop during a starting process depends in particular on the drag torque of the internal combustion engine.
  • the drag torque and thus the starter or battery current is subject to influences due to temperature and manufacturing tolerances, but also changes due to wear, equipment options or inadequate maintenance. All of these variables, as has been found empirically, are incorporated into the engine speed in a similar way to the battery current.
  • the battery voltage is evaluated as a function of the engine speed during the starting process with regard to the state of charge and / or the wear of the motor vehicle battery.
  • the engine speed can be transmitted digitally, for example, via a data bus (eg CAN bus), which connects an engine control unit to the electronic unit.
  • the electronic unit can also be part of an internal combustion engine control unit or another control unit, which is in any case the engine speed itself recorded and evaluated.
  • a table, a characteristic curve or a map can be stored in the electronic unit, which assign speed-dependent battery voltage values to a state of charge and / or wear value.
  • the battery temperature can also be taken into account, for example. In any case, however, no current measurement is carried out. Therefore, the current as such need not be measured in this invention. Nevertheless, taking the engine speed into account achieves a high degree of accuracy, since the engine speed, as has been found empirically, behaves sufficiently precisely in proportion to the current consumed by the starter (starter).
  • a preferably variable voltage threshold is specified as a function of the engine speed. Poor state of charge and / or high wear of the motor vehicle battery is recognized if the battery voltage is below this voltage threshold within a predetermined time window, preferably at a defined point in time.
  • the state of charge is also detected by a closed-circuit voltage measurement before a starting process, in order to be able to use the evaluation of this variable to distinguish between a bad state of charge and high wear if the battery voltage is below the predetermined voltage threshold during the starting process.
  • Bad state of charge is recognized if a defined quiescent voltage threshold has been undershot.
  • High wear is recognized if the defined quiescent voltage threshold has been exceeded.
  • the invention a complex and expensive measurement of the battery current or that of the starter during the starting process can be carried out. with the current. Compared to all known methods without battery current measurement, a significantly improved accuracy can be achieved.
  • the method is automatically adapted to different equipment variants of a vehicle which have an effect on the drag torque of the internal combustion engine (automatic transmission, air conditioning, internal combustion engine type).
  • An adaptation method for example as shown in DE 197 50 309, can therefore be dispensed with, since these effects all go into the course of the engine speed.
  • Fig. 1 an inventive specification of a dependent on the engine speed variable voltage threshold for the battery voltage
  • Fig. 1 shows by means of the solid line the empirically determined relationship between the battery voltage U Batt measured at a certain point in time (eg t during many starting processes and the internal combustion engine speed n recorded at the same time for an intact motor vehicle battery. Such a course is shown For example, this is stored as an optimal characteristic curve in the electronic unit for carrying out the method according to the invention. This relationship could also be stored as a characteristic diagram with additional consideration of the battery temperature.
  • speed n dependent voltage threshold S f (n) in the form of a tolerance band. Above the threshold S, the motor vehicle battery can still be described as intact.
  • a speed-dependent battery voltage value U ßatt below the threshold S indicates a poor state of charge or high wear.
  • FIG. 2 shows the time t on the abscissa and the battery voltage U Batt on the ordinate and the engine speed value n * on the other.
  • the engine speed value n * corresponds to the digital and possibly smoothed value of the measured engine speed n transmitted by the data bus.
  • FIG. 2 shows both the profile of the battery voltage U Batt and the profile of the engine speed n in the form of the values n *, in particular during the starting process.
  • the starter is started, at time t 2 the engine speed n or n * begins to rise, detectably starting from zero [1 / min], and at time t 3 , the engine starts running up on its own.
  • the battery voltage U Baft and at the same time the engine speed n or n * are recorded.
  • the time t m can be predetermined by a fixed period after the time t 2 .

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Secondary Cells (AREA)
  • Control Of Charge By Means Of Generators (AREA)
  • Tests Of Electric Status Of Batteries (AREA)

Abstract

The invention relates to an electronic unit for identifying the charged state and/or the wear and tear of a motor vehicle battery. Said unit comprises elements for detecting the battery voltage and in addition, elements for detecting the speed (n*) of the internal combustion engine. The unit also has elements for evaluating the battery voltage (uBatt) according to the internal combustion engine speed during the starting operation (t2-t3), in relation to the charged state and/or the wear and tear of the motor vehicle battery.

Description

Elektronische Einheit zur Erkennung des Ladezustands und/oder des Verschleißes einer KraftfahrzeugbatterieElectronic unit for detecting the state of charge and / or wear of a motor vehicle battery
Die Erfindung bezieht sich auf eine elektronische Einheit und ein Verfahren zur Erkennung des Ladezustands und/oder des Verschleißes einer Kraft- fahrzeugbatterie nach dem Oberbegriff des Patentanspruchs 1.The invention relates to an electronic unit and a method for detecting the state of charge and / or wear of a motor vehicle battery according to the preamble of patent claim 1.
Es sind bereits viele Verfahren zur Ermittlung des Ladezustands und/oder des Verschleißes einer Kraftfahrzeugbatterie bekannt. Beispielsweise in der DE 37 12 629 A1 oder in der DE 43 41 826 A1 wird vorgeschlagen, den Batteriezustand aus dem durch den Starterstrom verursachten Spannungs- einbruch abzuleiten. Dazu wird vorgeschlagen, den Batteriestrom zu messen. Aus der DE 198 31 723 A1 und der DE 44 06 193 A1 ist es bekannt, den Batteriezustand aus dem durch den Starterstrom verursachten Spannungseinbruch abzuleiten, ohne den Batteriestrom zu messen. Hierbei wird insbesondere nur die Batteriespannung und die Batterie- oder Brennkraft- maschinentemperatur berücksichtigt. Weiterhin ist eine Ladezustandsbestimmung durch Ruhespannungsmessung bekannt.Many methods for determining the state of charge and / or the wear of a motor vehicle battery are already known. For example, in DE 37 12 629 A1 or DE 43 41 826 A1 it is proposed to derive the battery state from the voltage drop caused by the starter current. It is proposed to measure the battery current. From DE 198 31 723 A1 and DE 44 06 193 A1 it is known to derive the battery state from the voltage drop caused by the starter current without measuring the battery current. In particular, only the battery voltage and the battery or internal combustion engine temperature are taken into account. Furthermore, a state of charge determination by measuring the open-circuit voltage is known.
Alle Verfahren mit einer Batteriestrommessung sind relativ genau. Da jedoch der Batteriestrom, insbesondere bei großen Brennkraftmaschinen in Kraft- fahrzeugen, mehr als 1000 A betragen kann, sind sehr aufwendige und teure Meßvorrichtungen erforderlich, die zudem eine hohe zeitliche Auflösung ermöglichen müssen. Die Genauigkeit der Verfahren ohne Batteriestrommessung ist sehr gering.All methods with a battery current measurement are relatively accurate. However, since the battery current, especially in the case of large internal combustion engines, vehicles, can be more than 1000 A, very complex and expensive measuring devices are required, which must also enable a high temporal resolution. The accuracy of the procedures without battery current measurement is very low.
Es ist daher Aufgabe der Erfindung, eine Vorrichtung bzw. ein Verfahren zur Erkennung des Ladezustands und/oder des Verschleißes einer Kraftfahrzeugbatterie eingangs genannter Art im Hinblick auf die Kosten und die Genauigkeit zu verbessern.It is therefore an object of the invention to improve a device and a method for detecting the state of charge and / or the wear of a motor vehicle battery of the type mentioned at the outset in terms of cost and accuracy.
Diese Aufgabe wird durch die Merkmale der Patentansprüche 1 bzw. 4 vor- richtungsmäßig bzw. verfahrensmäßig gelöst. Vorteilhafte Weiterbildungen der Erfindung sind die Gegenstände der abhängigen Patentansprüche.This object is achieved in terms of the device and the method by the features of claims 1 and 4, respectively. Advantageous developments of the invention are the subject of the dependent claims.
Der Erfindung liegt die Erkenntnis zugrunde, dass die Batteriespannung bzw. der Batteriespannungseinbruch während eines Startvorganges insbesondere vom Schleppmoment der Brennkraftmaschine abhängt. Das Schleppmoment und damit der Anlasser-, bzw. Batteriestrom unterliegt dabei Einflüssen durch Temperatur und Fertigungstoleranzen, aber auch Veränderungen durch Verschleiß, Ausstattungsvarianten oder unzulänglicher Wartung. All diese Größen gehen, wie sich empirisch herausgestellt hat, ähnlich wie in den Batteriestrom auch in die Brennkraftmaschinendrehzahl ein.The invention is based on the knowledge that the battery voltage or the battery voltage drop during a starting process depends in particular on the drag torque of the internal combustion engine. The drag torque and thus the starter or battery current is subject to influences due to temperature and manufacturing tolerances, but also changes due to wear, equipment options or inadequate maintenance. All of these variables, as has been found empirically, are incorporated into the engine speed in a similar way to the battery current.
/ Erfindungsgemäß findet insbesondere eine Auswertung der Batteriespannung in Abhängigkeit von der Brennkraftmaschinendrehzahl während des Startvorganges im Hinblick auf den Ladezustand und/oder den Verschleiß der Kraftfahrzeugbatterie statt. Die Brennkraftmaschinendrehzahl kann beispielsweise über einen Daten-Bus (z. B. CAN-Bus), der ein Brennkraftma- schinensteuergerät mit der elektronischen Einheit verbindet, digital übermittelt werden. Die elektronische Einheit kann aber auch Teil eines Brennkraftmaschinensteuergeräts oder eines anderen Steuergeräts sein, das ohnehin die Brennkraftmaschinendrehzahl selbst erfasst und auswertet. In der elektronischen Einheit kann beispielsweise eine Tabelle, eine Kennlinie oder ein Kennfeld abgespeichert sein, die drehzahlabhängigen Batteriespannungswerten einen Ladezustands- und/oder Verschleiß-Wert zuordnen. Da- bei kann beispielsweise auch die Batterietemperatur berücksichtigt werden. In jedem Fall wird jedoch keine Strommessung durchgeführt. Der Strom als solcher muss daher bei dieser Erfindung nicht gemessen werden. Dennoch wird durch die Berücksichtigung der Brennkraftmaschinendrehzahl eine hohe Genauigkeit erreicht, da sich die Brennkraftmaschinendrehzahl, wie sich empirisch herausgestellt hat, hinreichend genau proportional zum vom Starter (Anlasser) aufgenommenen Strom verhält./ According to the invention, in particular the battery voltage is evaluated as a function of the engine speed during the starting process with regard to the state of charge and / or the wear of the motor vehicle battery. The engine speed can be transmitted digitally, for example, via a data bus (eg CAN bus), which connects an engine control unit to the electronic unit. The electronic unit can also be part of an internal combustion engine control unit or another control unit, which is in any case the engine speed itself recorded and evaluated. For example, a table, a characteristic curve or a map can be stored in the electronic unit, which assign speed-dependent battery voltage values to a state of charge and / or wear value. The battery temperature can also be taken into account, for example. In any case, however, no current measurement is carried out. Therefore, the current as such need not be measured in this invention. Nevertheless, taking the engine speed into account achieves a high degree of accuracy, since the engine speed, as has been found empirically, behaves sufficiently precisely in proportion to the current consumed by the starter (starter).
In einer Weiterbildung der Erfindung wird eine vorzugsweise variable Spannungsschwelle in Abhängigkeit von der Brennkraftmaschinendrehzahl vorgegeben. Schlechter Ladezustand und/oder hoher Verschleiß der Kraftfahr- zeugbatterie wird erkannt, wenn die Batteriespannung innerhalb eines vorgegebenen Zeitfensters, vorzugsweise zu einem definierten Zeitpunkt, unterhalb dieser Spannungsschwelle liegt.In a further development of the invention, a preferably variable voltage threshold is specified as a function of the engine speed. Poor state of charge and / or high wear of the motor vehicle battery is recognized if the battery voltage is below this voltage threshold within a predetermined time window, preferably at a defined point in time.
In einer weiteren Ausgestaltung der Erfindung wird auch der Ladezustand durch eine Ruhespannungsmessung vor einem Startvorgang erfasst, um mit der Auswertung dieser Größe zwischen einem schlechten Ladezustand und einem hohen Verschleiß unterscheiden zu können, wenn die Batteriespannung während des Startvorganges unterhalb der vorgegebenen Spannungsschwelle liegt. Schlechter Ladezustand wird erkannt, wenn zuvor eine definierte Ruhespannungsschwelle unterschritten wurde. Hoher Verschleiß wird erkannt, wenn zuvor die definierte Ruhespannungsschwelle überschritten wurde.In a further embodiment of the invention, the state of charge is also detected by a closed-circuit voltage measurement before a starting process, in order to be able to use the evaluation of this variable to distinguish between a bad state of charge and high wear if the battery voltage is below the predetermined voltage threshold during the starting process. Bad state of charge is recognized if a defined quiescent voltage threshold has been undershot. High wear is recognized if the defined quiescent voltage threshold has been exceeded.
Mit der Erfindung kann auf eine aufwendige und teure Messung des Batteriestromes bzw. des vom Anlasser während des Startvorganges aufgenom- menen Stromes verzichtet werden. Gegenüber allen bekannten Verfahren ohne Batteriestrommessung kann eine deutlich verbesserte Genauigkeit erzielt werden. Es wird eine automatische Anpassung des Verfahrens an unterschiedliche Ausstattungsvarianten eines Fahrzeuges, die auf das Schleppmoment der Brennkraftmaschine Auswirkungen haben (Automatikgetriebe, Klimaanlage, Brennkraftmaschinenart), erreicht. Auf ein beispielsweise in der DE 197 50 309 dargestelltes Adaptionsverfahren kann daher verzichtet werden, da diese Auswirkungen alle in den Verlauf der Brennkraftmaschinendrehzahl eingehen.With the invention, a complex and expensive measurement of the battery current or that of the starter during the starting process can be carried out. with the current. Compared to all known methods without battery current measurement, a significantly improved accuracy can be achieved. The method is automatically adapted to different equipment variants of a vehicle which have an effect on the drag torque of the internal combustion engine (automatic transmission, air conditioning, internal combustion engine type). An adaptation method, for example as shown in DE 197 50 309, can therefore be dispensed with, since these effects all go into the course of the engine speed.
In der Zeichnung ist ein Ausführungsbeispiel der Erfindung dargestellt. Es zeigtIn the drawing, an embodiment of the invention is shown. It shows
Fig. 1 eine erfindungsgemäße Vorgabe einer von der Brennkraftmaschinendrehzahl abhängige variable Spannungsschwelle für die Batteriespannung undFig. 1 an inventive specification of a dependent on the engine speed variable voltage threshold for the battery voltage and
Fig. 2 die Messung der Batteriespannung zu einem vorgegebenen Zeitpunkt.2 shows the measurement of the battery voltage at a predetermined point in time.
In Fig. 1 ist auf der Abszisse die Brennkraftmaschinendrehzahl n und auf der Ordinate die Batteriespannung UBatt aufgetragen. In Fig. 1 ist mittels der durchgezogenen Linie der empirisch ermittelte Zusammenhang zwischen der zu einem bestimmten Zeitpunkt (z. B. t während vieler Startvorgänge gemessenen Batteriespannung UBatt und der zeitgleich erfassten Brennkraftma- schinendrehzahl n für eine intakte Kraftfahrzeugbatterie dargestellt. Ein derartiger Verlauf ist beispielsweise als Optimal-Kennlinie in der elektronischen Einheit zur Durchführung des erfindungsgemäßen Verfahrens abgespei- chert. Dieser Zusammenhang könnte auch unter zusätzlicher Berücksichtigung der Batterietemperatur als Kennfeld abgelegt sein. Die gestrichelte Linie zeigt die entsprechende Vorgabe einer von der Brennkraftmaschinen- drehzahl n abhängige Spannungsschwelle S=f(n) in Form eines Toleranzbandes. Oberhalb der Schwelle S kann die Kraftfahrzeugbatterie noch als intakt bezeichnet werden. Ein drehzahlabhängiger Batteriespannungswert Ußatt unterhalb der Schwelle S weist auf einen schlechten Ladezustand oder einen hohen Verschleiß hin.In Fig. 1, the engine speed n is plotted on the abscissa and the battery voltage U Batt is plotted on the ordinate. 1 shows by means of the solid line the empirically determined relationship between the battery voltage U Batt measured at a certain point in time (eg t during many starting processes and the internal combustion engine speed n recorded at the same time for an intact motor vehicle battery. Such a course is shown For example, this is stored as an optimal characteristic curve in the electronic unit for carrying out the method according to the invention. This relationship could also be stored as a characteristic diagram with additional consideration of the battery temperature. speed n dependent voltage threshold S = f (n) in the form of a tolerance band. Above the threshold S, the motor vehicle battery can still be described as intact. A speed-dependent battery voltage value U ßatt below the threshold S indicates a poor state of charge or high wear.
In Fig. 2 ist auf der Abszisse die Zeit t und auf der Ordinate zum einen die Batteriespannung UBatt und zum anderen der Brennkraftmaschinenendreh- zahl-Wert n* aufgetragen. Der Brennkraftmaschinenendrehzahl-Wert n* entspricht dem vom Daten-Bus übertragenen digitalen und ggf. geglätteten Wert der gemessenen Brennkraftmaschinendrehzahl n. Fig. 2 zeigt sowohl den Verlauf der Batteriespannung UBatt als auch den Verlauf der Brennkraftmaschinendrehzahl n in Form der Werte n*, insbesondere während des Startvorganges. Zum Zeitpunkt t, wird der Anlasser gestartet, zum Zeitpunkt t2 beginnt die Brennkraftmaschinendrehzahl n bzw. n* erfassbar ausgehend von Null [1/min] anzusteigen und zum Zeitpunkt t3 beginnt die Brennkraftmaschine aus eigener Kraft hochzulaufen. Innerhalb des Zeitfensters von t2 bis t3, hier zum Zeitpunkt tm, wird die Batteriespannung UBaft und zeitgleich die Brennkraftmaschinendrehzahl n bzw. n* erfasst. Der Zeitpunkt tm kann durch eine feste Zeitspanne nach dem Zeitpunkt t2 vorgegeben werden.2 shows the time t on the abscissa and the battery voltage U Batt on the ordinate and the engine speed value n * on the other. The engine speed value n * corresponds to the digital and possibly smoothed value of the measured engine speed n transmitted by the data bus. FIG. 2 shows both the profile of the battery voltage U Batt and the profile of the engine speed n in the form of the values n *, in particular during the starting process. At time t, the starter is started, at time t 2 the engine speed n or n * begins to rise, detectably starting from zero [1 / min], and at time t 3 , the engine starts running up on its own. Within the time window from t 2 to t 3 , here at time t m , the battery voltage U Baft and at the same time the engine speed n or n * are recorded. The time t m can be predetermined by a fixed period after the time t 2 .
Zum Zeitpunkt tm ergibt sich für die Batteriespannung UBatt der Wert U.,, für die Brennkraftmaschinendrehzahl n* der Wert n1. Mit diesem Werte-Paar U^ n1 wird ein Vergleich mit der Schwelle S in Fig. 1 vorgenommen. Da sich die Batteriespannung U-, für den Brennkraftmaschinendrehzahlwert n1 unterhalb der Spannungsschwelle S=f(n) befindet, liegt entweder ein schlechter Lade- zustand oder ein hoher Verschleiß vor. Ist der Ladezustand der Batterie vor dem Startvorgang auf Basis einer Ruhespannungsmessung bekannt, lässt sich unterscheiden, ob die Batteriespannung während des Startvorganges aufgrund ihres Verschleißes zu gering war oder ob ihr Ladzustand unzureichend war (hier nicht dargestellt). Auf schlechten Ladezustand wird bei- spielsweise geschlossen, wenn zuvor eine definierte Ruhespannungsschwelle unterschritten wurde. Auf hohen Verschleiß wird geschlossen, wenn zuvor die definierte Ruhespannungsschwelle überschritten wurde. At time t m , the value U. For the battery voltage U Batt , the value n1 for the engine speed n * . This pair of values U ^ n1 is used to make a comparison with the threshold S in FIG. 1. Since the battery voltage U- for the engine speed value n1 is below the voltage threshold S = f (n), there is either a poor state of charge or a high level of wear. If the state of charge of the battery before starting is known on the basis of a quiescent voltage measurement, it can be distinguished whether the battery voltage during the starting process was too low due to its wear or whether its state of charge was insufficient (not shown here). Bad state of charge is for example closed when a defined quiescent voltage threshold has been fallen below. A high level of wear is assumed if the defined quiescent voltage threshold has been exceeded.

Claims

Elektronische Einheit zur Erkennung des Ladezustands und/oder des Verschleißes einer KraftfahrzeugbatteriePatentansprüche Electronic unit for detecting the state of charge and / or the wear of a motor vehicle battery
1. Elektronische Einheit zur Erkennung des Ladezustands und/oder des Verschleißes einer Kraftfahrzeugbatterie mit Mitteln zur Erfassung der Batteriespannung, dadurch gekennzeichnet, dass die Einheit weiterhin Mittel zur Erfassung der Brennkraftmaschinendrehzahl (n) und Mittel zur Auswertung der Batteriespannung (UBatt) in Abhängigkeit von der Brennkraftmaschinendrehzahl (n) während des Startvorganges im Hinblick auf den Ladezustand und/oder den Verschleiß der Kraftfahrzeugbatterie aufweist.1. Electronic unit for detecting the state of charge and / or wear of a motor vehicle battery with means for detecting the battery voltage, characterized in that the unit also has means for detecting the engine speed (s) and means for evaluating the battery voltage (U Batt ) as a function of the engine speed (s) during the starting process with regard to the state of charge and / or the wear of the motor vehicle battery.
2. Elektronische Einheit nach Patentanspruch 1 , dadurch gekennzeichnet, dass die Einheit Mittel zur Vorgabe einer Spannungsschwelle (S=f(n)) in Abhängigkeit von der Brennkraftmaschinendrehzahl (n) aufweist und dass die elektronische Einheit auf einen schlechten Ladezustand und/oder einen hohen Verschleiß der Kraftfahrzeugbatterie schließt, wenn die Batteriespannung (UBatt; U innerhalb eines vorgegebenen Zeitfensters (t2 bis t3) unterhalb dieser Spannungsschwelle (S) liegt. 2. Electronic unit according to claim 1, characterized in that the unit has means for specifying a voltage threshold (S = f (n)) depending on the engine speed (n) and that the electronic unit has a poor state of charge and / or a high Wear of the motor vehicle battery closes when the battery voltage (U Batt ; U is below this voltage threshold (S) within a predetermined time window (t 2 to t 3 ).
3. Elektronische Einheit nach Patentanspruch 2, dadurch gekennzeichnet dass die Einheit weiterhin Mittel zur Erfassung der Ruhespannung vor einem Startvorgang aufweist, und dass die Einheit auf einen schlechten Ladezustand schließt, wenn die Batteriespannung (UBatt) während des Startvorganges unterhalb der vorgegebenen Spannungsschwelle (S) liegt, nachdem zuvor eine definierte Ruhespannungsschwelle unterschritten wurde, und dass die Einheit auf einen hohen Verschleiß schließt, wenn die Batteriespannung (UBalt) während des Startvorganges unterhalb der vorgegebenen Spannungsschwelle (S) liegt, nachdem zuvor die definierte Ruhespannungsschwelle überschritten wurde.3. Electronic unit according to claim 2, characterized in that the unit further comprises means for detecting the quiescent voltage before a starting process, and that the unit concludes that the charging state is poor when the battery voltage (U Batt ) during the starting process is below the predetermined voltage threshold (S ) after a defined open-circuit voltage threshold has been undershot and that the unit concludes that there is high wear and tear if the battery voltage (U Balt ) during the start-up process is below the specified voltage threshold (S) after the defined open-circuit voltage threshold has been exceeded.
4. Verfahren zur Erkennung des Ladezustands und/oder des Verschleißes einer Kraftfahrzeugbatterie mittels einer elektronischen Einheit nach einem der Patentansprüche 1 bis 3. 4. A method for detecting the state of charge and / or the wear of a motor vehicle battery by means of an electronic unit according to one of the claims 1 to 3.
EP01957974A 2000-07-26 2001-07-17 Electronic unit for identifying the charged state and/or the wear and tear of a motor vehicle battery Withdrawn EP1303765A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10036341A DE10036341A1 (en) 2000-07-26 2000-07-26 Electronic unit for detecting the state of charge and / or wear of a motor vehicle battery
DE10036341 2000-07-26
PCT/EP2001/008215 WO2002008777A1 (en) 2000-07-26 2001-07-17 Electronic unit for identifying the charged state and/or the wear and tear of a motor vehicle battery

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EP1303765A1 true EP1303765A1 (en) 2003-04-23

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US (1) US6696842B2 (en)
EP (1) EP1303765A1 (en)
JP (1) JP4724352B2 (en)
DE (1) DE10036341A1 (en)
WO (1) WO2002008777A1 (en)

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