Classifications

• • 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
  • B60L53/10—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 characterised by the energy transfer between the charging station and the vehicle
  • B60L53/14—Conductive energy transfer
• • 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
  • B60L53/10—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 characterised by the energy transfer between the charging station and the vehicle
  • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
• • 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
  • B60L53/30—Constructional details of charging stations
  • B60L53/32—Constructional details of charging stations by charging in short intervals along the itinerary, e.g. during short stops
• • 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]
• • 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
• • 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
  • Y02T90/14—Plug-in electric vehicles

Definitions

• the present invention relates to a charging management system of an electric power storage battery power supply of an electric or hybrid power train of a vehicle.
• the invention also relates to an associated recharge management method.
• the present invention is intended in particular to increase the life of a battery while reducing the manufacturing cost of such a battery by avoiding its oversizing compared to the specifications for which the vehicle was designed.
• ESS electrochemical storage sources
• aging due to its use and calendar aging that corresponds to the intrinsic aging of the battery.
• the aging of a battery is expressed by the gradual loss of performance in terms of energy and available power. Therefore, the battery must be oversized at the beginning of life so that it can always meet the specifications in terms of energy and end-of-life power.
• the battery is an expensive component that must be dimensioned to the fair according to the specifications of the vehicle, to minimize the impact of its cost.
• Batteries that are physicochemical components are particularly sensitive to state of charge and temperature.
• state of charge and temperature The lower the storage or use temperature, the better the service life.
• state of charge at which the battery is stored or used the better the service life.
• Table 1 above illustrates life expectancy data calendar expressed in years for a Lithium battery according to the state of charge compared to its capacity of load for three temperatures 25 ° C, 45 C and 60 ° C.
• the present invention therefore aims at providing a device and a battery management method for overcoming the technical disadvantages described above, to improve the life of a battery according to the different profiles of the vehicle, while allowing to size at most just the battery, depending on the specifications of the vehicle, to minimize the impact of its manufacturing cost.
• the principle of the invention is to fully charge the electrochemical storage source but by programming its load so that it reaches the high load states just before its use so that it remains in the lowest charge states as long as possible in storage mode.
• the invention therefore relates to a charging management system of an electric power storage battery power supply of an electric or hybrid power train of a vehicle. According to the invention, it comprises:
• an electronic management computer for the battery for charging the battery this computer being connected in parallel with the battery and with means for charging the battery,
• this electronic battery management calculator comprising means for receiving information transmitted from the data interface via the vehicle supervisor and the intelligent service box BSI, information processing means for determining a duration of immobilisation of the vehicle from this information and a duration of full charge of the battery from the initial state of charge of the battery and means for programming charging instructions of the battery according to the duration of immobilization with respect to the charging time for the battery to reach the highest state of charge just before use so that it remains in a low or low state of charge for as long as possible in storage.
• the management system makes it possible to ensure that the battery in storage mode remains in a state of charge that is as low as possible for as long as possible, so that the system of the invention makes it possible to program the charge of the battery at a sufficient or full charge level for the use of the vehicle only before use, without automatically recharging the battery 100% immediately after use and leaving the battery in storage mode in a high state of charge, which would damage the battery and greatly reduces its service life.
• the data interface comprises means for displaying data concerning, among other things, the state of charge of the battery before charging and at the end of charging, and means of data acquisition.
• these data input means comprise a keypad, a remote control, or a voice recognition system.
• the electronic management computer of the battery comprises an internal memory in which is recorded an abacus giving the charging time as a function of the initial state of charge of the battery.
• said recharging means are constituted by a charging station and an onboard charger on board the vehicle.
• the system includes a clock, this clock being integrated in the electronic management computer of the battery or in the supervisor.
• the invention also relates to a method of managing the state of charge of a battery implementing the charging system as defined above. According to the invention, it comprises the following steps when the driver wishes to program the charging instructions of the battery in storage mode before the next use of the vehicle:
• the state of charge of the battery is measured so as to know its remaining capacity
• this information is transmitted by the vehicle supervisor to the electronic management computer of the battery which determines the duration of immobilization of the vehicle and the complete charging time of the battery;
• the computer schedules battery charging instructions so that it reaches the highest state of charge just prior to its use; the instant t f so that it remains in a low state of charge or as low as possible in storage.
• the management method comprises an additional step in which:
• the temperature T m is measured within the battery
• the electronic management computer of the battery recalculates the immobilization time of the vehicle which is the difference between the immobilization time of the vehicle calculated from the information returned by the driver and the time required for the temperature in the battery reaches the level allowing charging without damaging the battery.
• the charging instructions consist in completely delaying the charge of the battery in the time of charging. so that it starts only at a time ti subsequent to t 0 and ends at the instant t f , the difference between the two instants t f -ti corresponding to the charge duration of the battery determined by the computer.
• the charging instructions consist in defining at least four phases of charging the battery so that it starts charging at time t 0 corresponding to the initial moment of the immobilization phase of the vehicle and then reaches in state of charge level increments the highest state of charge (100 %) just before the instant t f corresponding to the use of the vehicle.
• the instructions comprise four charging phases which are defined as follows:
• phase 1 the load starts at t 0 , when the user has entered the date and time in the interface and ends when the state of charge of the battery reaches a predefined SOC1 state of charge ;
• phase 2 the battery is kept idle at SOC1 for a duration t 2 -ti,
• phase 3 the charge starts at t 2 and ends when the battery voltage reaches a value Uc at time t 3 ,
• this phase 4 reaches a predetermined duration ⁇ t, ⁇ t being defined so that the charge ends at time t 4 , t 4 may be less than or equal to the instant t f indicated by the driver.
• FIG. 2 represents a current and voltage profile of a battery charge as a function of time in the case of conventional battery charging management
• Figure 3.A shows the profile of the state of charge of a battery and the profile of the corresponding charging current as a function of time. of a charged battery according to a first embodiment of the invention
• Figure 3B illustrating the profile of the voltage and the current profile as a function of time corresponding to the charging phase of the battery
• - Figure 4A shows the profile of the state of charge of a battery and the profile of the corresponding charging current as a function of the time of a charged battery according to a second embodiment of the invention
• FIG. 4B illustrating the profile of the voltage and the profile of the current depending on the time corresponding to the charging phase of the battery.
• FIG. 1 schematically show the architecture of a charging management system of a battery according to the invention.
• the battery 5 is connected here to an electric motor 8.
• An inverter 9 is arranged between the battery 5 and the electric motor 8 to ensure the transfer of energy between the two elements.
• the battery is connected on the one hand to a fast charging station 7 such as the EDF electricity network, on the other hand to an on-board charger 6 in the vehicle.
• This battery can be used in an electric or hybrid power train of a motor vehicle.
• This management system also includes a data interface
• This data interface 1 which can be for example a screen disposed at the level of the passenger compartment, accessible by the driver.
• This data interface 1 is provided with a keypad or a remote control (not shown), or a voice recognition system (not shown), allowing the driver to enter the date and time of the next use of the vehicle or the period of immobilisation of the vehicle.
• the system further comprises an electronic management computer battery 4 for charging the battery 5.
• This computer 4 is interconnected between the data interface 1 and the battery.
• This calculator is connected to a charging means such as a fast charging station 7 or an on-board charger 6.
• This electronic charge management computer of the battery 4 comprises means for receiving the information transmitted from the data interface 1 via an intelligent servocontrol housing denoted BSI 2 and a vehicle supervisor 3, information processing means for determining a period of immobilization of the vehicle based on the information entered by the driver and a full charging time of the battery according to the initial state of charge of the battery and means for programming charging instructions of the battery 5 to reach the highest state of charge just prior to use so that it remains in a low or low state of charge for as long as possible in storage.
• BSI 2 intelligent servocontrol housing denoted BSI 2 and a vehicle supervisor 3
• information processing means for determining a period of immobilization of the vehicle based on the information entered by the driver and a full charging time of the battery according to the initial state of charge of the battery and means for programming charging instructions of the battery 5 to reach the highest state of charge just prior to use so that it remains in a low or low state of charge for as long as possible in storage.
• This battery 5 is connected either to a fast charging terminal 7 or to the network via an on-board charger 6
• the various technical means constituting the electronic management computer of the battery 4 are not shown in FIG.
• the electronic management computer of the battery is associated with means for measuring the voltage, current and temperature of the battery.
• the information such as the state of charge of the battery, the temperature thereof detected during the commissioning of this battery are also transmitted to the computer and stored in a data storage means, such as a memory internal to the calculator.
• This information can also be displayed continuously on the interface, they can also be displayed at the request of the driver.
• the calculator 4 determines the time that separates the moment of the next use from the moment when the information concerning the date and the time is entered at the interface by the driver.
• Information such as the initial state of charge of the battery, the capacity of the battery, the current levels available by the on-board charger or the fast charging station which are stored in the internal memory of the computer then allow the battery of evaluate the full charging time of the battery.
• the computer of the electronic management of the battery 4 can determine the state of health of the battery at any moment of its lifetime in order to know the real capacity drums.
• An alternative solution is to enter into the computer 4 charts showing the charging time according to the initial state of charge of the battery depending on whether the battery is recharged by the on-board charger or by the fast charging station.
• Another even simpler solution is to enter a preset value increasing the charging time regardless whether the load is through the charger or the fast charging station, or two predefined values increasing the charging time, one for charging with on-board charger, the other for a charge with the fast terminal.
• the electronic management computer of the battery 4 can also receive the information concerning the temperatures measured within the battery to the computer.
• a first operating situation where the temperatures measured within the battery do not oppose an immediate recharge, in this case the load can start immediately.
• a second situation can be envisaged in which the level of temperatures measured within the battery is higher than the tolerated level and therefore opposes an immediate recharge.
• the electronic management computer of the battery 4 as soon as the temperatures measured within the battery have reached levels allowing charging, recalculates the remaining downtime which is the difference between the calculated downtime from the information entered by the driver and the time required for the temperature level within the battery to reach T C harge- The calculator then estimates if the remaining immobilization time thus updated is greater than the duration of the load complete. If so, the electronic management computer of the battery 4 then makes the decision to completely defer the load or certain phases of the load and determines the time parameters of the modified load profile.
• the computer 4 then schedules charging instructions of the battery so that it reaches the highest state of charge just before its use which corresponds to the instant t f so that it remains in a low state of charge or as low as possible in storage, when the vehicle is not in use.
• the principle of this program is to modify the charging time profile of the conventional battery, to adapt it according to the driver's need for use.
• These instructions are then sent by the computer as commands to the recharging means 6, 7 to control them.
• Figure 2 illustrates an example of IU load time profile of a lithium battery, without charging strategy to optimize the calendar life. More precisely, FIG. 2 represents a first curve of the intensity of the charging current I (t) and a second curve of voltage U (t) between two times t 0 and t f .
• the initial moment t 0 corresponds to the instant when the battery is connected to the network via the on-board charger 6 or to a fast charging terminal by the driver.
• There is a first constant current charging phase 11 which starts immediately at t 0 until the instant t 2 , corresponding to a voltage value Uc, followed by a second phase at constant voltage Uc during which the current decreases to an intensity of If.
• a first constant current charging phase 11 which starts immediately at t 0 until the instant t 2 , corresponding to a voltage value Uc, followed by a second phase at constant voltage Uc during which the current decreases to an intensity of If.
• Figures 3.A and 3B illustrate the charging time profile of a battery according to a first embodiment of the invention.
• Phase 1 the battery is kept at rest at its rest voltage U less than Uc, the charge state level SOC being equal to 0% here in this load example for a duration ti-1 0 ,
• Phase 2 starts at instant t1 where it is charged at constant current 11 and ends when the voltage of the battery reaches the value Uc,
• phase 3 constant voltage Uc ends at t f , corresponding to the moment entered by the driver, the charging time being equal to the difference between t f and ti.
• the battery does not remain charged unnecessarily to 100%, it reaches its maximum state of charge only just before the use of the vehicle.
• this load management mode does not allow the user to quickly have a minimum threshold state of charge allowing him immediate autonomy if he decides to use his vehicle before the time scheduled for load.
• the computer programs the charging instructions so that the battery is charged in several phases.
• the load starts at time tO, when the user has connected his vehicle and has entered the interface the date and time he wants to use his vehicle.
• This is to allow the battery to quickly reach a state of charge SOC1 allowing a minimum available autonomy if the user needed the vehicle earlier than expected.
• the level SOC1 can be a parameter predefined by the driver or by the computer.
• the value 50% would be a good value, since it allows an appreciable autonomy value while reducing the effects of calendar aging according to Table 1.
• the battery is idle at SOC1 and the charge resumes at t2 so that the charge ends at the time indicated by the user.
• FIGS. 4A and 4B An example of charge time profiles obtained according to this second embodiment is illustrated in FIGS. 4A and 4B, there are four charging phases:
• phase 1 the load starts at t 0 , when the user has entered the date and time in the interface and ends when the state of charge of the battery reaches a predefined SOC1 state of charge ;
• phase 2 the battery is kept idle at SOC1 for a duration t 2 -ti,
• phase 3 the charge starts at t 2 and ends when the battery voltage reaches a value Uc at time t 3 ,
• this phase 4 reaches a prefixed duration ⁇ t, ⁇ t being defined so that the charge ends at the instant t 4 indicated by the driver.
• this ⁇ t corresponds to t 4 -t 3 .
• t 4 may be less than or equal to the instant t f indicated by the driver.
• the charge ends a certain period before the date and time entered by the user, to ensure that the battery is indeed fully charged at the scheduled time of recovery of the vehicle.
• This duration can for example be one hour.
• a vehicle has a battery of 80 cells of nominal voltage
• the battery temperature in run mode, parking mode and charge mode is 25 ° C.
• the damage of the battery is compared in the case where the charging management system of the invention is used for damage when it has no charge management control.
• Table 2 above illustrates, over a week, an example of the distribution of the hours spent at different battery charge states, assuming that the driver puts back in charge as soon as he arrives at his home:
• the average damage coefficient calculated from the values in Table 3 by weighting the percentage of hours spent at each state of charge slice in Table 2 is 6.15.
• Table 4 above shows, over one week, the distribution of the hours spent at the different states of charge of the battery:
• the temperature is set at 25 ° C. It can be noticed that whatever the state of charge, the damage due to the temperature is the same for a battery (Table 5):
• the battery in storage mode is no longer in a high charge state during the immobilization period of the vehicle.
• the management of its refill is optimized so that it reaches the level of charge to 100% just before the use of the vehicle.
• This type of charging management can significantly increase the battery life. Therefore it is no longer necessary to oversize the battery while allowing the vehicle to meet the specifications for which it was designed. This also reduces the cost of manufacturing the battery.

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• 2009
  • 2009-02-17 FR FR0951003A patent/FR2942358B1/fr not_active Expired - Fee Related
• 2010
  • 2010-02-09 WO PCT/FR2010/050216 patent/WO2010094875A1/fr active Application Filing
  • 2010-02-09 CN CN201080007971.9A patent/CN102317103B/zh not_active Expired - Fee Related
  • 2010-02-09 EP EP10708316A patent/EP2398670A1/de not_active Withdrawn

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