Classifications

• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
  • H02J7/007—Regulation of charging or discharging current or voltage
  • H02J7/007188—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters
  • H02J7/007192—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters in response to temperature
  • H02J7/007194—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters in response to temperature of the battery
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M10/00—Secondary cells; Manufacture thereof
  • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
  • H01M10/44—Methods for charging or discharging
  • H01M10/443—Methods for charging or discharging in response to temperature
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
  • H02J7/0047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with monitoring or indicating devices or circuits
  • H02J7/005—Detection of state of health [SOH]
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
  • H02J7/007—Regulation of charging or discharging current or voltage
  • H02J7/007188—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters
  • H02J7/007192—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters in response to temperature
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M2220/00—Batteries for particular applications
  • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
• • 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
  • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
  • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02E60/10—Energy storage using batteries

Definitions

• the present invention relates to a method for optimizing the life of a battery, as well as a device and a vehicle comprising means for implementing such a method.
• a lead battery is resistant to the difficult conditions of an engine under-hood where the temperature can reach 800 and where the battery can remain several hours a day at more than 600.
• This "hot" environment has a significant impact on its aging.
• its low cost makes it possible to change it regularly (every 5 years on average in Europe) like all wearing parts of the vehicle.
• the recyclability rate of a lead battery is very high (> 95%) and it can be converted back into new batteries.
• the temperature of the battery cannot be controlled because it depends on two overriding factors, namely the climate of the country and the behavior of the customer. Even if by design, everything is done to thermally protect the battery from the heat of the engine, the simple fact of positioning it in the engine compartment, makes the temperature of the battery dependent on that of the engine. However, the temperature of the engine is directly linked to the behavior of the customer, because with each use, the engine will heat up to 950, then stay there for the duration of travel, then cool down after stopping. During each phase of this cycle, the engine will heat the battery, especially during the hours of cooling. We easily understand that depending on the customer's use, between urban and highway, or depending on the number of runs per day, the battery temperature will be very different.
• Document US8937452 describes, in order to optimize the life of a battery of a vehicle, a method of controlling the state of charge comprising controlling the charge of the battery while remaining within a range of SOC determined according to the predicted battery temperature.
• this process offers limited effectiveness.
• the application makes it possible to remedy the aforementioned drawbacks, in particular they aim to provide a simple and effective solution for adapting the management of the battery to its temperature in order to correct as much as possible the dispersions of climates and of driver behavior.
• the invention is based on the knowledge of the typical behavior of LIB technology vis-à-vis the state of charge - temperature combination and how the alternator can be driven. It can be applied equally to systems with one or two batteries in parallel.
• the method of managing the charge of a battery comprises a step of determining a target state of charge as a function of the temperature of the battery, said target state of charge tending, according to a reference degradation profile, to decrease as the temperature increases so as to control the degradation of the battery, as well as a step of charging the battery until reaching the target state of charge.
• the reference degradation profile describing the relative increase in the internal resistance of the battery as a function of the time spent since the start of the life of the battery at a reference state of charge and at a reference temperature the target state of charge is efficiently determined iteratively such that, at the end of a step of estimating the relative increase in the internal resistance, the estimated relative increase tends to remain lower than the relative increase taken from the reference degradation profile.
• the reference state of charge may be greater than 80%, in particular equal to 100%, and / or in that the reference temperature may be between 100 and 300, in particular equal to 200;
• the target state of charge can be determined so that that, at the following iteration ti + i , the estimated relative increase tends towards the relative increase drawn from the reference profile;
• This same time interval may be between 30 minutes and 2 hours, in particular equal to 1 hour, and / or this same relative increase in internal resistance may be less than 5%, in particular equal to 2%.
• the target state of charge can be determined at the iteration ti + i so as to be lower than the state of reference load and the degradation of the internal resistance due to the time interval between the iterations ti + i and to this lower state of charge may be considered, in the subsequent steps of estimating the relative degradation, as less than the reference degradation.
• FIG.1 schematically illustrates a conventional layout with a single LIB and the corresponding electrical architecture.
• FIG.2 schematically illustrates an implementation with two LIBs in parallel and the corresponding electrical architecture.
• FIG.3 graphically illustrates an example of a degradation profile of an LIB as a function of temperature and SOC.
• FIG.4 illustrates with a table an example of degradation of an LIB as a function of temperature and SOC.
• FIG.5 shows a table an example of expected life with an increase in internal resistance of 30%.
• FIG.6 graphically illustrates an "ideal" degradation profile at 200 and 100% SOC.
• FIG.7 illustrates with a table examples of degradation coefficients.
• FIG.8 graphically illustrates the operating principle of the invention when rolling.
• FIG.9 graphically illustrates the operating principle of the invention when stationary and in parking.
• FIG.10 graphically illustrates the principle of correction of the state of charge according to the invention.
• FIG.1 1 graphically illustrates an example of the evolution of the cumulative SOC% corrected according to the invention.
• FIG.12 graphically illustrates an example of the distribution of used batteries as a function of time.
• Figure 1 shows a conventional layout according to the prior art with a single LIB. This is located close to the engine with the associated thermal protections. It thus provides the starting power and energy required for all phases of use, including micro-currents during parking phases.
• Figure 2 shows a variant according to the prior art where two LIBs are
• a small battery LTO technology located close to the engine provides starting power and any other exchange at high current, while another LIB, rather with a graphite anode (GRA) and positioned in a cold environment, at the rear and which ensures all energy needs, including the supply of “off currents” in parking lots.
• LIB graphite anode
• the invention applies equally to the two configurations of Figure 1 and Figure 2, as well as to all Lithium battery technologies because they all share the same behavior with respect to the state. load and temperature.
• the invention uses a characteristic presented in the graph of FIG. 3, the curves of which provide an example of a typical behavior of LIBs, namely the exponential degradation of their performance in capacity and in internal resistance (here we present internal resistance) with respect to temperature and state of charge. For each type, size or chemistry of a lithium battery, it is possible to determine these curves by bench tests. These curves represent an intrinsic characteristic of each of them.
• the temperature of the battery cannot be controlled, which will be the result of the combined effects of its position in the vehicle, the climate and its own self-heating linked to the use of the vehicle by the customer.
• an LIB whose table in figure 4 is the transcription into digital data of the graph in figure 3.
• the maximum degradation tolerable by the vehicle of the internal resistance is an increase of 30% for a required service life of 15 years.
• the table of FIG. 5 shows the consequence in terms of service life if we combine the aging coefficients of FIG. 4 and a maximum tolerable degradation of 30% of the internal resistance. All values above 15 years have been blocked at 15 years.
• the diagram of Figure 8 shows the operation of the system when driving.
• the BMS permanently sends this information to the SGE computer which determines per unit of time, for example the hour, the average state of charge and the average temperature for the unit of time considered.
• it is SOCmoyl and TOmoyl for the first hour of travel, then SOCmoy2 and TOmoy2 for the second, etc.
• the diagram of Figure 9 shows the operation of the parking system. Same thing as when driving, when the SGE computer wakes up periodically, it collects information from the BMS of the LIB and determines the averages, hour by hour, for temperature and state of charge.
• the battery can be assigned a coefficient from the table of the figure 7 and these “corrected hours” are accumulated in the memory of the EMS. It is now easy for the EMS to compare the accumulated corrected hours with calendar time. When this becomes greater than the reference line, this means that the battery may degrade faster than expected. When this deviation reaches a limit threshold such as 5 or 10 hours, the EMS sets up corrective management by acting on the state of charge of the battery.
• the diagram of Figure 10 shows the operation of the system. As soon as the BMS indicates to the SGE that the SOCMax is reached, it automatically reduces the regulation voltage Valt so that the load current tends towards 0 and the SOC level remains constant.
• the graph of Figure 1 1 shows an example of the evolution of the cumulative corrected cumulative time relative to the ideal line. As we can see the first part of the curve tends to deviate from the ideal line. When this difference becomes significant and greater than a predefined threshold, the management system is activated and the state of charge of the battery is reduced, which immediately changes the direction of the curve which returns to the ideal line. When the cumulative value drops below the ideal line up to a hysteresis value, the SOC limitation is deactivated.
• the invention provides a simple system which does not require any physical modification of the vehicle but which makes it possible to guarantee the service life.
• batteries by counting the time and by managing the state of charge of the battery for customers whose climate or type of use prematurely wears out the battery as shown in the diagram in figure 12, which illustrates how the battery life of a population of customers is determined.

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• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Health & Medical Sciences (AREA)
• General Health & Medical Sciences (AREA)
• Medical Informatics (AREA)
• Manufacturing & Machinery (AREA)
• Chemical & Material Sciences (AREA)
• Chemical Kinetics & Catalysis (AREA)
• Electrochemistry (AREA)
• General Chemical & Material Sciences (AREA)
• Secondary Cells (AREA)
• Charge And Discharge Circuits For Batteries Or The Like (AREA)

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Publications (1)

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• 2019
  • 2019-06-27 FR FR1906993A patent/FR3098021B1/fr active Active
• 2020
  • 2020-06-22 KR KR1020227002514A patent/KR20220024939A/ko active Search and Examination
  • 2020-06-22 WO PCT/EP2020/067268 patent/WO2020260173A1/fr active Application Filing
  • 2020-06-22 JP JP2021574250A patent/JP2022538220A/ja active Pending
  • 2020-06-22 CN CN202080045442.1A patent/CN114041253A/zh active Pending
  • 2020-06-22 EP EP20733805.4A patent/EP3991233A1/fr active Pending

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