WO2011083062A1 - Procédé de détection de l'aptitude à démarrer - Google Patents

Procédé de détection de l'aptitude à démarrer Download PDF

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Publication number
WO2011083062A1
WO2011083062A1 PCT/EP2010/070768 EP2010070768W WO2011083062A1 WO 2011083062 A1 WO2011083062 A1 WO 2011083062A1 EP 2010070768 W EP2010070768 W EP 2010070768W WO 2011083062 A1 WO2011083062 A1 WO 2011083062A1
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WO
WIPO (PCT)
Prior art keywords
battery
voltage
state
phase
combustion engine
Prior art date
Application number
PCT/EP2010/070768
Other languages
German (de)
English (en)
Inventor
G Yuvarajan
Falco Sengebusch
John Alex Dcruz
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2011083062A1 publication Critical patent/WO2011083062A1/fr

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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]
    • G01R31/3644—Constructional arrangements
    • G01R31/3647—Constructional arrangements for determining the ability of a battery to perform a critical function, e.g. cranking

Definitions

  • the invention relates to a method for detecting the starting capability of a starter battery, in particular in connection with a start-stop control for a start-stop operating mode of an internal combustion engine in a motor vehicle.
  • the internal combustion engine is thereby started with the aid of a starting device fed by an electrical energy source, for example a starter battery.
  • the invention also relates to a start-stop control with a switching logic for a start-stop operating mode of an internal combustion engine in a motor vehicle, wherein the internal combustion engine is startable with a starting device fed by a starter battery.
  • the invention further relates to a computer program product for
  • Restart can be caused, for example, by poor battery charge.
  • Battery condition detectors that operate without a current sensor. Such a battery state detection is described in DE 102 58 034 AI. This battery condition detection requires only a voltage measurement in addition to the temperature measurement. For this purpose, the system current pulses are fed, the reaction leads to voltage pulses, which in turn are measured and evaluated. Depending on the information thus obtained, the battery state of charge is determined.
  • Battery state in particular the battery state of charge is possible. This advantage is achieved by a method having the features of claim 1.
  • the battery state detection algorithm or methods for battery state detection on which the invention is based assist the start-stop system for an internal combustion engine driving a vehicle by indicating whether or not the battery is charged well enough for a successful restart of the internal combustion engine.
  • the battery state detection algorithm according to the invention is a concept with which the requirements for a low-cost start-stop system can be met.
  • the required input variables for the battery state detection or for the algorithm for battery state detection are the battery voltage, the voltage at the starter terminal and, in an advantageous embodiment, the temperature.
  • the battery condition detection algorithm information about the battery condition is given. This information
  • the inventive device for battery state detection advantageously has only two different states at its output, "HIGH” or “Low”.
  • the states “HIGH” or “Low” can be specified so that the state “HIGH” is output for the following battery states:
  • the battery state is good enough to ensure that a successful restart or restart under all conditions , In particular, critical conditions of the internal combustion engine can be done.
  • the LOW state is issued in a battery condition that states that the battery condition is not good enough to successfully reboot or restart under all conditions.
  • the information outputted by the battery condition detection is considered to be turning off the current one
  • Figure 1 shows an embodiment in which the measurement points are entered for the voltages required in the evaluation.
  • FIG. 4 shows the circuit of the starter motor.
  • FIG. 6 shows a flow diagram for the start phase according to strategy 1.
  • FIG. 7 shows a flowchart for the starting phase according to strategy 2.
  • FIG. 8 shows a flow chart for the driving operation.
  • FIG. 9 shows a flowchart for the standstill phase C.
  • FIG. 10 shows a block diagram of the starter motor solinoid.
  • FIG. 11 shows the course of the starter motor solinoid voltage proportional to the battery state of charge for a known temperature.
  • FIG. 12 plots the time course of the solinoid threshold voltage over time.
  • Figure 13 shows the relationship between battery voltage and electrical load for a given state of charge and a given temperature.
  • FIG. 14 shows battery model data relating to these threshold values.
  • Figure 15 shows the relationship between the voltage dip Udip and the duty factor during idling.
  • FIG. 16 shows the battery voltage to be evaluated before the electrical load during an idling phase.
  • FIG. 1 shows an exemplary embodiment in which the measuring points for the voltages required in the evaluation method are entered.
  • the battery 10 with the negative terminal 11 and the positive terminal 12 and starter 13 with terminal T30.
  • the battery voltage is designated Ußatt and the voltage at terminal T30 is Uj3Q.
  • the following information for detecting the battery state may be taken into account: the voltage at the starter relay terminal T50, which assumes the state on / off and the speed of the internal combustion engine or the
  • Engine control unit in any case before and can be used as input signals for various other control or regulating systems, and for the battery state detection.
  • the battery state detection is, for example, an evaluation logic, a processor or a control unit to which the required information is supplied, which carries out the necessary evaluation or calculation processes and which outputs output signals which represent the determined variables, in this case the determined battery charge state.
  • BSD Battery Status Detection Algorithm
  • the BSD algorithm operates in three phases of a vehicle operating cycle:
  • Phase A Starting phase
  • Phase B Driving
  • Fig. 2 shows the three phases of the BSD algorithm. In this case, voltages U are plotted over the time t.
  • the various indications of voltages or periods of the phase durations can be regarded as examples of a possible application variant.
  • the conditions during the starting phase A are determined at terminal 50, which can also be referred to as connection 50, with the starting relay switched on.
  • the starting phase is the phase during which the internal combustion engine or the internal combustion engine is started with the aid of the starter motor. If the
  • U ⁇ jp is the voltage that occurs at the short-circuit current of the starter.
  • two types of strategies can be derived with the aid of which the battery state during the starting phase can be detected or determined.
  • One of the two strategies listed below can be selected:
  • Strategy 1 The information on the battery status is determined from the resistance of the battery and determined from the voltage drop U ⁇ jp. Both input information is used, the battery voltage Ußatt and the voltage Uj3Q at terminal T30.
  • Strategy 2 The battery condition detection is only based on the
  • This short-circuit current causes a deep voltage dip at the battery voltage U ß a fl-.
  • the voltage U ß ⁇ i is the battery voltage U ß a fl- before switching on the starter.
  • the voltage U J30dip is the maximum dip voltage measured at the T30 terminal of the starter.
  • the resistor Rj3o is the resistance of the cable between the positive terminal 12 of the battery 10 and the terminal or terminal T30 on the starter motor 13.
  • the resistor R 730 is called
  • the resistance of the T30 cable so the cable between the battery 10 and the starter motor 13 is variable depending on the temperature.
  • a constant value of the resistance can not be assumed in all operating conditions of the vehicle, since the temperature of the internal combustion engine or the environment in a wide range of, for example - 5 ° C to + 80 ° C varies.
  • the temperature of the T30 cable during vehicle operation is predicted using a temperature model.
  • the temperature model uses the engine temperature and the intake air temperature as reference values.
  • the temperature of the cable is predicted from these reference values, which are normally available to an engine control unit anyway. Based on the temperature of the cable predicted using the temperature model, an appropriate correction of the R 730 value is possible.
  • the value of the internal resistance Rj of the battery 10 is compared with the maximum allowable value Rj a .
  • This value Rj a is obtained from the maximum permissible internal resistance of the battery with which the starter motor can be accelerated to a speed required for a successful start, whereby the internal combustion engine can be driven so far that a successful starting capability is present.
  • the value of the permissible internal resistance is selected taking into account the fact that the battery resistance increases when the ambient temperature drops.
  • the ambient temperature is especially the temperature that prevails while the vehicle is parked.
  • the value for the permissible internal resistance Rj a is not a constant parameter. He will change when the temperature of the battery. This means that it is a dynamic value that is set during the starting phase taking into account the battery temperature.
  • the value of the permissible internal resistance Rj a of the battery 10 can be determined from the following variables:
  • Tc minimum temperature at which engine starting capability is required, in ° C
  • Rimax internal battery resistance required to obtain startability at the minimum temperature Tc, in milliohms
  • Tßatt temperature of the battery, in ° C,
  • Ria allowed internal resistance of the battery according to the state of charge SOC at the present battery temperature.
  • the values for the battery internal resistance which correspond to the minimum charge state Smin in percent of the charge state SOC at different temperatures, are fed to the algorithm as input variables.
  • the temperature of the battery ⁇ 3 ⁇ is calculated with the help of the
  • the battery temperature model uses the
  • Intake air temperature and the engine temperature as reference values for the calculation of the battery temperature. These values are optionally supplied by the control unit of the internal combustion engine.
  • the minimum temperature at which the startability of the internal combustion engine must be present is -5 ° C.
  • the internal battery resistance Rimax which is required for starting ability, is 5.0 milliohms. It can be seen from the battery characteristics or characteristic curve that the SOC of the battery, which corresponds to 5.0 milliohms at -5 ° Celsius, is 60 percent. This means that the battery must be at least 60 percent for a starting capability that is permissible under the given conditions.
  • the various battery characteristics at different temperatures and states of charge SOC are shown in FIG.
  • the internal resistance of the battery is applied over the state of charge SOC. In the upper part of the state of charge is not good.
  • the maximum expected temperature corresponds to a value for the allowed internal resistance Ria of 4.2 milliohms is obtained. If the value of the internal resistance is lower, ie better than the permissible value of the internal resistance Ria, the battery state is referred to as "HIGH”.
  • the "HIGH" condition indicated by the battery condition detection means that the battery charge level is sufficient for the next successful restart. This means that the start-stop system can switch off the internal combustion engine if all other conditions for switching off the internal combustion engine are met.
  • the battery condition is displayed as "LOW".
  • a "LOW" condition indicated by the battery condition detection means that the battery charge level is not high enough for the next successful restart. If the battery condition during the startup phase is indicated as "LOW”, the battery condition will continue to be maintained as "LOW", at least for a period of minimum charge time Tmc.
  • a "LOW" condition in the start-stop system is defined as follows: When the battery condition detection outputs a signal indicative of a "LOW" condition, the engine is not shut down, although all other conditions to shut off the
  • Battery status detection indicates the status "LOW".
  • the internal combustion engine is usually switched off and the battery supplies electrical energy to the various consumers. Restarting will avoid a fault for the next reboot, which could be due to further battery discharge.
  • a signal "HIGH” supplied there is a high battery state of charge and it is a shutdown of the engine allowed unless the other conditions require a shutdown. A restart is certainly possible because the battery condition is sufficient for a successful restart.
  • a signal "HIGH" supplied
  • FIG. 6 shows a flow diagram for the start phase according to strategy 1.
  • Step S1 Measurement of U ⁇ jp and U J30dip.
  • Step S2 Calculation of the battery internal resistance Rj
  • Step S3 Check if Rj is smaller than the allowable resistance Rj a . If this comparison shows that the internal resistance is smaller than the permissible internal resistance, the status "LOW" is set for a defined period of time in step S4. If the step S3 indicates that the internal resistance is smaller than the permissible internal resistance, the status "HIGH” is set to the step S5.
  • U ⁇ jp Limit voltage U ⁇ jp] assumed. If U ⁇ jp is less than the voltage Udipl, the battery status is set to "LOW" for a minimum charging time. If U ⁇ jp is greater than U ⁇ jp! the battery status is set to "HIGH". The limit for U ⁇ jp! corresponds to the value of U ⁇ jp, which is obtained when there is a minimum battery condition of SOCSmin during the starting phase of the internal combustion engine.
  • FIG. 7 shows a flowchart for the starting phase according to strategy 2.
  • the voltage U ⁇ jp and the voltage U J30dip is measured in step S6.
  • step S7 it is checked whether U ⁇ jp is greater than a threshold value U ⁇ jp]. If this is not true, in step S 8 for a defined period of time Status "LOW" set. If step S7 results in U ⁇ jp> being the threshold value u dipl > , the status "HIGH" is set in step S9.
  • Condition for driving is that the speed of the internal combustion engine is greater than or equal to the idle speed, the idle speed is an applicable value. If the internal combustion engine or the
  • the charging time Tnc is calculated by integrating weighted time periods Tc for which the battery voltage is greater than a charging limit voltage. The same applies to the period of time Tdc during which the battery voltage is less than the limit voltage. Even then will
  • Tnc int (ne x Tc) - int (Tdc)
  • the factor ne is introduced as an efficiency factor. It is needed because some energy is lost in the form of heat during charging. This efficiency factor describes the effect.
  • the factor can be dependent on the battery type, the battery charge state and / or the battery temperature.
  • Start phase indicates, it is set in a state "HIGH” when the value of the charging period Tnc is greater than a predetermined period of time that can be applied.
  • the status is set to "LOW" when the value of the charging period Tnc is smaller than the predetermined period.
  • phase B driving operation
  • 13.5V is the threshold voltage above which the battery is charged during driving under all conditions.
  • 13.0V is the threshold voltage below which the battery will not charge while driving.
  • FIG. 8 shows a flow chart for the driving operation (phase B).
  • the battery voltage Uß a fl- is measured in step S10.
  • the charging time Tc is calculated.
  • step S12 it is checked whether the charging time Tc is above a predefinable value. If this is not the case, the status "LOW” is set in step S13. If the charging time Tc is greater than the predefinable value, the status "HIGH” is set in step S14.
  • Condition for the stoppage phase is that the speed of the
  • the stoppage phase refers to the phase during which the internal combustion engine is switched off, for example because of a corresponding shutdown signal from a starl / stop system.
  • the generator drivable by the internal combustion engine provides no electrical energy and the energy supplied by the battery is supplied only to the electrical consumers that are needed during this time. Since the battery supplies charge to these consumers, the voltage drops during the standstill phase. When the battery voltage reaches a special limit Ul, the battery status is set to "LOW".
  • the start-stop system initiates a vehicle start request when the battery condition detection indicates the "LOW" status in the standstill phase.
  • the vehicle on the other hand, remains in the standstill phase when the battery status remains "HIGH”.
  • the battery condition detection will set the status to "LOW", even if the
  • Battery voltage is higher than the limit Ul. If the discharge current is smaller than a predetermined value of, for example, 5 amperes, no noticeable drop in the battery voltage will occur even if the discharge takes place for a longer time. Under these conditions, the battery will lose its charge without significantly changing the battery terminal or battery terminal voltage. To include this condition will be during the Standstill phase given a time limit of five minutes. As time limit, another suitable value can be selected.
  • Tc in ° C minimum temperature at which the startability of the internal combustion engine is required
  • FIG. 9 shows a flow chart for the procedure in the standstill phase
  • step S15 the battery voltage is measured in step S15.
  • step S16 the battery voltage is compared with a threshold voltage Ul. This comparison shows that the
  • step S17 the state "LOW” set. If the comparison in step S16 reveals that the battery voltage U ⁇ ⁇ is greater than the voltage U1, the state "HIGH” is set in step S18. Supplementary and further measures for battery condition detection:
  • the battery voltage breaks depending on the battery condition and the electrical resistance.
  • the battery terminal voltage U ⁇ jp is proportional to the battery state, this applies in each case for a defined load.
  • the battery state of charge SOC for a known temperature can be determined by the battery voltage drop is measured when a defined electrical load.
  • the defined electrical load is the starter motor. It could also be evaluated the connection of another electrical load, which leads to a significant voltage dip, for example, a window heating, glow plugs, fuel heaters, fans, driving lights, etc.
  • the starter motor is switched on and off by means of a starter relay.
  • the starter relay includes a special solenoid. This solenoid usually has two windings, a turn-on winding EW and a
  • Holding winding HW When the starter motor starts, the windings of the coils are turned on for a short time to close the starter motor contact. When the starter motor starts, only the holding winding is the
  • FIG. 10 shows schematically a block diagram of the starter motor with the starter relay.
  • the starter motor is denoted by 13
  • 10 is the battery.
  • 18 denotes the ignition switch and 15 the starter relay with the pull-in winding 16 and the holding winding 17th
  • FIG. 11 shows the profile of the voltage dip U.sub.Dip of the voltage across the starter motor for various states of charge of the battery.
  • the top curve stands for a full battery and the bottom one for one
  • Battery charge of 65%, each for a specific temperature can be seen from FIG. 11, for a known one Battery temperature can be determined by the starter motor with the starter relay is regarded as a defined electrical load and the voltage drop is evaluated when switching on this electrical load.
  • a minimum battery state of charge for a given temperature is defined.
  • the voltage applied to the starter relay is the voltage Udipl.
  • the combustion engine is started by the starter motor.
  • the resulting dip voltage U ⁇ jp is measured. This measured voltage is compared with the threshold value Udipl.
  • Battery condition is good for the next successful reboot or restart. Similarly, the battery state is set to "LOW" when the battery is low
  • FIG. 12 shows the time profile of the voltage across the starter motor for various states of charge of the battery in accordance with a section of the curve according to FIG. 11 over time.
  • the voltage dip Udip is the minimum value. If the voltage is lower than the threshold value Udipl, the battery state "LOW" is set.
  • FIG. 13 shows, in the relationship between battery voltage Ußatt and electrical load IL for a given state of charge SOC and a given temperature.
  • a threshold voltage must be defined.
  • battery model data are indicated with respect to the threshold voltage.
  • the state of charge SOC applies to a battery voltage threshold of 11.9 UBattl Volt.
  • the lower the discharge current the lower the state of charge limit can be set.
  • the higher the discharge current the higher the charge state limit must be set. This results in a broad selection of the state of charge limit
  • the voltage limit UBattl is set proportional to the load current.
  • the electric load current is adaptively predicted according to the following concept.
  • the duty cycle factor is proportional to the load current and can be evaluated to this effect.
  • the "DFM signal” can be detected at idle speed or idle speed or at another defined speed or speed before switching off the internal combustion engine.
  • the threshold value of the voltage drop U ⁇ jp] can be set depending on the duty factor for the switched on electrical load in the standstill phase or idle. This reduces the tolerance band for the
  • Second method is the evaluation of a voltage level
  • This concept can be used in cases where a "DFM signal" is not available.
  • the voltage level on the battery can be monitored, for example, at idle speed. If the electrical load current at idle is greater than the generator output current, a voltage dip will occur. This voltage dip is approximately proportional to the electrical load that exceeds the generator current. In order to allows monitoring of the battery voltage Uß a fl- at idle speed before switching off the engine, the corresponding load
  • blind area since the voltage remains the same and at a charge level.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Secondary Cells (AREA)

Abstract

L'invention concerne un procédé de détection de l'aptitude à démarrer d'une batterie de démarrage en liaison avec une commande d'arrêt et de démarrage automatique d'un moteur à combustion interne, selon lequel, pour déterminer l'état de charge de la batterie, on prend en considération différents modes de fonctionnement du moteur à combustion interne, dans lesquels des tensions sont évaluées, toute mesure de courant devenant superflue. L'état de charge de la batterie est déterminé à l'aide d'un procédé d'évaluation qui est conduit dans trois modes de fonctionnement différents selon trois méthodes différentes. Les différentes méthodes sont exécutées une fois pendant l'opération de démarrage, en situation de conduite et à l'arrêt du moteur à combustion interne.
PCT/EP2010/070768 2010-01-05 2010-12-28 Procédé de détection de l'aptitude à démarrer WO2011083062A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010000679.3 2010-01-05
DE102010000679A DE102010000679A1 (de) 2010-01-05 2010-01-05 Verfahren zur Erkennung der Startfähigkeit

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WO2011083062A1 true WO2011083062A1 (fr) 2011-07-14

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PCT/EP2010/070768 WO2011083062A1 (fr) 2010-01-05 2010-12-28 Procédé de détection de l'aptitude à démarrer
PCT/EP2011/050042 WO2011083108A1 (fr) 2010-01-05 2011-01-04 Procédé de reconnaissance d'aptitude au démarrage

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PCT/EP2011/050042 WO2011083108A1 (fr) 2010-01-05 2011-01-04 Procédé de reconnaissance d'aptitude au démarrage

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CN (1) CN102687034B (fr)
DE (1) DE102010000679A1 (fr)
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Cited By (2)

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EP3470859A1 (fr) * 2017-10-12 2019-04-17 Aptiv Technologies Limited Appareil et procédé de prédiction d'un état de fonctionnement de batterie
EP3822477A1 (fr) * 2019-11-12 2021-05-19 SEG Automotive Germany GmbH Procédé de détermination de l'état de charge d'une batterie de véhicule d'un véhicule

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JP4962808B2 (ja) 2009-02-24 2012-06-27 株式会社デンソー エンジン自動制御装置および蓄電池充電制御装置
DE102011080427A1 (de) * 2011-08-04 2013-02-07 S-Y Systems Technologies Europe Gmbh Elektrisches Versorgungssystem für ein Fahrzeug
JP5983197B2 (ja) * 2012-08-31 2016-08-31 マツダ株式会社 車両用電源装置およびその制御方法
DE102012218737B4 (de) * 2012-10-15 2022-03-31 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum automatischen Abschalten und Starten einer Brennkraftmaschine
DE102013221502A1 (de) * 2013-10-23 2015-04-23 Volkswagen Aktiengesellschaft Erzeugung von Prüfpulsen
US10215148B2 (en) 2016-08-29 2019-02-26 GM Global Technology Operations LLC No-start diagnostics for powertrain with enabled starter
EP3337027A1 (fr) * 2016-12-16 2018-06-20 Siemens Aktiengesellschaft Procédé et dispositif de fonctionnement assisté par ordinateur d'un moteur électrique
US10830826B2 (en) * 2017-07-28 2020-11-10 Northstar Battery Company, Llc Systems and methods for determning crank health of a battery
DE102018218579A1 (de) * 2018-10-30 2020-04-30 Robert Bosch Gmbh Verfahren und Vorrichtung zur Erkennung eines Defekts einer Batterie in einem Niederspannungsbordnetz eines Elektrofahrzeugs
DE102019202475A1 (de) * 2019-02-25 2020-08-27 Robert Bosch Gmbh Verfahren und Anordnung zur Unterstützung eines Startvorgangs eines Verbrennungsmotors

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3470859A1 (fr) * 2017-10-12 2019-04-17 Aptiv Technologies Limited Appareil et procédé de prédiction d'un état de fonctionnement de batterie
EP3822477A1 (fr) * 2019-11-12 2021-05-19 SEG Automotive Germany GmbH Procédé de détermination de l'état de charge d'une batterie de véhicule d'un véhicule

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CN102687034B (zh) 2017-09-05
WO2011083108A1 (fr) 2011-07-14
CN102687034A (zh) 2012-09-19
DE102010000679A1 (de) 2011-07-07
EP2521923A1 (fr) 2012-11-14

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