WO2014177800A1 - Procede de gestion du refroidissement d'une batterie a seuils de refroidissement ajustables - Google Patents
Procede de gestion du refroidissement d'une batterie a seuils de refroidissement ajustables Download PDFInfo
- Publication number
- WO2014177800A1 WO2014177800A1 PCT/FR2014/051015 FR2014051015W WO2014177800A1 WO 2014177800 A1 WO2014177800 A1 WO 2014177800A1 FR 2014051015 W FR2014051015 W FR 2014051015W WO 2014177800 A1 WO2014177800 A1 WO 2014177800A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- battery
- thresholds
- loss
- capacity
- threshold
- Prior art date
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Classifications
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- 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]
-
- 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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/66—Arrangements of batteries
-
- 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
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
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- 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
- H01M10/60—Heating or cooling; Temperature control
- H01M10/61—Types of temperature control
- H01M10/613—Cooling or keeping cold
-
- 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
- H01M10/60—Heating or cooling; Temperature control
- H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
- H01M10/625—Vehicles
-
- 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
- H01M10/60—Heating or cooling; Temperature control
- H01M10/63—Control systems
- H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
-
- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/545—Temperature
-
- 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
-
- 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
Definitions
- the invention relates to the field of management of batteries to be cooled.
- the subject of the invention is more particularly a method of managing a battery, preferably arranged in a motor vehicle.
- Another object of the invention is a vehicle implementing the management method.
- a battery In a fully electric vehicle, or hybrid combining modes of propulsion by electric motor and by internal combustion engine, a battery is used to provide propulsion functions of the vehicle.
- the technology of such a battery implies that it must operate in a given temperature range to limit its degradation.
- the document WO2012 / 003209 describes such an operation by developing particular means for maintaining the battery between 18 ° C. and 45 ° C. during its operation in order to avoid a too rapid degradation. It has thus been observed in the workshop of different degradations of batteries used according to this type of operation.
- the object of the present invention is to propose a solution that makes it possible to limit the degradation of a battery during its lifetime.
- This goal is aimed in particular by a method of managing a battery, in particular arranged in a motor vehicle, said method comprising: a step of cooling the battery when a data representing the temperature of the battery exceeds a first threshold,
- the step of adjusting at least one of the first and second thresholds comprises a step of determining a driving behavior chosen from a first type of pipe and a second type of pipe that solicits more the battery than the first one.
- first type of driving in particular by comparing at least one predetermined driving threshold with at least one driving information.
- the determined driving behavior being of the second type of pipe, the first threshold and / or the second threshold are lowered by the adjustment step.
- the determined driving behavior being of the first type of pipe, the first and / or second thresholds are adjusted upwards by the adjustment step so as to reduce the energy expenditure of the vehicle.
- the step of adjusting at least one of the first and second thresholds comprises a step of determining a state of the battery, including its age or state of health.
- the adjustment step comprises interrogating a table whose input is the determined state of the battery, said table giving a new first threshold to be used in the cooling step and / or a new second threshold to be used in the cooling off step.
- the method comprises a step of determining a loss of real capacity of the battery, the step of adjusting at least one of the first and second thresholds being a function of said loss of real capacity drums.
- the actual capacity of the battery and its state of charge are two distinct things, the capacity being the charge the battery can provide after a complete discharge cycle from a maximum state of charge.
- the method comprises a step of determining a theoretical loss of capacity of the battery, the step of adjusting at least one of the first and second thresholds taking into account said loss of theoretical capacity.
- the adjustment step comprises a step of comparing the actual loss of capacity determined and the theoretical loss of capacity determined so that the adjustment of at least one of the first and second thresholds ensures the guaranteed lifetime.
- the process comprises a cycle during which:
- a learning step is taken, during a time range associated with the cycle, of the behavior of the battery as a function of its state of charge and of its temperature,
- the step of adjusting at least one of the first and second thresholds comprises establishing a patch to apply to auditing at least one of the first and second thresholds by taking into account account for at least the determined actual capacity loss of the battery.
- the correction to be applied depends on a comparison between the determined theoretical loss of capacity and the actual loss of capacity determined.
- the process is iterative throughout the lifetime of the battery so that each end of cycle causes the adjustment of the at least one of the first and second thresholds for the next cycle.
- the learning step comprises the construction of a set of parameters, each parameter comprising a first piece of information relating to one or more states of charge, in particular a range of states of charge, a second piece of information. relating to one or more temperatures, in particular a temperature range, and a third time information, in particular a percentage, representative of the time in which the battery has operated according to the first information and the second information during the time range, and to the end of the time range is applied to each of the third information a corresponding degradation coefficient so as to determine the loss of actual capacity of the battery.
- the invention also relates to a motor vehicle comprising a battery, at least one temperature sensor or observer configured to measure a value representative of the temperature of the battery, a battery cooling system and a related calculation system. to the temperature sensor, the cooling system and comprising the software and / or hardware means for implementing the management method as described.
- the invention also relates to a data storage medium readable by a computer, on which is recorded a computer program comprising computer program code means for implementing the method as described.
- the invention also relates to a computer program comprising a computer program code means adapted to the implementation of the method as described, when the program is executed by a computer.
- FIG. 1 illustrates various stages of implementation of a method of managing a battery
- FIG. 2 schematically represents a vehicle equipped with means capable of implementing the management method
- FIG. 3 represents a matrix whose each box corresponds to an intersection between a percentage SOC charge state range and a temperature range, each box being associated with a representative percentage of a temporal information
- FIG. 4 illustrates a degradation matrix in which each box corresponds to an intersection between a percentage SOC charge state range and a temperature range, each cell being associated with a degradation coefficient of a battery
- FIG. 5 illustrates a curve representative of the capacity of a battery as a function of time (especially during its lifetime)
- FIG. 6 illustrates a particular embodiment of a cycle of the management method.
- FIG. 1 illustrates steps of a method for managing a battery 1, preferably disposed in a motor vehicle 3, and in particular, as illustrated in FIG. 2, associated with a cooling system 2.
- the battery 1 can provide 3.
- the battery 1 can be a propulsion battery of the vehicle 3. The propulsion is in the direction of the movement of the vehicle, the battery can then transmit torque to the vehicle.
- the present method is particularly suitable in the context of a battery 1 of a motor vehicle 3 all electric or hybrid, it can be adapted to any type of battery to be cooled at a given time during its use / operation.
- the method comprises a step of cooling E1 of the battery 1 when a data representative of the temperature of the battery 1 exceeds a first threshold including temperature and a step of stopping the cooling E2 of the battery 1 when the data representative of the temperature of the battery 1 goes below a second threshold, including temperature. This second threshold is preferably lower than the first threshold.
- the cooling step E1 can be implemented by the start-up of the cooling system 2, and the step of stopping the cooling can be implemented by stopping the cooling system 2.
- the representative data of the temperature of the battery 1 may be derived from a step of measuring the temperature of the battery 1, for example by a temperature sensor 6 conveniently placed at the level of the battery 1.
- the method comprises an adjustment step E3 of at least one of the first and second thresholds.
- the notion of adjustment is understood as a modification applied to a first current threshold and / or a second current threshold so as to adapt the battery management method 1.
- the battery management method may include an initialization step Ei in which the first and second thresholds are initialized, in particular to values for example determined by the manufacturer of the battery 1. These initialized values can be used one or more times during the implementation of the steps E1 and E2 before the adjustment step E3 is performed.
- at least one cooling step E1 and at least one cooling stopping step E2 can be implemented before performing the adjustment step E3.
- steps E1 and E2 can be carried out for example during a rolling phase of the vehicle, the first and second thresholds can then be adjusted so that the behavior of the cooling is different within the same rolling phase or between two different running phases spaced temporally, for example spaced by a parking phase of the vehicle.
- the battery 1 is biased to supply current, for example to a propulsion member 8 of the vehicle, or is recharged in a manner known to those skilled in the art, using for example actuators of the vehicle. vehicle such as a braking system.
- the adjustment step E3 of at least one of the first and second thresholds can take into account the aging dynamics of the battery 1 (in other words, in a simpler way a use of the battery 1), that is to say the conditions of use of the battery, such as its solicitation, state of health, loss of capacity, etc.
- the adjustment step E3 can take into account at least one piece of data making it possible to evaluate, or anticipate, aging of the battery 1.
- the adjustment step E3 of at least one of the first and second thresholds may depend on data relating to the aging of the battery 1.
- the adjustment step E3 comprises a step of determining E3-1 of a driving behavior chosen from a first type of pipe and a second type of pipe that solicits the battery 1 more than the first type. driving, in particular comparing at least one predetermined driving threshold with at least one driving information, such as, for example, the average vehicle speed over a given time range. It will be understood that the adjustment step E3 of at least one of the first and second thresholds takes into account the determined driving behavior. For example, if the determined driving behavior is of the second type of driving, the first threshold and / or the second threshold are lowered by the adjustment step E3 so as to trigger the cooling earlier and to stop it later. .
- the first and / or second thresholds are adjusted upwards by the adjustment step E3 so as to reduce the energy expenditure of the vehicle, or are not modified (to the detriment of the autonomy of the vehicle).
- This first embodiment is based on the fact that depending on the type of pipe, the aging of the battery 1 of the vehicle 3 can be accelerated, therefore the threshold or thresholds can be adjusted so as to minimize the aging of the battery 1.
- the first type of pipe is associated with aging of the battery 1 slowed compared to a third type of pipe representative of a standard pipe defining a predetermined aging
- the second type of pipe is associated with premature aging of the battery 1 compared to the third type of conduct.
- the adjustment step E3 comprises a step of determining E3-2 of a state of the battery 1, in particular its age or state of health. In other words, the adjustment step E3 of at least one of the first and second thresholds takes into account said determined state.
- the adjustment step E3 comprises interrogating a table whose input is the determined state of the battery 1, said table giving a new first threshold to be used in the cooling step E1 and or a new second threshold to be used in the step of stopping the cooling E2.
- the state of health of the battery 1 also called SOH (for the English "State Of Health"), is generally available from the controller of the battery 1 as for example the CAN (English "Controller Area Network” ).
- SOH for the English "State Of Health”
- the use of the state of health of the battery 1 is easy to implement in the sense that it uses predetermined maps. Those skilled in the art are able to determine these maps so that for each health status value, or a range of health status values, it is associated with a first threshold to be used and / or a second threshold with use.
- the state of health of the battery is an indicator of aging of the battery, but it is also indirectly an indicator of the increase in its internal resistance and therefore its heating. In order to prevent high temperatures in the battery, the thresholds must
- a battery life 1 can be divided into several periods, each period associated with an age of the battery 1 including a first threshold value to be used and / or a second threshold value use.
- each period is relative to a year of operation of the battery 1.
- the method comprises a determination step E4 of a real capacity loss of the battery 1 and the step of adjusting at least one of the first and second thresholds is a function of said loss of actual capacity of the battery 1 determined.
- the adjustment step E3-3 of at least one of the first and second thresholds can then take into account said loss of real capacity. This makes it possible to take into account the use of the battery to act on the first and / or second thresholds, for example to ensure a good life of the battery 1. This same process can be done using the SOH of the battery (comparison of the evolution of the real SOH with the theoretical SOH "normal" of reference).
- the method may also comprise a determination step E5 of a theoretical loss of capacity of the battery 1 and the adjustment step E3-3 takes into account said theoretical loss of capacity determined.
- the theoretical loss of capacity means for a battery 1 compared to a normal use of the battery determined by the manufacturer.
- it is, for example, possible to compare the actual loss of capacity determined with the theoretical loss of capacity determined so as to determine a "drift" of the so-called “normal” use, for example of the vehicle equipped with the battery, with the actual use, for example of the vehicle equipped with the battery, in order to to adapt the first threshold and / or the second threshold.
- the adjustment step E3-3 can comprise a step of comparing the theoretical and actual capacity losses determined so that the adjustment of at least one of the first and second thresholds ensures the guaranteed lifetime.
- the method comprises a cycle during which a learning step E6 is carried out (FIG. 1) (this cycle can be a range, or a period, a time, etc.) , the behavior of the battery 1 according to its state of charge and its temperature.
- this learning step E6 comprises the construction of a set of parameters, each parameter comprising a first information relating to one or more states of charge, in particular a range of states of charge, a second piece of information relating to one or more temperatures, in particular a temperature range, and a third time information, in particular a percentage, representative of the time in which the battery 1 has operated according to the first information and the second information during the range, or time period.
- FIG. 3 illustrates such a set constructed in the form of a matrix containing, for example, the time spent (in percentage) by range of charge states (SOC in percentage) and by temperature range (T ° C Bat) .
- SOC in percentage range of charge states
- T ° C Bat temperature range
- Each parameter is preferably unique and its uniqueness is given by the association of the first information and the associated second information. This information will calculate the actual loss of capacity of the battery and then know how to recalculate the temperature thresholds to adapt to obtain the desired capacity evolution. This more complex method makes it possible to calculate adapted thresholds that are more precise than the methods proposed above.
- time range gives information on a temporal duration without connection to other ranges, and the notion of time period corresponds to a range which is repetitive in time.
- a loss of real capacity of the battery is determined (step E4) from the results of the learning step E6.
- FIG. 4 illustrates a particular embodiment in the form of a matrix containing for each case a degradation coefficient associated with a range of states of charge and with a range of temperatures.
- the actual capacity loss of the battery can then be evaluated by multiplying the two matrices and realizing the sum of each third information. multiplied to an associated degradation coefficient. From the information obtained (figures 3 and 4 and the age and / or the internal battery resistance and the cycled kWh) a loss of calendar capacity and a loss of capacity in cycling are calculated, this makes it possible to calculate the real capacity of the drums.
- the step of adjusting E3-3 of at least one of the first and second thresholds comprises establishing a patch to be applied to said at least one of the first and second thresholds. taking into account at least the actual determined loss of capacity of the battery 1.
- the correction to be applied may also depend on a comparison between the determined theoretical loss of capacity and the actual loss of capacity determined.
- the determination step E5 of the theoretical loss of capacity may correspond to establishing, from a predetermined curve, said corresponding loss.
- a curve may be that illustrated in FIG. 5 which gives the evolution of the capacity of the battery in Ah as a function of time in years (the cycle then being associated with a repetitive temporal range representative of a year).
- This pre-established curve can be for example for a given vehicle under normal use conditions defined by the manufacturer, for example from a test bench.
- the process is iterative throughout the lifetime of the battery 1 so that each end of the cycle causes adjustment of the at least one of the first and second thresholds for the next cycle. This makes it possible to cause readjustment at different stages of the battery life spaced apart temporally.
- FIG. 6 illustrates a preferred succession of the management method whose cycle is repeated each year anniversary of the start of operation of the battery 1.
- a first phase E100 an initialization is carried out for the first year of operation of the battery 1 by determining a first threshold at 28 ° C and a second threshold at 15 ° C, both values being provided by the car manufacturer.
- a customer uses his vehicle throughout the first year in which the learning step E6 described above is implemented.
- a third E102 assessment phase is implemented. This assessment includes:
- the new first and second E103 thresholds are applied in a new year, and the process goes back to the second phase E101 so as to make a new learning of the new year in progress.
- the process is simplified by making only a resetting of the thresholds at the end of each year but this could be done at regular intervals (or other).
- regular calculation it is possible to take into account reference matrices depending on the seasons (or the average outside temperature since the last interval change, the zeroing of the learning, ie say step E6, being done for example at birthdays) not to cause bad resetting thresholds. Indeed, this makes it possible to have no inconsistency between the data collection period of the temporal matrix and that of reference.
- “Cycling degradation” means cycling loss because they are calculated differently from “calendar” losses. The calendar losses exist even if the customer does not use his battery, it is a mode of degradation given. If the customer is using his battery then it is necessary to add to the calendar losses losses by cycling.
- the method as described is very advantageous in that, depending on the customer behavior, the cooling thresholds are adjusted while fulfilling guarantee objectives in terms of battery capacity. This also makes it possible to optimize the cost of cooling and thus optimize the autonomy.
- the invention also relates to a motor vehicle 3 (FIG. 2) comprising a battery 1, at least one temperature sensor or observer 6 configured to measure a value representative of the temperature of the battery 1, a system cooling system 2 of the battery 1 and a calculation system 7 connected to the temperature sensor 6, to the cooling system 2 and comprising the software and / or hardware means for implementing the management method as described.
- the software and / or hardware means may comprise a element for each step of the management method, each element then being configured to perform the step with which it is associated.
- a computer-readable data recording medium on which a computer program is recorded may comprise computer program code means for implementing a method for managing the battery (or its stages). as described above.
- a computer program may include computer program code means adapted to perform the method of managing the battery (or its steps) as described above, especially when the program is executed by a computer.
- the recording medium and / or the computer program may be part of the vehicle as described.
- first, second and third modes can be taken alone or in combination.
- the actual state of health of the battery for a given moment of the battery life, and the theoretical state of health from manufacturer data for the same instant given can be known from a predetermined map. It is possible to transform these health states into actual capacity loss and theoretical capacity loss in order to use them as part of the adjustment as described, and vice versa the loss of capacity can be translated into SOH.
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Abstract
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201480035576.XA CN105324270B (zh) | 2013-05-02 | 2014-04-28 | 用于以可调冷却阈值来对电池的冷却进行管理的方法 |
JP2016511116A JP6404327B2 (ja) | 2013-05-02 | 2014-04-28 | 調整可能な冷却閾値を有するバッテリの冷却管理方法 |
EP14726705.8A EP2991853B1 (fr) | 2013-05-02 | 2014-04-28 | Procédé de gestion du refroidissement d'une batterie à seuils de refroidissement ajustables |
US14/787,389 US10160343B2 (en) | 2013-05-02 | 2014-04-28 | Method for managing the cooling of a battery with adjustable cooling thresholds |
KR1020157034222A KR102071675B1 (ko) | 2013-05-02 | 2014-04-28 | 조정가능한 냉각 임계값들로 배터리의 냉각을 관리하기 위한 방법 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1354056A FR3005374B1 (fr) | 2013-05-02 | 2013-05-02 | Procede de gestion du refroidissement d'une batterie a seuils de refroidissement ajustables |
FR1354056 | 2013-05-02 |
Publications (1)
Publication Number | Publication Date |
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WO2014177800A1 true WO2014177800A1 (fr) | 2014-11-06 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/FR2014/051015 WO2014177800A1 (fr) | 2013-05-02 | 2014-04-28 | Procede de gestion du refroidissement d'une batterie a seuils de refroidissement ajustables |
Country Status (7)
Country | Link |
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US (1) | US10160343B2 (fr) |
EP (1) | EP2991853B1 (fr) |
JP (1) | JP6404327B2 (fr) |
KR (1) | KR102071675B1 (fr) |
CN (1) | CN105324270B (fr) |
FR (1) | FR3005374B1 (fr) |
WO (1) | WO2014177800A1 (fr) |
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EP3081426A1 (fr) * | 2015-04-10 | 2016-10-19 | Toyota Jidosha Kabushiki Kaisha | Système de refroidissement pour batterie secondaire |
GB2544502A (en) * | 2015-11-18 | 2017-05-24 | Jaguar Land Rover Ltd | Controller and control method for activating temperature control of a device of a vehicle |
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CN104853947B (zh) * | 2012-12-12 | 2018-03-30 | 特瓦汽车有限公司 | 增程器控制 |
US9639804B1 (en) | 2016-03-22 | 2017-05-02 | Smartdrive Systems, Inc. | System and method to determine responsiveness of a driver of a vehicle to feedback regarding driving behaviors |
JP2018008547A (ja) * | 2016-07-11 | 2018-01-18 | トヨタ自動車株式会社 | ハイブリッド車両のバッテリ制御システム |
KR101866073B1 (ko) | 2016-10-19 | 2018-06-08 | 현대자동차주식회사 | 배터리 soh 추정 방법 |
CN107248763A (zh) * | 2017-06-20 | 2017-10-13 | 深圳天珑无线科技有限公司 | 充电器温度控制方法、装置及充电器 |
CN110015162A (zh) * | 2017-06-30 | 2019-07-16 | 宝沃汽车(中国)有限公司 | 电池健康状态检测方法、装置和系统以及存储介质 |
CN108631023A (zh) * | 2018-04-28 | 2018-10-09 | 吉林大学 | 一种精细化液流形式电池冷却方法 |
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DE102018251735A1 (de) * | 2018-12-27 | 2020-07-02 | Robert Bosch Gmbh | Verfahren zum Betreiben eines Fahrzeugs |
CN109860947B (zh) * | 2019-01-15 | 2021-06-18 | 江苏大学 | 一种动力电池包可变流道主动热管理控制方法及系统 |
FR3091839B1 (fr) * | 2019-01-22 | 2021-12-17 | Psa Automobiles Sa | Procede de diagnostic d'efficacite d'un circuit de refroidissement d'une batterie |
FR3097172B1 (fr) * | 2019-06-14 | 2021-08-13 | Psa Automobiles Sa | Procede de gestion thermique d’une batterie permettant d’adapter le seuil de declenchement de la regulation thermique en fonction de la puissance electrique transferee |
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- 2014-04-28 WO PCT/FR2014/051015 patent/WO2014177800A1/fr active Application Filing
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Also Published As
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JP6404327B2 (ja) | 2018-10-10 |
CN105324270B (zh) | 2019-02-26 |
US20160107537A1 (en) | 2016-04-21 |
KR20160003237A (ko) | 2016-01-08 |
US10160343B2 (en) | 2018-12-25 |
JP2016524272A (ja) | 2016-08-12 |
FR3005374B1 (fr) | 2016-05-27 |
EP2991853A1 (fr) | 2016-03-09 |
KR102071675B1 (ko) | 2020-01-30 |
CN105324270A (zh) | 2016-02-10 |
FR3005374A1 (fr) | 2014-11-07 |
EP2991853B1 (fr) | 2019-01-16 |
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