WO2020127231A1 - Procédé pour faire fonctionner un véhicule automobile - Google Patents

Procédé pour faire fonctionner un véhicule automobile Download PDF

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Publication number
WO2020127231A1
WO2020127231A1 PCT/EP2019/085606 EP2019085606W WO2020127231A1 WO 2020127231 A1 WO2020127231 A1 WO 2020127231A1 EP 2019085606 W EP2019085606 W EP 2019085606W WO 2020127231 A1 WO2020127231 A1 WO 2020127231A1
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WO
WIPO (PCT)
Prior art keywords
voltage battery
motor vehicle
target temperature
battery
temperature
Prior art date
Application number
PCT/EP2019/085606
Other languages
German (de)
English (en)
Inventor
Michael Martin
Original Assignee
Magna Steyr Fahrzeugtechnik Ag & Co Kg
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 Magna Steyr Fahrzeugtechnik Ag & Co Kg filed Critical Magna Steyr Fahrzeugtechnik Ag & Co Kg
Priority to DE112019006234.4T priority Critical patent/DE112019006234A5/de
Publication of WO2020127231A1 publication Critical patent/WO2020127231A1/fr

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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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • 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
    • 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
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • 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
    • B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and 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
    • B60L58/12—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
    • 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
    • B60L58/27—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 heating
    • 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
    • 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
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B60L2240/622—Vehicle position by satellite navigation
    • 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
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • 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
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B60L2240/642—Slope of road
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/54—Energy consumption estimation
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/56—Temperature prediction, e.g. for pre-cooling
    • 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
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • 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
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the present invention relates to a method for operating a motor vehicle, wherein the motor vehicle comprises a high-voltage battery for providing a drive energy for the motor vehicle.
  • Motor vehicles that include a high-voltage battery to provide an operating energy for the motor vehicle are known per se and are increasingly being used as passenger vehicles. Such motor vehicles usually have an electric motor as the drive motor.
  • the high-voltage battery can be used to store the drive energy and / or to temporarily store the drive energy, for example in a vehicle with a fuel cell drive.
  • Such motor vehicles are mostly called electric or hybrid vehicles.
  • the high-voltage battery provides the energy for the electric drive train and thus for driving.
  • the internal resistance and thus the losses of the high-voltage battery depend on the temperature. Especially at low temperatures, the internal resistance of the high-voltage battery is higher, which leads to higher losses and thus to a lower range, especially in battery-electric vehicles.
  • a motor vehicle with a high-voltage battery often has a device for heating the high-voltage battery, for example by use of a PTC resistor (Positive Temperature Coefficient) and a water circuit.
  • a PTC resistor Positive Temperature Coefficient
  • the heating devices mentioned are used for heating a high-voltage battery.
  • the energy required to heat the high-voltage battery can in turn be taken from the high-voltage battery, but this again reduces the range of the motor vehicle.
  • the method should enable a motor vehicle with a still cold high-voltage battery to be operated efficiently.
  • the object is achieved by a method for operating a motor vehicle, the motor vehicle comprising a high-voltage battery for providing drive energy for the motor vehicle, the motor vehicle comprising an electric heating device for heating the high-voltage battery, the heating device being electrically fed by the high-voltage battery , wherein an optimal target temperature for the high-voltage battery is determined and the heating device is operated during a Fährbe operation of the motor vehicle so that the high-voltage battery the optimal target temperature is heated, the optimal target temperature being determined depending on the expected distance of the current ferry operation of the motor vehicle.
  • an optimal target temperature for the operation of the high-voltage battery is determined.
  • the determination of the target temperature is based on the conflict of objectives that, on the one hand, there is an energy requirement for heating the battery and, on the other hand, there is a reduction in battery losses due to the heated battery and thus through increased efficiency of the high-voltage battery due to the heating of the battery.
  • this conflict of objectives also depends on the distance that a driver wants to travel with the vehicle.
  • the invention therefore describes an operating strategy for operating a high-voltage battery, with optimal heating of the high-voltage battery being achieved by taking the expected distance of the current journey into account for solving a route.
  • the method is preferably carried out by a control device in the motor vehicle, in particular in a battery control device.
  • the heating device is preferably operated during a ferry operation of the motor vehicle in such a way that the high-voltage battery is heated to the optimum target temperature as quickly as possible.
  • the high-voltage battery is therefore heated to the target temperature immediately after the target temperature has been determined.
  • the optimal target temperature that is the optimal operating temperature for the high-voltage battery, is additionally determined depending on the current state of charge of the high-voltage battery.
  • the optimum target temperature is preferably also determined as a function of the current temperature, that is to say the actual temperature, of the high-voltage battery.
  • the optimal target temperature is preferably determined from a stored map.
  • the map can be, for example, a map that indicates the optimal target temperature for different driving distances for different current temperatures of the high-voltage battery.
  • the expected distance of the current ferry operation is preferably determined from a destination input in a navigation system.
  • a user of the motor vehicle preferably enters the desired destination in a navigation system at the start of a journey.
  • the expected distance of the current journey can then be determined by the navigation system and used as an input variable for determining the optimum target temperature or operating temperature of the high-voltage battery.
  • the distances of previous ferry operations of the motor vehicle can also be stored, preferably in a local memory in the motor vehicle, for example in a battery control device, and the expected distance of the current ferry operation can be determined depending on the stored distances of previous ferry operations.
  • the trips or ferry companies can each be saved with information about the day of the week and / or the time. For the current trip, the saved trips with a similar day of the week and / or a similar time can be used to infer the distance that is likely to be covered, in particular by a steady Statistical calculation based on several previous comparable trips.
  • the optimal target temperature can also be determined depending on the expected route of the current ferry operation of the motor vehicle, so that not only the distance but also the type of route to be expected - e.g. driving in the mountains, on the motorway, etc. - in the determination the optimal target temperature of the high-voltage battery.
  • the route to be expected can be determined by specifying a destination in a navigation system of the motor vehicle. Alternatively, the route to be expected can also be determined statistically from previous trips that have already been stored, in particular on a comparable day of the week and / or time.
  • the optimal target temperature is determined by calculating total energy requirements for energy from the high-voltage battery at several test temperatures of the high-voltage battery and then using that test temperature with the lowest total energy required as the target temperature.
  • the total energy requirements can include the energy required for heating the high-voltage battery and the energy requirement that is lost due to the poorer efficiency with a less heated high-voltage battery compared to a better-heated battery.
  • the calculation can be carried out, for example, with assumed test temperatures that increase from the current temperature of the high-voltage battery until the calculated total energy requirement of the high-voltage battery increases.
  • a motor vehicle can preferably be designed to carry out several of the aforementioned methods for determining the target temperature for the To be able to run high-voltage battery. In individual cases, the motor vehicle or a control unit in the motor vehicle can then determine which of the methods is used.
  • the expected distance of the current ferry operation can be determined, for example, from entering a destination in a navigation system if a destination is entered in a navigation system by a user. If such a destination is not entered in the navigation system, the expected distance of the current ferry company can be determined depending on the stored distances of previous ferry companies. If no stored distances are available, the target temperature of the high-voltage battery can be determined independently of the distance, in particular depending on the current temperature and the state of charge of the high-voltage battery, in particular by means of a stored map.
  • Fig. 1 is a diagram showing the range of a motor vehicle depending on a target battery temperature.
  • Fig. 2 is a diagram showing the efficiency depending on the target battery temperature and the distance to be driven.
  • 3 is a diagram showing a map of the battery
  • the target temperature depends on the initial battery temperature and the initial SOC.
  • the target temperature depends on the initial battery temperature and the expected driving distance.
  • Target temperature in one embodiment of a method according to the invention.
  • Fig. 6 is a graph showing a probability of
  • FIG. 7 is a flowchart of an embodiment of a method according to the invention, in which various methods for determining the target battery temperature are combined.
  • Fig. 1 is a diagram that the range R of a motor vehicle in
  • the internal resistance of batteries depends on the temperature. At low temperatures, the internal resistance and thus the losses are higher. This results in a loss of more usable energy and therefore one reduced range R of electrified, in particular battery-electric, vehicles.
  • a heating system for example a PTC with a water circuit, can be used to heat the battery and thus reduce internal resistance and thus losses. This results in a conflict of objectives between the energy required to heat the battery vs. Reduction of battery losses.
  • An operating strategy for a motor vehicle can be such that the battery is heated up to a defined temperature Tz.
  • the effect is shown in Fig. 1.
  • the resulting range R is thus dependent on the target temperature Tz of the battery.
  • There is an optimal target temperature for each driving distance D and each battery start temperature TA (cf. FIGS. 2 to 4). If the target temperature Tz is lower than the optimal temperature TZ, ORT, the disadvantage of high losses due to the high internal resistance of the battery outweighs. If the target temperature Tz is higher than the optimal temperature TZ, LOCAL, the disadvantage of the energy withdrawn for heating the battery prevails and the battery is still unnecessarily heated without further improvement of the losses. At the optimal temperature TZ, ORT, the energy consumption through the heating system and the reduction of the internal battery resistance leads to optimal efficiency.
  • FIG. 2 is a diagram that shows the efficiency E as a function of the target battery temperature Tz and the distance D to be traveled (short distance DK, long distance DL).
  • Fig. 2 shows schematically the system efficiency E as a function of the distance to be traveled, distance D.
  • Tz optimal target temperature
  • OPT at least the initial battery temperature TA and the distance D to be traveled - that is the expected distance of the current ferry operation - and optionally the route profile of the distance D to be traveled - that is the expected route of the current ferry operation.
  • the operating strategy for optimal battery conditioning is different, for example, whether a driver only drives his short daily commute through town or a long weekend trip on the highway.
  • the initial battery temperature TA at vehicle start is a known quantity.
  • the route D or the driving profile is an unknown quantity.
  • a general operating strategy cannot therefore only be defined as a function of the initial battery temperature TA.
  • the invention therefore also allows the distance D and optionally the route profile to be incorporated into the operating strategy.
  • FIG. 3 is a diagram that shows a map of the target battery temperature Tz as a function of the initial battery temperature TA and for different initial charge states, that is to say initial SOCs, SOCAI, SOCA 2, SOCA3.
  • the operating strategy for heating the high-voltage battery can determine the target temperature Tz depending on the initial battery temperature T A and the initial battery state of charge SOC A, for example for certain states of charge SOC AI, SOC A2, SOC A3 .
  • this is determined only as a function of the initial battery temperature T A and the initial state of charge SOC A , so that the distance D is not taken into account.
  • a target battery temperature Tz can be calculated by a map that defines dependencies on the initial battery temperature TA and the initial state of charge SOC A.
  • the maps are optimized offline and stored as a map in a control device in the vehicle.
  • FIG. 4 is a diagram that shows a map of the target battery temperature Tz as a function of the initial battery temperature T A and the driving distance D to be expected. The characteristic curves are shown for different driving distances Di, D2, D3.
  • a target temperature Tz this is calculated as a function of navigation information, namely the planned distance D.
  • the target temperature Tz can be determined “offline” using a map that has been previously defined and saved.
  • a target battery temperature Tz is defined by a 2-D map as a function of the initial battery temperature T A and the driving distance D to be expected from the navigation system.
  • the maps are optimized offline and saved as a map in the motor vehicle, in particular in a control unit.
  • the battery target temperature Tz can also be determined “online”, that is to say as a current calculation after the destination has been entered, in particular if not only the distance D but also the distance to be expected is to be taken into account.
  • This method represents variant B2 of determining the target battery temperature Tz.
  • 5 shows a flow chart for determining the target battery temperature Tz in one embodiment of a method according to the invention, according to variant B2.
  • the information from the navigation system can be used for more precise calculations and for online optimization of the ideal target battery temperature Tz.
  • the navigation system provides route information, such as expected speed, gradient profile, and type of road.
  • a backward calculation can be used to determine the power requirement for the battery from the route information using a simplified model for calculating the power requirement of the vehicle.
  • the battery temperature can be estimated using a simplified battery model - in particular using the power loss depending on the battery temperature and expected power, as well as on the thermal mass.
  • the energy balances or energy requirements Ei are then calculated for different target battery temperatures Tz, and the optimum target temperature TZ, LOCAL at which the overall system efficiency (battery + heating energy) is optimal or the egg energy requirement is lowest.
  • the energy balance Eo or the total energy requirement is therefore first determined for the current starting temperature TA of the battery and then after this determination is repeated with a gradual increase in the target temperature until the calculated energy requirement Ei increases instead of decreases falls. Then the target temperature Tz calculated immediately before is used to heat the high-voltage battery accordingly.
  • FIG. 6 shows a variant C for determining the target battery temperature Tz using statistics.
  • Fig. 6 shows a distribution of the probability P of driving distances D.
  • the basis for this heating strategy according to variant C is the statistical recording of the driving distances D of previous trips. Every trip is saved, for example with the day of the week, time of start of the trip, distance traveled, date. A trip can be defined as an event between a vehicle start up until the vehicle is parked. To reduce the amount of data, entries that are older than a specified period of time are preferably deleted.
  • the current time and day of the week are analyzed when the vehicle starts. All trip entries that correlate with this information are analyzed. Here, the distance covered of all these applicable trips and the probability P for such a trip are analyzed.
  • the driving distance D with the highest probability P is then taken as a reference.
  • This distance D serves as an input variable for the method described in variant B1.
  • Fig. 7 is a flowchart of an embodiment of a method according to the invention, wherein different methods or variants for determining the target battery temperature Tz are combined.
  • the different variants can be prioritized as follows (see Fig. 7):
  • Priority 1 PI The driver enters a destination in the navigation system. Consequence: Variant B - B1 or B2 - is used.
  • Priority 2 P2 Otherwise, if there are previous trips in the database at a similar start time and / or the same day of the week: Variant C is used.
  • a method according to the invention for operating the motor vehicle comprises heating the high-voltage battery to an optimal target temperature, the optimum target temperature being determined as a function of the expected distance of the current driving operation of the motor vehicle.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Navigation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un véhicule automobile, selon lequel le véhicule automobile comprend une batterie à haute tension destinée à fournir une énergie motrice au véhicule automobile. Le véhicule automobile comprend un dispositif de chauffage électrique destiné à chauffer la batterie à haute tension, et le dispositif de chauffage est alimenté électriquement par la batterie à haute tension. Une température cible optimale (TZ) est déterminée pour la batterie à haute tension et le dispositif de chauffage fonctionne pendant un régime de déplacement du véhicule automobile de telle sorte que la batterie à haute tension est chauffée à la température cible optimale (TZ), la température cible optimale (TZ) étant déterminée en fonction de la distance (D) à attendre du régime de déplacement actuel du véhicule automobile.
PCT/EP2019/085606 2018-12-17 2019-12-17 Procédé pour faire fonctionner un véhicule automobile WO2020127231A1 (fr)

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DE112019006234.4T DE112019006234A5 (de) 2018-12-17 2019-12-17 Verfahren zum Betrieb eines Kraftfahrzeuges

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EP18213042.7 2018-12-17
EP18213042 2018-12-17

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3126550A1 (fr) * 2021-08-26 2023-03-03 Psa Automobiles Sa Systeme de gestion thermique de batterie de vehicule automobile en fonction d’une prediction de destination
EP4151460A1 (fr) * 2021-09-21 2023-03-22 Renault s.a.s Procédé de commande d'un organe de réchauffage de batterie de véhicule automobile
WO2024104019A1 (fr) * 2022-11-18 2024-05-23 华为数字能源技术有限公司 Appareil de chauffage pour batterie d'alimentation de véhicule électrique et dispositif associé

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US20110316486A1 (en) * 2010-06-29 2011-12-29 Hitachi, Ltd. Charge Control System
DE102012204410A1 (de) * 2012-03-20 2013-09-26 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Batterieanordnung eines Kraftfahrzeugs
FR3027682A1 (fr) * 2014-10-27 2016-04-29 Renault Sa Systeme de calcul d'un besoin de recharge en energie electrique d'un vehicule a propulsion electrique
WO2016083529A1 (fr) * 2014-11-27 2016-06-02 Abb Technology Ag Procédé de fonctionnement d'une batterie dans un véhicule alimenté électriquement
DE102018206256A1 (de) * 2017-04-26 2018-10-31 Avl List Gmbh Verfahren zum temperieren einer batterie eines fahrzeuges

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110316486A1 (en) * 2010-06-29 2011-12-29 Hitachi, Ltd. Charge Control System
DE102012204410A1 (de) * 2012-03-20 2013-09-26 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Batterieanordnung eines Kraftfahrzeugs
FR3027682A1 (fr) * 2014-10-27 2016-04-29 Renault Sa Systeme de calcul d'un besoin de recharge en energie electrique d'un vehicule a propulsion electrique
WO2016083529A1 (fr) * 2014-11-27 2016-06-02 Abb Technology Ag Procédé de fonctionnement d'une batterie dans un véhicule alimenté électriquement
DE102018206256A1 (de) * 2017-04-26 2018-10-31 Avl List Gmbh Verfahren zum temperieren einer batterie eines fahrzeuges

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3126550A1 (fr) * 2021-08-26 2023-03-03 Psa Automobiles Sa Systeme de gestion thermique de batterie de vehicule automobile en fonction d’une prediction de destination
EP4151460A1 (fr) * 2021-09-21 2023-03-22 Renault s.a.s Procédé de commande d'un organe de réchauffage de batterie de véhicule automobile
FR3127332A1 (fr) * 2021-09-21 2023-03-24 Renault S.A.S Procédé de commande d’un organe de réchauffage de batterie de véhicule automobile
WO2024104019A1 (fr) * 2022-11-18 2024-05-23 华为数字能源技术有限公司 Appareil de chauffage pour batterie d'alimentation de véhicule électrique et dispositif associé

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