WO2022189105A1 - Procédé de prédiction de la fiabilité de fonctionnement d'une batterie de traction - Google Patents

Procédé de prédiction de la fiabilité de fonctionnement d'une batterie de traction Download PDF

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Publication number
WO2022189105A1
WO2022189105A1 PCT/EP2022/053734 EP2022053734W WO2022189105A1 WO 2022189105 A1 WO2022189105 A1 WO 2022189105A1 EP 2022053734 W EP2022053734 W EP 2022053734W WO 2022189105 A1 WO2022189105 A1 WO 2022189105A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
time
drive battery
battery
determined
Prior art date
Application number
PCT/EP2022/053734
Other languages
German (de)
English (en)
Inventor
Heino Wengelnik
Markus Neumann
Original Assignee
Volkswagen Aktiengesellschaft
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 Volkswagen Aktiengesellschaft filed Critical Volkswagen Aktiengesellschaft
Priority to EP22710320.7A priority Critical patent/EP4301622A1/fr
Publication of WO2022189105A1 publication Critical patent/WO2022189105A1/fr

Links

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
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/66—Ambient 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
    • 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
    • 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
    • B60L2260/58—Departure time prediction

Definitions

  • the present invention relates to a method for predicting the functionality of a drive battery that can be used in particular in an electrically driven vehicle.
  • the present invention also relates to a vehicle that is set up to carry out such a method.
  • Vehicles with an electric drive have a drive battery as the electrical energy store, which is usually designed as a high-voltage store and consists of battery cells or cell blocks connected in series. Since the entire energy required for locomotion is stored as electrical energy in fully electric vehicles, high-capacity accumulator cells are used in these vehicles. In hybrid electric vehicles, on the other hand, a significantly smaller capacity of the drive battery is sufficient, since the main part of the drive energy is carried along as chemical energy in the form of fuel.
  • the usable capacity of the drive battery depends on various usage influences.
  • high-voltage batteries equipped with lithium-ion cells work best in a temperature range of around 10 °C to 40 °C. In order to stay within this range, the high-voltage battery is actively cooled or heated as required while driving and also when charging.
  • the high-voltage battery can cool down in the parked vehicle.
  • the driving performance can be reduced until the operating temperature of the high-voltage battery has been reached. If the charge levels of the drive battery are low, there is also a risk of the vehicle breaking down at low temperatures. At very low temperatures, such a risk can even exist when the charge level of the drive battery is comparatively high. Battery management systems can partially mitigate this cold effect by monitoring the temperature and adjusting the end-of-charge voltage. Also, many electric vehicles provide the ability to program preheating.
  • a vehicle user can thus program automatic activation of an auxiliary heating system integrated in the vehicle before the next departure. This then improves the performance of the high-voltage battery and the comfort in the interior.
  • drive batteries are often equipped with an additional battery heater. This either takes over the temperature control during the connection to the power grid or heats itself from its energy content. However, this and additional consumers such as an electric interior heater then reduce the range at low temperatures.
  • the vehicle user is prompted by a warning to charge and/or heat the traction battery if there is a risk of breaking down due to a low charge level in the traction battery and a low outside temperature when the vehicle is parked for a later journey.
  • DE 102019 106 167 A1 discloses a method in which, to protect against problems during a cold start of a vehicle, the next cranking time required to start an internal combustion engine of the vehicle is estimated based on information on the state of charge of the battery and temperature information. In the event of imminent problems, a warning message can be issued to the driver of the vehicle.
  • DE 102008036457 A1 describes a method for the energy-saving operation of a motor vehicle, in which the battery is charged depending on a probable route, probable traffic conditions or probable environmental conditions.
  • the probable environmental conditions can be determined from current location information, a destination, a weather forecast and/or stored location- and season-dependent climate data.
  • a probability of a cold start of the drive motor can be determined and a minimum state of charge of the battery can be defined as a function of this probability that has been determined.
  • ES 2 764 169 A1 describes taking into account the inside temperature of the parked vehicle and data about the outside ambient temperature of the parked vehicle when the interior cabin of a parked vehicle is pre-air-conditioned before the planned departure time. It will affect the range of the vehicle calculated and depending on the effect, if necessary, refrain from pre-conditioning.
  • the vehicle can be a vehicle with an internal combustion engine or an electric or hybrid vehicle.
  • the current state of charge of the drive battery is determined.
  • a departure time for the electrically powered vehicle is determined.
  • At least one parameter that influences the functionality of the drive battery is also determined. Based on the current state of charge and the at least one parameter, the functionality of the drive battery is predicted at the time of departure.
  • the departure time is equated to a next departure time programmed in the charging controller of the vehicle or determined from a programmed automatic start time of a pre-air conditioning of the vehicle.
  • the forecast can be precisely matched to the departure time and can also take place without further interaction with the vehicle user.
  • a driving history of the vehicle or an electronic calendar of the driver is used to determine the departure time evaluated. In this way, even if the next departure time is not known, a usable prognosis can be generated automatically without interaction with the vehicle user.
  • a user of the vehicle is prompted to enter a departure time, so that a prognosis can be made even if there is no programming, no driving history or entries in an electronic calendar.
  • Forecast data for the weather at the location of the vehicle are advantageously determined in order to be able to take into account the influence of the weather on the functionality of the drive battery.
  • the method can be used particularly advantageously if the prognosis data include the probable temperature at the departure time at the location of the vehicle and the probable battery temperature is determined therefrom.
  • the prognosis data is retrieved from at least one weather service via an Internet data connection of the vehicle or determined based on past temperature data that has been detected and recorded by the vehicle.
  • the charge level of the drive battery at the time of departure is preferably determined by evaluating the current charge level of the drive battery, a quiescent current value of the drive battery and the time until the departure time.
  • the functional capability of the drive battery is predicted at the time of the subsequent departure time and information about this is output to the user of the vehicle.
  • a vehicle according to the invention comprises a drive battery, an electric drive and a prognosis unit that is set up to carry out the method according to the invention.
  • FIG. 1 schematically shows the method according to the invention for predicting the functionality of a drive battery
  • FIG. 2 schematically shows a block diagram of an electrically driven vehicle with a prognosis unit for carrying out the method according to the invention
  • FIG 3 shows an example of a display with a warning based on a forecast by the forecasting unit.
  • FIG. 1 schematically shows the method according to the invention for predicting the functionality of a drive battery installed in an electrically driven vehicle.
  • the method can be started when it is detected that the vehicle is parked by the vehicle user.
  • the method can be carried out each time the vehicle is parked, or only when a prognosis for a future departure seems reasonable due to a low charge level of the drive battery or a low current outside temperature. This can also take place when the user requests a prognosis regarding the functionality of the drive battery.
  • Such a request can be made by the user via an HMI of the vehicle or via a mobile device such as a so-called smartphone, which is connected to the vehicle and is equipped with suitable application software.
  • the current state of charge of the drive battery is determined. This can be done, for example, by means of a battery sensor that monitors the properties of the drive battery, such as the charge level (SOC: "State of Charge”) or the temperature of the battery.
  • SOC charge level
  • the charge level can be between 0% and 100% where 0% corresponds to a fully discharged battery and 100% to a fully charged battery.
  • the next departure time for the vehicle is determined.
  • the departure time is known when the vehicle is at a charging location and a departure time is programmed as part of the charging process. Even if the drive battery is not charged after the vehicle is parked, the planned departure time is known at least indirectly if the vehicle is automatically pre-air-conditioned before departure, for example by means of an auxiliary heater in winter, and an automatic start time is programmed for this.
  • the departure time can still be determined by evaluating the driving history of the vehicle or the driver's electronic calendar. If, for example, a driving history stored in a navigation system of the vehicle shows that the vehicle is regularly started from Monday to Friday mornings at essentially the same time, it can be assumed with high probability that the departure on these days will also take place at a similar time in the future time is done. Likewise, for example, in the case of an external appointment noted in the driver's electronic calendar and lying in the future, the probable travel time can be determined if the location of the external appointment is known and the probable departure time can then be calculated back. Provision can also be made to combine both evaluations, for example by giving the evaluation of the electronic calendar a higher priority and only evaluating the driving history if no appointments are noted in the electronic calendar or access to the electronic calendar is not possible .
  • the request can be made, for example, by displaying a corresponding message on a display of the vehicle and/or an acoustic message, such as a voice output.
  • the departure time can then be entered by the user, for example via a graphical user interface on the display or by voice input.
  • the interaction with the vehicle can optionally take place indirectly via a mobile device belonging to the user.
  • at least one parameter that influences the functionality of the drive battery is determined.
  • the functionality of the drive battery depends in particular on the charge level and the temperature of the drive battery at the time of the next departure.
  • temperature data provided by a weather service can be used to predict the battery temperature at the time of departure. These can be queried directly via a mobile phone data connection in the vehicle, or via a mobile device of the vehicle user that is connected to the vehicle. For this purpose, the temperature data can be queried specifically for the departure time and the parking location of the vehicle.
  • the expected battery temperature at the time of departure can then be determined from the expected outside temperature at the location of the vehicle at the time of departure.
  • the probable battery temperature can be equated with the probable outside temperature.
  • correction values which take into account partial thermal shielding of the drive battery by the vehicle body, which can lead to a higher probable battery temperature.
  • the geographic height of the parking location can be taken into account in the probable outside temperature if this has not already been done when the outside temperature was calculated by the weather service.
  • the geographical height can be taken from the vehicle's position data, which have been determined by a GPS sensor of the vehicle.
  • a linear temperature profile of the atmosphere can be assumed. For example, it can be assumed that the temperature decreases by around 5° Celsius to 10° Celsius with increasing altitude for every 1,000 meters of difference in altitude, depending on the humidity and air pressure.
  • the weather data can also contain other information that can be used for the forecast.
  • values for the humidity can also be queried for the period between parking the vehicle and the next departure.
  • the charge level of the traction battery at the time of the next departure can be predicted by measuring the decrease in charge level based on the quiescent current and duration will be charged until departure. Since there is a functional connection between the air humidity and the quiescent current flowing, the values for the air humidity obtained from the weather service over the period up to departure can be taken into account in order to achieve more precise values, and the quiescent currents dependent on this can be integrated at different points in time.
  • the vehicle can instead create a weather forecast based on past temperature data that has been collected and recorded by the vehicle.
  • An extrapolation up to the time of departure can also be carried out based on the respective minimum temperatures of the last n days.
  • the geographic height can also be taken into account when evaluating this history.
  • the forecast quality of the weather report supplied by a weather service can also be taken into account, for example using an index supplied by the weather service.
  • several weather models can be used and evaluated together, for example by selecting the weather model with the lowest temperatures or by averaging.
  • a prognosis for the battery temperature and the state of charge can be made after the end of a predefined period of time, starting when the vehicle is parked.
  • This predefined period of time can be two weeks, for example.
  • information from weather report data such as in particular the temperature, can be evaluated at the current vehicle location for this predefined period of time. For example, this can Temperature minimum for this predefined period can be selected.
  • the history of the previous days can also be evaluated here in the event that no weather data is available from a weather service.
  • the charge status of the drive battery can then also be forecast for the same predefined period of time, for example by evaluating the quiescent current value over the period of the last two weeks.
  • a prognosis unit can, for example, use functional relationships or a corresponding look-up table, with suitable threshold values also being able to be stored as a function of the state of charge and the temperature of the battery.
  • a warning can be issued to the user that there is a risk of breakdown with the parameters present and that appropriate countermeasures should be taken, such as charging and/or heating the battery in particular.
  • a warning can also be output by an indication on the above-mentioned display of the vehicle and/or an acoustic indication, such as a signal tone or a voice output, or also corresponding outputs on the user's mobile terminal device.
  • provision can also be made for the named countermeasures to be initiated automatically when the value falls below the threshold value.
  • FIG. 2 schematically shows a block diagram of an electrically driven vehicle in which the method according to the invention can be carried out using a prognosis unit.
  • vehicle F can in particular be an electric vehicle or a hybrid vehicle, in particular a plug-in hybrid vehicle.
  • the vehicle includes an electric motor 10 installed in the front of the vehicle.
  • the vehicle can also be provided with a rear engine or with several electric motors arranged in different areas of the vehicle.
  • the electric motor 10 is driven by a drive battery 11 which is installed in the rear of the vehicle in the example shown and is part of a battery module 12 .
  • the drive battery can be configured in particular as a lithium-ion accumulator.
  • the battery module 12 also includes other components, of which a battery management system 13, a battery heater 14 and charging electronics 15 are shown as examples.
  • the power from the traction battery is made available to the electric motor via high-current DC wiring 16 .
  • the battery module and the electric motor are connected to a digital data bus 17 .
  • the prognosis unit 18, a central control unit 19 and also other components, which are explained below, are connected to this digital data bus.
  • the prognosis unit 18 and central control unit 19 are shown separately in the example, but can also be integrated in one unit.
  • the prognosis unit 18 is supplied with the data required to predict the functionality of the drive battery. This can also take place if the user requests a prognosis regarding the functionality of the drive battery.
  • the user can enter such a request in the vehicle via an HMI unit 20, which can be part of an infotainment system, for example.
  • the HMI unit 20 can in particular include one or more displays that can be equipped with a graphical user interface and can be integrated, for example, in the vehicle cockpit or in the center console, or can be implemented as a head-up display.
  • the HMI unit 20 can also include speakers for voice output and/or a microphone for voice input. If a request from the user is to be made possible via a mobile terminal device, such as what is known as a smartphone, this can be done via a communication unit 21 of the vehicle.
  • the current vehicle position of the vehicle determined by a position determination unit 22 is supplied to the prognosis unit 18 via the data bus 17 . This can then be used to call up data with local weather forecasts via the communication unit 21 from an external server (not shown).
  • an air conditioning unit 23 for example in the form of an electrically operated heater or an electric operated cooling device, a pre-air conditioning of the vehicle interior carried out at a standstill.
  • the outside temperature in the vicinity of the vehicle can be detected with a temperature sensor 24 .
  • the temperature values recorded in this way can be stored in a memory 25 and then evaluated by the prognosis unit 18 if no weather data can be determined by a weather service.
  • FIG. 3 shows an example of a display 30 with a warning based on a prognosis by the prognosis unit.
  • a message 31 is shown on a display after the user has terminated the readiness to drive and the subsequent prediction of the functionality of the drive battery at the time of the next departure time. This indicates that the charge level or the temperature of the drive battery is too low for the next departure time. The user is therefore prompted by the message to ensure that the drive battery is charged or heated by the battery heater before the next departure.
  • a warning symbol 32 is displayed, which can, if appropriate, use a suitable color scheme or animation to draw particular attention to the message next to it.
  • Further representations can also appear on the display, such as a schematic representation of the vehicle 33, a temperature symbol 34 or a battery symbol 35 reflecting the state of charge. Provision can also be made here to additionally display a numerical value for the predicted state of charge or the predicted temperature.
  • explanations for charging the drive battery, the air conditioning and/or for programming the battery heating or charging can be reproduced and, if necessary, operating options for this can also be displayed directly.
  • the invention can be used in particular in passenger cars, trucks or buses with an electric or hybrid drive, but is not limited to this, but can also be used for other electrically driven vehicles, such as so-called e-bikes and e-scooters.

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

Abstract

Dans le procédé de prédiction de la fiabilité de fonctionnement d'une batterie de traction montée dans un véhicule électrique, l'état actuel de charge de la batterie de traction est déterminé (1). Un temps de départ du véhicule électrique est déterminé (2). De plus, au moins un paramètre qui influe sur la fiabilité de fonctionnement de la batterie de traction est déterminé (3). La fiabilité de fonctionnement de la batterie de traction au moment du départ est prédite (4) sur la base de l'état actuel de charge et du ou des paramètres.
PCT/EP2022/053734 2021-03-06 2022-02-16 Procédé de prédiction de la fiabilité de fonctionnement d'une batterie de traction WO2022189105A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP22710320.7A EP4301622A1 (fr) 2021-03-06 2022-02-16 Procédé de prédiction de la fiabilité de fonctionnement d'une batterie de traction

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021202184.0A DE102021202184A1 (de) 2021-03-06 2021-03-06 Verfahren zum Prognostizieren der Funktionstüchtigkeit einer Antriebsbatterie
DE102021202184.0 2021-03-06

Publications (1)

Publication Number Publication Date
WO2022189105A1 true WO2022189105A1 (fr) 2022-09-15

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Application Number Title Priority Date Filing Date
PCT/EP2022/053734 WO2022189105A1 (fr) 2021-03-06 2022-02-16 Procédé de prédiction de la fiabilité de fonctionnement d'une batterie de traction

Country Status (3)

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EP (1) EP4301622A1 (fr)
DE (1) DE102021202184A1 (fr)
WO (1) WO2022189105A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008036457A1 (de) 2008-08-05 2009-05-07 Daimler Ag Verfahren und Vorrichtung zum Betrieb eines Kraftfahrzeuges
DE102019106167A1 (de) 2018-03-19 2019-09-19 Ford Global Technologies, Llc Fahrzeugladungssteuerung für den schutz vor einem kaltstartfehler
EP3611043A1 (fr) * 2018-08-17 2020-02-19 Ningbo Geely Automobile Research & Development Co. Ltd. Système de pré acclimatation
ES2764169A1 (es) 2018-11-30 2020-06-02 Seat Sa Disposicion acondicionadora
EP3670247A1 (fr) * 2018-12-20 2020-06-24 Ningbo Geely Automobile Research & Development Co. Ltd. Système et procédé de préparation d'un véhicule pour un voyage

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Publication number Priority date Publication date Assignee Title
DE102009038431A1 (de) 2009-08-21 2011-02-24 Volkswagen Ag Verfahren zum Betreiben eines Fahrzeugs
DE102017009351A1 (de) 2017-10-09 2018-04-19 Daimler Ag Vernetzte Batterieladeschaltung und Verfahren zum Aufladen einer vernetzten Batterieschaltung
US11145141B2 (en) 2019-03-08 2021-10-12 Ford Global Technologies, Llc Electric vehicle predictive range estimating systems and methods
DE102019204254A1 (de) 2019-03-27 2020-10-01 Audi Ag Verfahren und Batterieverwaltungsvorrichtung zum Verwalten einer in einer Traktionsbatterie gespeicherten elektrischen Energie sowie ein Kraftfahrzeug mit einer Batterieverwaltungsvorrichtung

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008036457A1 (de) 2008-08-05 2009-05-07 Daimler Ag Verfahren und Vorrichtung zum Betrieb eines Kraftfahrzeuges
DE102019106167A1 (de) 2018-03-19 2019-09-19 Ford Global Technologies, Llc Fahrzeugladungssteuerung für den schutz vor einem kaltstartfehler
EP3611043A1 (fr) * 2018-08-17 2020-02-19 Ningbo Geely Automobile Research & Development Co. Ltd. Système de pré acclimatation
ES2764169A1 (es) 2018-11-30 2020-06-02 Seat Sa Disposicion acondicionadora
EP3670247A1 (fr) * 2018-12-20 2020-06-24 Ningbo Geely Automobile Research & Development Co. Ltd. Système et procédé de préparation d'un véhicule pour un voyage

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Publication number Publication date
EP4301622A1 (fr) 2024-01-10
DE102021202184A1 (de) 2022-09-08

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